final report - tco - kpjv - fgp traffic study- 2013, kazakhstan

Final Report

TCO-Future Growth Project (FGP)/Wellhead Pressure Management

PROJECT (WPMP)

FGP Traffic Study - Strategy Paper

Tengiz Oilfields, Kazakhstan - April 2013 Kimo Karini -Transportation Consultant

of 52 FGP Traffic Study- April 2013

FGP Expansion Plans in Photographic Summary

Conceptual proposal for FGP New Residential Camp

Proposed Heavy Haul Road Corridor / Early Design Approaches

Module Haul Transport by Rail and Roads


Study Proposed Security gate entrance during New Residential (NC) Camp construction

FGP Traffic Generation and Integration Zones


Current TCO Traffic counting Locations


Abbreviations CC Construction Compound

Client TCO Contractor Any provider of services to (TCO/KZJV) including Consultants

CPC Caspian Pipeline Consortium EBRD European Bank for Reconstruction and Development

ERSS Euroset Ryhen Support Services FGP/WPMP Future Growth Project / Wellhead Pressure Management Project

GoK Government of Kazakhstan LDV Light Duty Vehicles

KPJV Kazakh Project Joint Venture - A partnership between Fluor/Worley Parsons, KING and KGNT / Kazakh Projects Joint Venture Limited is a company

registered in England IHR Infield Haul Road

HSE Health, Security and Environment IB Industrial Base KZR Kaspi Zholy Road

MHR Module Haul Road MVA Motor Vehicle Accident’s

MVS Motor Vehicle Safety MVST Motor Vehicle Safety Team

NC New Camp/Residential Village for FGP ODs Origin Destination/ Traffic flows

OPZ Operation and Production Zone Project FGP

RV Rotational Village RoK Republic of Kazakhstan

SGP Second Generation Project SGI Sour Gas Injection

3GP Third Generation Project/ FGP 3GI Sour Gas Injection / FGP SNiP Kazakhstan Construction Rules and Procedures

GOST Kazakhstan National Standards SHV Shanyrak Village

SKH Sarykamys Highway TCO Tengizchevroil

TCO BO Tengizchevroil Base Operation


TCO LA Tengizchevroil Lease Area TCOV Tengizchevroil Village

UR Unity Road WACO Warehouse and Construction Offices

WPMP Wellhead Pressure Management Project 6/2 Staff Rotation


List of peoples consulted for this study

Alan Reid Lead Motor Road Engineer / Early Works

Geoff Hart KPJV Limited (Tengiz) / FGP Site Construction Manager / TCO FGP Project

Greg Denton KPJV Limited (Tengiz) / FGP HES General Superintendent / TCO FGP Project

Larry Neve TCO Services Transportation Superintendent / Motor Vehicle Safety Committee

Mansoor Omidi KPJV Limited (Tengiz) / FGP Site Engineer / TCO FGP Project Paul De Charmoy KPJV Limited (Tengiz) / FGP Construction Manager / TCO FGP Project

Rick Florence KPJV Limited (Atyrau) / Site HES Manager

Terry G. Row TCO-FGP Operations Services


Tables of Content

1 EXECUTIVE SUMMARY ............................................................................................................................ 10

2 INTRODUCTION ...................................................................................................................................... 17

2.1 BACKGROUND .......................................................................................................................................... 17 2.2 PROJECT OBJECTIVES ................................................................................................................................. 18 2.3 SCOPE .................................................................................................................................................... 18 2.4 METHODOLOGY ........................................................................................................................................ 18

3 DATA COLLECTION .................................................................................................................................. 20

3.1 SITE VISIT DATA COLLECTION ...................................................................................................................... 20 3.2 PHOTOGRAPHIC RECORD ............................................................................................................................ 20

4 EXISTING SITUATION WITH CURRENT TRANSPORTATION FACILITIES...................................................... 21

4.1 HIGHWAYS / INFRASTRUCTURE / SARYKAMYS HIGHWAY (SKH) ......................................................................... 21 4.2 HIGHWAYS / INFRASTRUCTURE / UNITY ROAD (UR) ........................................................................................ 21 4.3 HIGHWAYS / INFRASTRUCTURE / ACCESS, FEEDER AND ROADS OUT SITE OPZ....................................................... 22 4.4 ROAD NETWORK REPAIR AND MAINTENANCE COST......................................................................................... 23 4.5 HIGHWAYS / OPERATION............................................................................................................................ 27 4.6 CURRENT TCO PERSONNEL TRANSPORTATION OPERATION ............................................................................... 29 4.7 RAILWAYS/ INFRASTRUCTURE ...................................................................................................................... 31 4.8 WEATHER CHALLENGES .............................................................................................................................. 32

5 TRANSPORTATION FASICLITEIS EXPANSION - FGP FORECASTS ............................................................... 33

5.1 INTRODUCTION ......................................................................................................................................... 33 5.2 MANPOWER FORECAST .............................................................................................................................. 33 5.3 BULK MATERIALS / CONSTRUCTION MATERIALS / FREIGHT ............................................................................... 35

6 STATE OF TCO LA ROAD TRANSPORTATION FACILITIES AND FGP NEEDS ................................................ 38

6.1 TCO ROAD IMPROVEMENTS ....................................................................................................................... 38 6.2 FGP NEW PROPOSED ROADS ...................................................................................................................... 42 6.3 JUNCTION DESIGN FOR NEW MOTOR ROADS - ROUNDABOUTS .......................................................................... 45 6.4 NEW TRACK TO CONSTRUCTIONS COMPOUND (CC) ........................................................................................ 45

7 OVERALL CONCLUSIONS ......................................................................................................................... 46

8 RECOMMENDATIONS ............................................................................................................................. 48

9 LIST OF APPENDIXES ............................................................................................................................... 52

APPENDIX (1) TERMS OF REFERENCE - FGP TRAFFIC STUDY ........................................................................................... 52 APPENDIX (2) SITE VISIT AGENDA ............................................................................................................................. 52 APPENDIX (3-1) FGP GENERATED TRAFFIC - AGGREGATE OPTIONS ................................................................................. 52 APPENDIX (3-2) FGP GENERATED TRAFFIC - TONNAGE AND AADT ................................................................................ 52 APPENDIX (4) SELECTING ROUTES FOR MHR .............................................................................................................. 52 APPENDIX (5) ROAD MAINTENANCE TYPES IN KAZAKHSTAN ........................................................................................... 52


APPENDIX (6-1) TCO BO TRAFFIC COUNTING ............................................................................................................ 52 APPENDIX (6-2) TCO BO TRAFFIC COUNTING ............................................................................................................ 52 APPENDIX (7-1) TCO AND FGP PARKING LOTS ASSESSMENT ......................................................................................... 52 APPENDIX (7-2) PROPOSED FGP TRAFFIC FLOW AND ROUTES ....................................................................................... 52


1 EXECUTIVE SUMMARY

Tengizchevroil (TCO) is considering a large scale expansion of capacity at the existing Tengiz oil field through development of the Future Growth Project (FGP). This FGP Traffic Study will

review the current transportation arrangements at the Tengiz plant and analyze a number of options to identify and recommend the most appropriate transportation and traffic safety

solutions for the immediate requirements of 3GP/3GI projects.

Hence, this report presents the results of the work carried out in the study, describes the options evaluated and provides recommendations as to the infrastructure and facilities which are required to meet the current TCO base operation and coming FGP project needs. It

addresses and takes into consideration data gathered from three main sources; Forecasted FGP needs provided by the client, data gathered during 5 days site visit and feedbacks from

various client officers.

Its objectives are to summarize the findings of the above mentioned activities, document key assumptions and confirm the way forward in arranging all aspects of Transport needs, traffic

development patterns both in relation to Module transport, General Freight and Construction Materials during FGP construction phases. The report also identifies the options

to be evaluated in detail and provides preliminary recommendations as to the transportation infrastructure and facilities which are likely to be required.

Using Client supplied data and the information derived from a five days site visit in April

2013, the Consultant established the short and long term needs for Construction materials, freight and passenger movement tasks, operational constraints and developed a range of options for evaluation.

Existing TCO Transportation Facilities

To weigh up the existing current TCO base transportation plan, all the existing transport

infrastructure objects were screened either by site observations or re-assessing their design parameters for their functional and physical capacity. Road Network objects included were;

• Road and Railway crossings and intersections • Rotational Village Inner Roads • Road sections and subsections • Parking Lots, TCOV, SHV • Overall site road network accessibility • Traffic flow, Traffic counting and Journey management


In the light of no major design changes required1 therefore different practical recommendations have been formulated that addresses the findings of this report as; peak

hour’s personal pick-up and set down at Shanyrak Village (SHV), TCOV and coming KPJV Project’s designated parking areas, and journey time optimization from/to above three

Camps and different TCO base operation work locations and KPJV major construction sites (CC, 3GP, NV and 3GI).

Railway Operations

The major bottlenecks that are the most relevant for the railway operations are the three road crossings at, TCOV, SHV, and RV. These three crossings test the capacity and efficiency

of railway operations in addressing the production demands in outward-bound railway shipments. Future projections indicate increasing railway traffic and according to the forecasted plans, in the coming years, the peak plant production periods will yield in 20

outbound trains’ per day/ minimum 35 times passing the TCOV, SV and RV non elevated road crossings per day (approx. 1020 of total rail cars per day).

For the highway-rail grade crossings, it is recommended that there should be in place a program of education and enforcements beside engineering enhancements2: (1) driver and

pedestrian education programs that teach proper driver behaviour at crossings and (2) In the case of TCO, security personnel may need to be educated about the importance of grade

crossing rule enforcement.

Recommendations for additional FGP Transportation Facilities

Module Infield, Heavy Hauling and Motor Roads needs for FGP (verification and validation)

From the evaluation of the current TCO base operation pattern of traffic flow, which is around AADT 1800 and traffic generated by FGP projects construction period , which is around AADT 9000 at peak periods of Construction (years 2015 and 2017), it is highly

recommended to build the new road alignments (IHR and Motor Roads) from CC to 3GP and 3GI. However it was established that, by the time 3GP and 3GI construction project activities

come on stream, the existing transportation infrastructure will have capacity3 available to handle the forecasted Project and base operation related traffic volumes(years 2013 and

2014) at minimal capital expenditure in terms of maintaining and upgrading existing road networks at TCO LA.

1 For existing Transportation Infrastructures at TCO Lease Area 2 Engineering enhancements includes gate/ boom control at crossings 3 New Motor Roads from CC to 3GP and 3GI will accommodate extra operational traffic for 3GP and 3GI. Upon the completion of the Project, Unity Road and the coming Motor Roads will be the backbone of TCO base operation accommodating all traffic between SGP, SGI, 3GP,3GI and three main residential Camps at TCO Lease Area


Currently, utilization of the existing infrastructure to deliver General Freights and Construction Material (aggregate and Sand); to the allocated Stock piling (IB, track 401 and

IHRs), has other major benefits in that it is potentially the safest by using existing road networks. Of particular importance is that delivery of project materials and equipment can

commence almost immediately. However, should the delivery of bulks be required at the CC bulks area, time should be

allowed within the project programme for the design, permitting, procurement and construction of the new sidings and material handling facilities.

TCO and KPJV Personal / Crew Rotation

Following an evaluation of different options it was established that the preferred mode of transport should be by bus. Therefore, the movement of personnel by bus utilizing the

existing highway, giving the fact TCO has already allocated funds in amount 100m USD to rehabilitate the section of the Sarykamys Highway (SHW) from Tengiz oilfields to Kulsary, is

the preferred scenario. This will provide a relatively safe and reliable mode of transport, connecting TCOV, SHV, and RV and coming FGP New Residential Camp to Kulsary and the

wider Kazakh rail network.

TCO and KPJV Personal / Shift Change

The use of buses from TCOV/SHV and New Camp to the Plant and Construction sites utilizing the existing SHW, UR and partially Kaspi Zholy should be progressed to the next stage of

development. This will provide a relatively safe and reliable mode of transport, with maximum flexibility. However many road movements will be required and peak hours

challenges will need to be addressed. Partially, SHW shall be also used to commute KPJV construction personnel to 3GI and Two Sand Borrow pits, Kedendyk 3 and Beksol 3. However access to the sites shall be through Nature Road to avoid traffic integration challenges with

daily traffics of TCO Base operation.

Congestion during the peak hours will be a problem but this can be mitigated through:

• Modest junction improvements (Roundabouts concepts or using flag mans to steer the traffic)

• Some staggering of the Construction shift start times. The above option will provide TCO Base Operation and KPJV with the maximum level of

flexibility in order to service the current demands of base operation and long-term requirements of FGP construction phases.


Existing Roads and Road Maintenance Schemes for public Roads inside and outside TCO Lease Area

Routine Roads Maintenance inside TCO JV area: Keeping good eye on existing road infrastructure, like major collector roads, SKH and KZR. However, for these options to be

viable and sustainable in the long term, it is essential that some formal and structured mechanism for carriageway rehabilitation is established. It is a fact that around 30% of

current TCO base operation and FGP are using SKH and KZR on daily operational bases. Negotiations should be entered into with the Regional Road departments, the national body

responsible for road maintenance regimes, to establish a common understanding and commitment to address the issues of road rehabilitation as expeditiously as possible. Detailed condition surveys of the existing highway should be carried out and a system of

proactive rehabilitation and preventative maintenance prepared.

Conclusion Based on this study, it has been concluded that the overall best solution for meeting the

manpower and material requirements of FGP and TCO base operation during the period of construction of the 3GP/3GI and for long term TCO asset development are as followings:

Railway Heavy Hauling

Utilize the existing track facilities, suitably modified, to deliver project related materials and equipment directly to the Tracks 20/21 and 420

TCO and KPJV Personal Rotation

Bus personnel from TCOV/SHV during New FGP Construction Camp to Kulsary utilizing the existing highway SKH

Shift Change Bus personnel from TCOV/ SHV, to the FGP sites and Plant utilizing the existing SHW and

partially Unity Road in combination with Kaspi Zholy and upgraded key road junctions and some parts of infield roads to cater for increased traffic volumes and required safety issues.

What is next? It is recommended that TCO and KPJV progress these options to the next stage of

development which addresses the detail cost elements of proposed transportation needs: As the main objective of this study was not focused in detail costing forecasts / the above

exercise will enhance the real cost elements and minimize uncertainties regarding the costs


of certain key components of the proposed transportation modes. Options identified should be carried through to the next stage of evaluation to provide more evidence to

confirm the validity of the recommended Options. Further it is in this study’s understanding and according to TCO current policy travel on

Sarykamys Highway will be very restrictive. This means TCO and FGP will need a very comprehensive plan regarding FGP movement of personnel, materials and equipment. Unity

Road will most likely not be the sole alternative. Therefore building new roads are a MUST to cater with huge FGP transportation needs.

TCO/FGP Traffic Steering Coordinator

Similarly the study recommends strongly that a mandate position, TCO/FGP Traffic Steering Coordinator to be established to oversee all transport/ traffic activities throughout construction period of 3GP and 3GI.

New Road to FGP Constructions Compound

This option of diverting the mainstream of traffic flow (especially heavy load traffic) coming from Kulsary using SKH directly to FGP/CC, can be best utilized if the existing Dirt road behind

SV-RV and which ends at Rail Bridge over road (approx 18 km from RV towards Kulsary) is built and surfaced and used (Class 3 category road). In this context, it is estimated that more

than 60% of the daily traffic commuting between Kulsary and FGP sites can be diverted to this road (see below illustrated alignment).

RVSV TCOV

NC

Approx 18 km

CC

UR

SKH

Rialway

N

KZR

Rail Bridge

Over Road

Rail Bridge Over Road

KZR

This option is considered, as it is highlighted in the priority matrix at the end of this executive

summary, to be the strongest option for two major reasons: (I) the new road commuters can avoid the Railway crossings and (ii) it is economically viable for TCO to build this access road

and avoid the rail bridge costs.


Drivers / Education and Enforcement For the highway-rail grade crossings and in general at main intersections, there shall be in

place a program of education and enforcements beside engineering enhancements: (1) driver and pedestrian education programs that teach proper driver behaviour at crossings

and (2) In the case of new KPJV and TCO, security personnel may need to be educated about the importance of grade crossing rule enforcement.

In summary, the above recommendations are put forward in the form of Matrix-Ranking road infrastructure and transportation needs according to their importance in relation to FGP

transportation needs:


Prioritize / Ranking of FGP Transportation needs at TCO Lease Area / to serve TCO Expansion Short and Long-term Plans

TCO BO

2- Do minimum- Economic repair for RV roads per year

3- continue with Temporary Traffic improvement measures at RV crossing with SHW( Road and Rail crossings) per year

2- Build a grade separated rail under bridge (optional)

Ranking of the Urgent Activities at Macro level - Long term

Build a new Haul Road Build a new Motor Road

Select the Option

Transportation Facilities Ranking of the Urgent Activities at Micro level - Short term

Infield (Heavy) Road (CC to 3GP and 3GI) Motor Road (CC to 3GP and 3GI) Module Haul Road Motor Road (CC to RV and to Rail Bridge - 18 km north of RV direction of Kulsary )

Safe FGP traffic from CC to Kulsary

FGP

Other new motor roads

Shanyrak / TCO Village Intersections - Unity Road and Sarykamys Highways

1- continue with Temporary Traffic improvement/management measures at Intersections SV, TCOV with SHW( Road and Rail crossings) per year

1- Build the proposed two roundabouts at the designated locations instead of present locations of SV and TCOV Intersections - to improve safety and delays in traffic flow

Intersection Unity Road and Kaspi Zholy Road1- continue with Temporary Traffic improvement/management measures at this Intersections per year

1- Convert the existing intersection to the proposed Roundabout - to improve safety and reduce delays in peak hours

Rotational Village

1- Upgrade the existing two main Links / Industrial Roads

1- Building new road to join Unity Road - second entrance to Shanyrak)

Network of infield Roads

Road and Railway Networks

Do minimum- Economic repair for all roads to cater with coming FGP traffics

Nature Road to be upgraded to service 3GI and MPW

The existing network capacities is up to the operational requirements So far no need for big changes


2 INTRODUCTION

The Tengizchevroil Joint Venture (TCO JV) is presently planning an expansion of its petro chemical complex, under new production and asset development programme known

as Future Growth Project (FGP), located at Tengiz, Republic of Kazakhstan. As part of this expansion FGP programme, it has been determined that a review of the present methods of

TCO base operation traffic needs shall not be effected by coming activities of FGP construction phases. Hence, the study shall examine the transport needs and modalities on

how to accommodate the transport of construction materials, equipment and construction personnel required during the different construction phases of the FGP. The study is also sheds light on how the established new road infrastructure during construction phases of

FGP to will ultimately be used for long term operational needs after the expansion has been completed.

The study therefore reviews the current situation and analyses a number of options to identify and recommend the most appropriate solution. The analysis included operational,

economic, environmental and safety issues. This report presents the results of the work carried out in the study, describes the options

evaluated and provides recommendations as to the infrastructure and facilities which are required.

2.1 Background

The proposed expansion of the refinery facilities at Tengiz is part of an overall Asset

Development Programme. Two major components of this FGP programme are the Third Generation Project (3GP) and the additional Sour Gas Injection Project (3GI)4. These projects

will involve importation of significant quantities of personnel, plant, equipment and raw materials to facilitate construction of substantial temporary and permanent facilities. The existing transportation systems (road and rail) are currently providing adequate levels of

service but do not have sufficient reserve capacity to handle the predicted increase in project generated traffic from early 2013 to 2019.

In addition to the project requirements, TCO/KPJV is also committed to addressing the long term personnel transportation arrangements for operational staff beyond FGP Construction

phases. TCO wishes to take advantage of this opportunity to rectify the shortcomings of the existing transportation systems and to provide a reliable, safe and cost effective system. Any

investment in infrastructure that is required by the projects should ideally contribute to these long term objectives. These long term benefits are termed “legacy” and they should

possibly be part of wider developments of Kazakhstan’s Oil and Gas industry.

4 SGI is the existing Sour Gas Injection project which is in operation and was installed / build under TCO Asset Development Program SGP/ SGI


2.2 Project Objectives

The final study shall identify, and make recommendations on, current transport facilities

including verification and validation of new proposed road corridors:

• Justifications on new proposed Heavy Haul Roads and Motor Roads from FGPs new residential Camp and Construction Compound to 3GP and 3GI sites.

• The new proposed road infrastructures must have the ability to handle all future Personal commuting requirements in a safe, efficient and economic manner without any impact on the current TCO base operation.

• It must have inherent flexibility, such that it can handle large increases, or decreases, in manpower volumes.

• Similarly, the ability to handle the transportation of construction materials and equipment during the construction phases, in a safe, efficient and economic manner.

2.3 Scope

The scope of work, detailed in the following sub-sections, has been extracted from RFP provided by KPJV (see Appendix 1), which covers the whole study.

Outline Scope

A study of the existing transport facilities was carried out to confirm their integrity or otherwise in supporting additional personnel and construction requirements as defined by Client. Both the long term permanent requirements and short-term temporary

transportation requirements were addressed, ensuring that both requirements interface effectively during peak periods, to limit the risk of imposing any incorrect consequences on

each other. For the purpose of the study, an additional a Drive-Over Surveys were carried out covering:

Atyrau City boundary through Dossor and Kulsary Marshalling yard, along the existing rail and road facilities, via the Rotational Village (RV), Shanyrak Village (SV), and TCOV to the

designated production, storage and unloading areas at TCO LA.

2.4 Methodology

The study sought to make the best use of existing information as much as possible and

assessed the Construction Material, Module components Transport and personnel transport requirements and transport options at a high level. The Consultant have worked closely with

key Client and Company personnel and drawn on their knowledge and experience to supplement technical expertise to ensure that the optimum solution was obtained.


In this section the main elements of the proposed methodology are outlined. A flexible approach to the study was adopted in order to reflect the evolving project requirements as

the study proceeded.

Site Inspection, Consultations and Data Collection phases

The Consultant visited the Tengiz site for 5 days to gather information required for the Study. The visit included a detailed walkover inspection of the site and associated transport

facilities. This inspection encompassed the existing highways, access and feeder roads, road and rail way crossings, and proposed new road alignments, the TCOV,SHV,RV, Prorva and at

Kulsary and Dossor marshalling yards and other residential areas. Prior to the site visit key data requirements were identified and was received by the Consultant. Intensive key meetings were held with key TCO/KPJV personnel.

Operational Assessment

In developing the characteristics of the proposed transport system, the key factors identified include:

• The route(s) over which FGP Construction Manpower are to be conveyed • The total number of workers to be conveyed • The times at which workers are to be conveyed • The interface of Current Base Operation personnel with the movement of Construction

personnel and Materials (Aggregate and Sand Hauling) • In general TCO base operation and FGP traffic integration risks • Impact of weather conditions


3 DATA COLLECTION

3.1 Site Visit Data Collection

The Consultant site visit took place between 07-11/03/2013.

Also in attendance from KPJV were:

• Rick Florence • Geoff Hart • Greg Denton • Mansoor Omidi

Different interviews with key field construction superintender and site managers were held to discuss:

• Road network (Crossings, inlet and outlet flow) • Parking lots

• Module , Bulks Materials and Heavy Equipments Transport

• Controls and Traffic Management

• Personal Movement

• Security and Safety

• Journey Management and Routing ( minimization and planning)

• Personal Training The Itinerary for the visit is included and shown in Appendix (2) of the Report

3.2 Photographic record

A comprehensive photographic record was compiled during the visit and it was used for the

purpose of this report preparations.


4 EXISTING SITUATION WITH CURRENT TRANSPORTATION FACILITIES

4.1 Highways / Infrastructure / Sarykamys Highway (SKH)

The TCO JV area is served by the Sarykamys Highway (SKH), approximately 140km long that extends from the industrial town of Kulsary in the north to the village of Sarykamys in the

south. It is assumed that this road was built in the early to mid 1980’s as part of the development of the Tengiz oil field. The design category of the road, under the Soviet system, varies from Category 3 (Regional Road - Plant to Kulsary) to Category 4 (Local Road -

Plant to Sarykamys).

The Sarykamys Highway is a Regional, Class 3 road, designed to handle between 1,000 and 3,000 vehicles daily. Previous surveys carried out by TCO Security indicated the Sarykamys

road traffic flow of up to 2,600 vehicles daily. The Sarykamys Highway has been totally rebuilt in the Tengiz Area over the last two years5. Road junctions have been improved and road

markings provided. In particular, the section of SKH from the SHV intersection South to borrow pit access road has had major repair and maintenance (including new overlays)

schemes and it is capable to carry daily traffic up to 3000 vehicles. This single carriageway road is a public highway and is therefore the responsibility of Akimat Road Department in

Atyrau/Aktau although an apparent lack of financial resources has resulted in little action being taken to protect their assets. In the past (5-7 years ago), in addition to serving the

Tengiz area the road also used to attracts a significant amount of long distance third party commercial traffic, before the Atyrau-Beynou-Aktau Highway6 was completed (approx 60 trucks/day in the summer and 25 trucks/day in the winter) which are moving between Russia

and Uzbekistan/Azerbaijan via the port of Aktau. Currently, the third party traffic can only be identified by local light Vehicles traffic and other Kazak oil and gas national companies as

KazMunaiGas (KMG) traffics. The section of the road from Kulsary to TCOV, SHV are in need for proper maintenance planning.

4.2 Highways / Infrastructure / Unity Road (UR)

The construction of UR was mainly done for the purpose of easing the traffic volume on SHW

and to accommodate all transportation needs of the SGP Project. UR was built on the basis of functional needs is now being used more by TCO Base Operations. It has to be noted

according to current TCO, decree; Travelling on Sarykamys Highway is prohibited whenever Unity Road could be used. 5 Approximately 80% of SKH between Tengiz and Kulsary are in bad condition: Traffic volumes exceeds allowed design parameters 6 Atyrau- Aktau Highway was totally reconstructed with the loan funding from European Bank for Reconstruction and Development


The roadbed of UR has been designed to be 14 m wide, instead of 12 m. This enhances safety of the traffic that will be travelling on this road. The road length is 21.161 km and has

following technical parameters:

• Number of road turns 4; • Minimal radius of rounding- 100 m at the final section of the road, which is determined by

the limited space in the areas where the designed road approaches the existing Tengiz- Prorva Road;

• Overall length of the turns - 2568 m; • Length of the straight sections from 65.27 m to 4627.10 m; • The visibility of the on-coming traffic adequate along the entire route of the road; • The route and height of the road have been marked with reference points; Longitudinal

profile of the road takes into account the landscape features • Roadway width -8 m (10 meter south of Kaspi Zholy Road to crossing of East/ West Road), the

shoulder on each side of the road is be 3 m wide. On the road bends, the roadway was made wider; on 350 m horizontal curves by 0,9 m wider; on the 100 m radius curves - 0,6 m, the additional width of the asphalt surface was at the expense of shoulder;

• Traffic safety and traffic organization were determined by the technical solutions accepted for the project in terms of the road layout and profiles (longitudinal and cross-section), design, width of the roadway, firmness of the road shoulder, arrangement of intersections and junctions, types and location of road signs and fences

• The road with the given technical specification can carry more than 5000 Vehicle/Day

4.3 Highways / Infrastructure / Access, Feeder and Roads out site OPZ

Within the TCO lease area, in addition to the Sarykamys Highway and Unity Road, there is an

extensive network of private roads (Access and Feeder Roads) that serve the oilfield and drilling areas. The construction of these range from established paved roads to gravel roads and dirt tracks.

In the past, TCO have raised concerns regarding the close proximity of the public roads (SKH and KZR) to the plant and the drilling areas. However, after constructing UR, which had

served the needs of SGP and SGI during Construction and afterwards operational needs, the question of diverting the road either to the west along the existing Kaspi Zholy to an

alignment to the east that would bypass the TCO lease area was solved. However the current needs of FGP projects which will be addressed in the next section will specially address the

needs for additional roads with new alignments (Module Haul Road, Infield Haul Road and Motor Roads) to cater the FGP construction period demands and would be integrated into

TCO’s current Road network for operational purposes after the completion of FGP construction activities around 2018.

The current status of below listed Road Intersections and Railway Crossings are satisfactory in terms of their operational capacities to handle current TCO Base Business:

- Sarykamys and RV main traffic collector Roads - Sarykamys and Unity Road - Sarykamys and TCOV


- Kaspi Zholy and Unity Road - Sarykamys and OPZ Exit area - Unity Road and new Maintenance and Operation Area facility Entrance - Unity Road and Existing Industrial Base

4.4 Road Network Repair and Maintenance Cost

The annual, repair and maintenance program, for all roads within the Tengiz area, includes a survey of the condition of the roads, repair of items considered as safety hazards then

prioritization of the other repair work depending on the condition and funds available. It is estimated, in a normal year, a budget of 1.5 - 2 million USD is allocated for road repairs

within the Operations Budget. Different type of road maintenance and repair (both for asphalt and gravel roads) are

currently used7;

• Type (I) repair (Cost/ 35.75 $/m2): This type of repair is where the asphalt is cut out, the road base is removed to good compactable soil followed by the placement of new fill and re-asphalting

• Type (II) repair (Cost/ 40.5 $/m2): This is simply remove the loose materials and apply bitumen and asphalt

• Type (III) repair (Cost/ 46.25 $/m2): This is combination of pothole filling and

patching

• Type (V) repair (Cost 24 $/m2) Overlay

• Type (IV) gravel road (Cost 600 $/ Kilometre): This covers re-grading of the gravel roads.

Road network and required Maintenance type (following page):

7 Appendix (5 ) Road Maintenance Types in Kazakhstan


Name of the Road Length of the Road Km Current Required Repair Type

Sarykamys Highway

From SV to Nature Road

29 None

Unity Road North for Kaspi Zholy 14.6 None

Unity Road South for Kaspi Zholy 3.5 None

Infield Haul Road 28 Gravel

East/ West Haul Road (3GP) Site 1.5 Gravel

Plant Road 3.1 NA

Kaspi Zholy 5 Economic*

Access Road to BP’s 7.9 Gravel

Balkans Road 2 Gravel

White Elephant Road 16.1 Economic*

Wolf Road 2 Economic*

Flamingo Road 7.4 Economic*

Eagle Road 16.5 Economic*

Nature Road 14.4 Economic*

Access Roads (SGP & SGI) 5 Economic* *Economic repair: improve safety features of the damaged road surface; patching, pothole filling and crack dribbling)

An estimation of 2 to 2.5 million US dollar will be required annually to keep the existing

transport infrastructure up to level of current TCO Base Operation commuting demands. Following two illustrated maps (non-scaled) shows the current TCO and proposed FGP Road

Networks


Current Main Traffic Collector Roads of TCO JV Area


Proposed NEW Roads - FGP Expansion Needs


Approximate distances between key locations and estimated traffic flows between ODs in TCO JV are shown below:

From To Class of Road Approximate Distance (km)

Estimated Traffic Flows

(vehicles/day)

Proportion of Private traffic

Kulsary Rotational Village

Regional Class III 85 1500 Not Available

Rotational Village TCOV Regional Class III 10 2000 Not Available

TCOV Plant Regional Class III 15 2600 10%

Plant Old Sarykamys Village

Local

Class IV 30 1000 Not Available

Unity Road and Kaspi Zholy

Crossing Sarykamys Hwy Local

Class IV 5 1000

Assumptions will made by

KK for this study

SHV via Unity Road IB, SGP, SGI

TCO Asset Development

Road 17, 24, 34 1500


KK for this study

SHV Area Security Check

Point OPZ entry Gate # 5

TCO Asset Development

Roads 22 2000


KK for this study

Security Check Point OPZ Exit

Gate # 1 TCOV Area Regional

Class III 17 800


KK for this study

4.5 Highways / Operation

Roads outside of the TCO lease area have received little, if any, maintenance since they were opened to traffic. This lack of maintenance, combined with extreme weather conditions,

poor ground conditions and the large percentage of heavy good vehicles using the road have resulted in the majority of the main highway exceeding its design life. The road is therefore

considered to be at the end of its serviceable life and its condition is expected to deteriorate rapidly. Evidence of this deterioration was seen several kilometres south of Kulsary where

the carriageway had suffered total failure in two locations. Roads within the TCO lease area, including the public highway, are maintained by TCO at a cost of approximately

US$2miilon/year. Routine maintenance needs are currently identified through a process of visual survey in the spring followed by award of contracts to local contractors to repair the

worst affected areas. Due to the poor condition of the road surface, the extreme weather conditions and the budgetary constraints repairs are currently reactive and not proactive - no

periodic maintenance appears to be planned or budgeted for. In spite of the TCO interventions it has been concluded that the majority of the main highway within the JV is

also at the end of its serviceable life. Visual examination of recent repairs and discussions


with supervisory staff has highlighted the need to improve the quality of workmanship, shoulder specification standards as current shoulders are lacking the correct bearing

capacities and material qualities. Speed limits on the public highways are 90kph but within the TCO lease area and contractor’s

vehicles are required to adhere to a TCO imposed speed limit of 70kph. This limit is further reduced to 40kph during unfavourable weather conditions. During extreme conditions TCO

will close the road to TCO traffic. Speed limits are strictly enforced by the local police force (GAIE) and the TCO security

company. After introducing and Installation of Driving Monitors (VDO), a significant improvement in driving safety performance has been reported among organizations that

effectively use driving improvement monitors. The following Road Condition Index can be found on the TCO Web home page and as indicated by signs posted along major roads. Posting and road signs list the maximum speed,

but actual speeds should be lower based on road, driver, visibility, and vehicle conditions. Drivers shall adhere to TCO / KPJV alerts and adjust their speed accordingly.

Operational Assessment The Sarykamys Highway was subjected to a visual survey and a simplified road inventory prepared. In general the geometry, cross section and drainage arrangements of the road are

adequate for the levels of traffic currently experienced although its structural integrity and surface condition are below an acceptable standard. It was noted however that the morning

and evening peaks in traffic volumes associated with the shift changes at the plant cause congestion at the TCOV junction with the main highway and at other discrete locations. Any

proposals to increase traffic on the existing highway will increase congestion and contribute to increased journey times during normal operating conditions the transportation of

personnel to and from the plant for shift changes appears to work in a reasonably safe and efficient manner. On average the journey time from TCOV to the plant is 30 minutes. During

adverse weather conditions, when speed limits are reduced, this journey can take up to 60 minutes. A serious road traffic accident can effectively close the road until the arrival of the

police. There is no diversion route for traffic when this happens.

Tengizchevroil - Road Condition Index

Tengiz Atyrau

Maximum speed – 80 km/hr - (Unity Road only)

Maximum speed - 70 km/hr Maximum speed - 60 km/hr

Maximum speed - 40 km/hr Maximum speed - 40 km/hr

Do not drive unless emergency exists Do not drive unless emergency exists


It is anticipated that for FGP Haul Roads, KPJV will develop specific Traffic Management Plans both for construction and operation phases of any Haul Road.

Safety Assessment

The preliminary review of road safety has indicated that the extensive TCO safety procedures and proactive measures such as enforced variable speed limits, driver education, speed

limiters, VDO on vehicles have resulted in a high level of driver discipline and competence. There are no reported personal injury accidents over the last three years (involving

TCO/contractor’s staff) within the Joint Venture Area and beyond. There is no statistical information available for accidents involving only members of public. It was noted however

that there are several shrines adjacent to the highway between Kulsary and Sarykamys which possibly indicates there have been fatalities since the road was constructed in the mid 1980s. Discussions with key TCO personnel have indicated that the major concerns regarding safety

are the poor quality of road surface and the low standard of driving exhibited by members of the public which are forced to mix with the significant volumes of TCO traffic at peak periods.

This is exacerbated by the fact that TCO traffic is travelling at significantly slower speeds than non TCO traffic. Adverse weather conditions add greatly to the potential for serious

accidents. An opinion expressed by many TCO managers was that they would wish to remove TCO personnel from the public highway onto a more controlled and safer mode of

transport.

4.6 Current TCO Personnel Transportation Operation

Operation Arrangements and Assets All TCO road transportation and maintenance requirements are provided by a private

contractor, ERSS, This contract includes maintenance of TCO’s plant and equipment. All Buses, Light Duty Vehicles (LDVs) and associated storage/maintenance facilities are owned by

TCO and made available to the service provider. All fuel is provided by TCO.

• Current bus fleet (all diesels engine) consists of: • 60 Bluebird (BB) large buses (60 combined. All BBs to be replaced by May 15, 2014). • 51 Other buses (12 pass / mini-buses etc) • 75 Contractors large buses • 56 Other contractor buses (12 pass/ mini-buses etc) • The current LDV fleet consists of a variety of pickups, four wheel drives and Toyota vans –

total number 513 • Contractors use another 1200 LDV vehicles. • New Mercedes buses, for 3GP and 3GI (planned) – Total number to end up with 60 buses

Operations

Currently, the bus service is the main method of transporting all TCO personnel and certain approved contractor personnel from their place of residence to their place of work and back.


For the majority of personnel this is from the TCOV, with a minority travelling on a daily basis from outlying settlements up to 120km away. In addition the bus fleet ferries personnel to

and from Kulsary railway station every weekday to meet or catch all trains carrying TCO personnel. Secondary tasks are the operation of shuttle services between TCOV - Plant and

TCOV- Industrial Base, ferrying of personnel from outlying work stations to canteens for lunch and supper, availability for emergency evacuation, VIP tours of the facilities, additional

and ad hoc tasking, approved recreation trips and approved use by local communities.

There are numerous bus stops around the facilities. Main loading and unloading area is the TCOV and SHV Bus Park. Buses pull forward shortly before their allotted departure time with

a destination sign in the window. The operation is run 24hrs a day from the Industrial Base where the repair and maintenance facility is located. There is also a bus park at the TCOV and SHV where those buses not being

used on night work are parked. Those buses travelling North to Kulsary with the day workers are parked overnight in a lock up ready for the next morning’s run back to TCO. Regular

services operate to a timetable, with Ad hoc and additional tasking subject to vehicle availability

Average round trip times are as follows:

• TCOV & SHV - Plant – TCOV&SHV 1hr • TCOV & SHV - IB- TCOV & SHV 50min • TCOV & SHV - Kulsary – TCOV & SHV 3hrs • TCOV & SHV - Koschagyl – TCOV & SHV 2hr 20 mins • TCOV & SHV - New Karaton – TCOV & SHV 2hrs 40 mins • TCOV & SHV - Atyrau – TCOV & SHV 8hrs

Turn round times are reported to be approximately 15 minutes per round trip

Operational Assessment

The preliminary review of the personnel transportation operations has indicated that the current bus based system is capable of providing an adequate level of service although there are always inherent weaknesses within the system. The main problem areas, as identified by

TCO transport Operations Manager are as follows:

• The age and condition of the bus fleet: An average of 25% of the buses requires either their pre planned maintenance or repair on a daily basis. Vehicle breakdowns results in disruption to the service – at any one time it was estimated that 1% of the fleet was unavailable.

• Road and weather conditions in winter months cause delays to the service – estimated to occur on average 25 days per year.

• Peak travel times (shift changes) and days (crew changes) result in shortage of buses.


It can be assumed that the current bus replacement plans (by Project’s Contractors ) that significantly reduce the impact of lack of reliability and hence increase the availability of

buses plus reduce operational costs. The other factor under TCO control is the scheduling and timetabling of personnel

movements. Based on the timetable provided and site observations it would appear that some effort is made to stagger the departure times of buses from the SHV and TCOV in order

to relieve pressure on the current road network system. It is not clear however as to how this fits into the TCO policy of 06:00hrs starts and 18:00hrs finishes. During the construction

phases of 3GP/3GI it has been assumed that there will be staggered start times for the construction workers in order to provide a practical effective and economic transportation

system to cater with site activity demands.

4.7 Railways/ Infrastructure

The ninety eight kilometre short line railroad from Kulsary marshalling yard to the Tengiz site

was built around 1988 to Russian federation 1520 gauge railroad standards. It consists of mainly straight, single track, with several evenly spaced passing loops along its length. Once

reaching the Tengiz site, the track splits into an extensive network of yards and sidings commensurate with current plant activity.

After construction, the railway was allowed to fall into disrepair. Since handover to TCO in 1995 it has been subject to rigorous testing, upgrading and maintenance, bringing it to a

standard well in excess of that required for current operations. Running along medium to low embankment at a ruling grade of around 0.4 % most of the line comprises timber

sleepers and driven spike fastenings. Rail was new R-50 at the time of construction but has since been upgraded to R-65 on most curved sections, of which there are thirty-five.

There are three significant railways over bridges between the Plant and Kulsary, as follows:

• Southern Bridge over road: at railway Chainage 96.5., is a three span structure. Side spans

are approx 10m and the central span is approx 20 meter • Central Bridge over drainage channel - at railway Chainage 71, is a single span structure of

approx. 11meter span. • Northern Bridge over road- at railway Chainage 56, appears to be similar to the Southern

Bridge The overall condition of these structures appears to be satisfactory. TCO are required by law

to have the bridges inspected and certified safe every five years


4.8 Weather Challenges

The TCO exploration and production area, located near Tengiz, lies on the southern side of the Caspian Basin depression, and adjacent to the north-eastern coast of the Caspian Sea.

The area is a barren, cold, continental desert, with mountains to the north, and plains stretching to the Aral Sea in the east. Average air temperatures vary from –8 to +13 °C in

January to +26°C in July with extremes recorded of – 30°C in the winter and +35°C in the summer. Fog and icy road conditions occur regularly during the winter months (October –

January), affecting both the safety and efficiency of local transport movements. Snow may be present from December – March. Annual total precipitation varies from 137mm to 200mm,

with the wettest months being May, June and December, each with monthly averages of 9-13 mm.

Climatic issues: Fog and ice on the road can compromise both safety and efficiency under the current system

of using buses for the mass transit of staff from the TCOV to both work sites and rotational staging points.


5 TRANSPORTATION FASICLITEIS EXPANSION - FGP FORECASTS

5.1 Introduction

In order to carry out a detailed assessment of the requirements of the overall FGP transport

Infrastructure needs, it is necessary the forecast traffic demands to be available. The available Information has been gathered, both by correspondence and during the site visit,

for FGP bulks, aggregate modelling assumptions, general freight and TCO/FGP Manpower movements during FGP construction stages are assumed in the following paragraphs.

5.2 Manpower Forecast

The Pre-EIA submittal, illustrated graph below is FGP current preliminary assessment of site (Tengiz and Atyrau) manpower based on the current Class II estimate. The assessment is

based on following: Current early works mobilization plans, permit to construct dates of March 1, 2014 for Multi-

well pads and August 2014 for 3GP and 3GI with following assumed completion dates:

• First Oil date 4th Quarter 2018 • Full Facilities 1st Quarter 2019 • PBF Completion 2nd Quarter 2019

This manpower profile includes construction craft, KPJV staff and supporting indirect. No fabrication labour is included. An allowance for TCO construction management staff has been made, the assumption being a 5:1 ratio of KPJV to TCO. This data will be updated once

Class 3 estimate information is available and a Level 3 man-loaded schedule is to be developed. As such, this data should be considered preliminary only at this time. KPJV will

continue to update the current Tengiz manpower forecasts next page (below Graph)

0 1000 2000 3000 4000 5000 6000 7000 8000 9000

Q2 Q4 Q2 Q4 Q2 Q4 Q2 Q4 Q2 Q4 Q2 Q4 Q2 Q4

2013 2014 2015 2016 2017 2018 2019

FGP - Tengiz Construction Manpower

Manpower


Manpower commuting Assumptions Personnel: There are two distinct types of personnel traffic flows, namely, Shift Change and

Crew Rotation. Transport has to be provided from the TCOV, SHV accommodation areas and New Construction Camp to and from their place of work, on a daily basis, which is

termed “Shift Change”. Most positions are manned by two people, on an alternating basis, generally 28 days on, followed by 28 days off (known as 28/28), although there are other

arrangements, such as 6 weeks on and 2 weeks off. Thus, it is necessary to move personnel to and from Kulsary (the project limit), on a rotating

basis, known as “Crew Rotation”. This occurs five days a week for Plant operational personnel and for construction personnel a seven days a week basis has been assumed.

In addition to the TCO passenger burden on the road transport infrastructure, there are external demands on the public highways, which will need to be considered when evaluating

the existing road network capacities.

Shift Change Operational Personnel: A total of 2000-3000 personnel will be transported from the TCOV,

SHV accommodation area to the Plant and surrounding areas. Additionally, some contracted operations personnel will be housed in the Rotational Village (RV), for whom transport does

not have to be provided, but which must be considered in the demands on the road network.

Construction Personnel: These consist of all those personnel contracted to construct the 3GP and 3GI Projects (5000-8000), who will be housed in the SHV, The numbers to be transported

vary over the years 2014 to 2018, when construction is planned to be complete. At the peak, in 2016, the TCOV and SHV camp will accommodate 8,000 personnel

Crew Rotation TCO Base Operational Personnel: These will be rotated on a 28/28 basis. An estimated

number of personnel on crew rotation are: 140 per day

FGP Construction Camp Personnel: All personnel housed in the SHV. Construction camp will be rotated over a 28 day period, six or seven days a week. This equates to 286 personnel per

day in the peak year, 2015 and throughout 2016 and 2017.

Traffic Volume Assumptions - Manpower From above, the study assumes manpower of 8000 personnel is needed in peak construction

period which this will lead to an estimated traffic volume of AADT8 of approximately 800. The

8 Annual Average Daily Traffic, abbreviated AADT, is a measure used primarily in transportation planning. AADT is a useful and simple measurement of how busy the road is or the networks of roads are.


assumptions were made on the basis that only buses are to be used to transport and daily commute the manpower in the TCO JV territory. In summary, below table is the manpower

assumption (two working shift/day) for TCO base operation and FGP in terms of AADT.

FGP Manpower at Peak Construction period9 (8000/40)*4 3200 AADT TCO Base Operation Manpower during FGP Construction phases Actual traffic

volume 1800 AADT

Total 5000 AADT

5.3 Bulk Materials / Construction Materials / Freight

The future TCO freight movements will consist of materials in-coming and out-going required

operating the Plant, and materials and equipment for construction of both 3GP and 3GI. In addition, there may be Contractor movements into, and out of, the SH, TCOV and possibly

Rotational Village, but these have not been included in the study, as suitable information is not available.

These consist of materials required for construction of the 3GP and 3GI Projects, which include Piping, Civil, Steel, Electrical and Instrumentation (E & I), Insulation, Paint, Bulk Materials (Aggregate, Sand, Cement, Backfill), Pipeline and Fuel.

The quantities, in terms of tonnes/truck and rail carloads and corresponded traffic generated are given in Appendixes (3-1) and (3-2)

3GP/3GI Module Transport

The 3GP/3GI Project includes a number of complete Units, many of which are extremely large and heavy. The Units will be transported as complete from (as far as the study is

concerned) either Atyrau Port or Prorva Port and on the specially constructed Module Haul Road. TCO SGP experience says that constructing a 100% stick built facility at Tengiz

increases (i) project execution risks and (ii) risks to existing operations. For instance, SGP took 150mm mhs at Tengiz to construct.

Current Site Execution Plan (reducing site risk):

• Optimize stick built scope at Tengiz • Modularization of the facilities; moves site construction to fabrication yards • Function test as much as possible in fabrication yards

FGP will have still approximately 40MM man-hours and a peak manpower of 6,500 at Tengiz

(rotational employees will increase the estimated jobs to 13,000 plus). Total number of modules is over 350. Total weights of modules in approximately are 200,000 tonnes.

9 Assuming only Busses are used for site commuting purposes


FGP Modular Execution Strategy • By Rail - Pre-fabricated modules transported by rail / 52m x 9.8m x 9.3m & 350 tonne • By Road - Module transport by road / 60m x 16m x 11m & 1800 tonne

Other Oversized Equipment / In Addition to Modules, FGP will transport: • Approximately 25,000 tonnes of large pressure vessels • Other oversized process & electrical equipment

Construction Equipment Detailed lists of the equipment to be transported to site for Contractors’ use is beyond the

scope of this study. However, in this stage of FGP project development, further information shall be required and adjusted / currently insufficient information is not supplied in regard to

delivery dates. Thus, it was not possible to determine the demand on the transport system for carrying these equipments.

Construction Materials / FGP New Residential Camp (NC)

At the time of the preparation of this report the construction methodology for the new Construction Camp for 3GP/3GI construction workers was not known. It was therefore

assumed that the camp will be assembled from imported “flat-pack” and modular building units. The materials will also include furniture, and electrical and mechanical items. It has

also been assumed that all these materials will be transported to site by road. Traffic Volume Assumptions – Bulks

From the provided data, (See Appendix (3-1& 3-2), following assumptions were made to calculate The AADT traffic volumes which will be generated by FGP’s Construction period

requirements and have direct impact on TCO JV territory10. Different assumptions or aggregate and sand were designed based on two options11:

• Atyrau Option/Aggregate and Sand: with total amount of 9,94,090 million tonnes of

aggregate assumed to be delivered to the FGP sites either by direct hauling from railway sidings or to be stockpiled at designated stockpile locations, as( stockpile IB/Tracks 21/22/402) and later on to be hauled to the FGP different site users.

• Prorva Option / Aggregate and Sand: with total amount of 7,546,451 million tonnes of aggregate assumed to be delivered to the FGP sites either by direct hauling from railway sidings or to be stockpiled at designated stockpile locations, as( stockpile IB/Tracks 21/22/421) and later on to be hauled to the FGP different site users.

• Use of other Tengiz Area Borrow Pits

10 TCO field Lease, TCOV, SHV and road networks leading to their plots 11 Options of whether to build Module Haul Road North-Atyrau Option or Module Haul Road South-Prorva Option


To calculate the AADT which is the standard measurement for vehicle traffic load on a section of road, and the basis for most decisions regarding transport planning12, following

assumptions where made based on actual planned FGP bulks materials. Hence, it is assumed that from onset of 2014 and up to outset of 2017 following ADDT will be generated due to

FGP bulks traffics:

Atyrau Option-FGP Bulks Traffic at Peak Construction period Period 2014-2017 10000 AADT Prorva Option-FGP Bulks Traffic at Peak Construction period Period 2014-2017 5000 AADT Total average 7500 AADT

Details are highlighted in Appendixes (3-1) and (3-2)

Expected total AADT (Manpower and Bulks traffic) during FGP construction period can be assumed as below:

FGP Manpower at Peak Construction period 3200 AADT TCO Base Operation Manpower during FGP Construction phases

1800 AADT

Atyrau Option-FGP Bulks Traffic at Peak Construction period 7500 AADT

Prorva Option-FGP Bulks Traffic at Peak Construction period Totals 12500 AADT Actual AADT due to seasonal fluctuating and assumptions on changing modal strategies are considered

Approx. 9000 AADT

In conclusion, there will be around AADT 9000 FGP traffic flow which will be shared by SKH and Kaspi Zholy during FGP construction periods. It is important to note that the above

assumption was entirely made on the fact that the UR will be exclusively left to be used by TCO base operation traffic.

While the current technical design parameters of SHW and Kaspi Zholy are not up to traffic volumes of 9000 AADT, hence new roads MUST be allocated to share the above traffic volumes during the Projects Construction period.

Details are highlighted in Appendixes (3-1) and (3-2)

12 Annual Average Daily Traffic, abbreviated AADT, is a measure used primarily in transportation planning or safety and

environmental hazards related to road transportation. AADT is a useful and simple measurement of how busy the road is. (Average number of vehicles two-way passing a specific point in a 24-hour period/365)


6 STATE OF TCO LA ROAD TRANSPORTATION FACILITIES AND FGP NEEDS

Current section provides in detail practical recommendation on two important issues that

provide greatest benefit to the Project needs:

• What to be done to enhance the efficiency of current TCO Lease Area’s transportation road networks; and

• Which new roads (Haul and Motor) are in need to be build

6.1 TCO Road Improvements

From the start of 2014 and onwards until end of 2017, the current TCO base operation traffic

and coming FGP construction period traffic will inevitably integrate itself on daily basis at different locations, hence following immediate practical traffic steering approaches should

be adapted: - Development of control measures and make recommendations on potential

modifications required, at all identified congestion areas, to reduce the risk of motor vehicle accident and optimize traffic flows.

- Development of detailed procedures and instructions for managing Project commute road traffic between SHV and Work sites.

- Identify funding requirements to maintain and repair roads used extensively by Project traffic.

- At recognized Congestion areas detailed control procedures developed and control barriers, signage as required

- Recommendation on design changes to ensure that all Current TCO JV parking areas have ( currently only TCOV and SHV have save drive-through parking areas ):

Provision for drive-through parking, Easy accessibility Segregation of Pedestrian and vehicular traffic, Outline traffic flows to eliminate traffic cross-over

- Specifically the focus to be on traffic steering, flow management (speed, time, and road conditions)

It is not the soul of this analyze to propose major design changes but practical scenarios in

resolving the challenges in relation to road networks, its functionality and in general different sites access capacities that ensures in brief;

Priorities areas of focus shall be; Primarily

- Sarykamys Highway crossings - Unity Road including intersections

- TCOV and SHV parking and roads


Secondarily - RV entrance/exit

Practical recommendations based on last site visit observations:

Rotational Village (RV)

- The crossing of SKH with the access road to RV (the railway crossing); additional widening and signage installations to be re-assessed

- If RV is used by the Project Contractors then for passenger transportation using Sarykamys Highway Staggered start time from RV to TCOV are required

- Widening the curve at the road junction - Consider night shift movement of material (fabrication) if industrial areas of RV used

for Storage purposes - Consider flag man at peak travel time - Traffic flow sensors (counting) and traffic build up interval

Shanyrak Village (SHV)

- Additional signage to give priority to UR (primary road signs to be painted or replaced with new ones)

- Schematic drawing to be provide to explain the concept (functional capacity of the parking lots)

- included Bus and LDV park : detail drive through parking for Project busses - Proposed 4 flag men, traffic controller - All the busses needs 1 hour to emerge / need to be examined - Geometrical modification: review all curbs and islands inside parking territory - Staggered bus loading, staggered work schedules (consider the meal times) - Additional badge points (40 people per minute)

TCOV

- Improvements to the parking lots outside of TCOV – proposal provided by this study Appendix (12)

- Staggered bus loading, staggered work schedules (consider the meal times) - Additional badge points (40 people per minute)

TCOV and NC - Avoid combining TCOV and New Camp vehicle screening point for northern approach

to avoid peak hours traffic back tailing on the road leading to railway crossing - As much as possible move away from SHW and Railway crossings - See illustrated picture below


New Camp’s Vehicle Screening and security Check to away from SKH and Railway crossing

Unity Road (UR)

- South of the Kaspi Zholy road the signs should give priority for UR - Proposed speed limits; 80 km/hour from SV to dyke road and 50 km up to

Construction Compounds both entrance and exit gates requires modifications add additional lanes

- Build two roundabouts in two locations along UR

Roundabout 1

Roundabout 2


Sarykamys Highway and Borrow Pit crossing (access Road to Kedendyk 3)

• Night shift consideration and that will entail lighting of the crossing • Warning signs and count-down distance marking on the asphalt • flag man to be present all the time (until the end of borrow pits material requirement) • Use south access road to Nature Road (few trucks wide clearance and no need for flag man • Provide Maintenance of the road (economic maintenance)

Road Network

- Designate the roads for Project maintenance responsibility

Project Sites 3GP and 3GI

Following routes to be added under Project (3GP/3GI) repair and maintenance schemes; • Desert Road accesses to 3GI site • Nature Road to be used instead of Flamingo Road for Project Staff and Personnel movement • Nature Road to have an economic repair and maintenance schemes to make for proposed

traffic flow ( or totally rebuild the section of the road between SKH and 3GI) • For purposes of Journey safety it is deemed to develop closure procedures to maintain traffic

flow passage and manage diverted traffic • Recommendation on Staggering to be developed so that the overall operational aspects are

addressed


6.2 FGP New Proposed Roads

To accommodate all Project’s Transportation need, new roads ( haul and motor roads) and

road corridors were proposed by the Project to link CC, 3GP, 3GI and NC sites with each other’s and also with other existing roads inside TCO lease areas. The table below shows the

Roads proposed by the Project that to be justified and approved by TCO/KJV/ KPJV stakeholders/ Partners:

Roads and Stockpiles From -To Length Km

Infield Proposed Roads Infield (Heavy) Haul Road CC-3GP, CC-3GI 35 Motor Road (CC to 3GP and 3GI) CC-3GP, CC-3GI 7, 26 Rig Construction Roads - Drill Pad Escape Roads - Drill Pad Access Road13 - Module Haul Road Isker Option / Atyrau Port Module Haul Road Isker Option CC-Atyrau Port Approx 240 Recent Additional Proposed Roads CC- Core

Substation and NC to UR

10, 12

Module Haul Road Prorva Option / Prorva Port Infield 3GI-Tengiz field

Lease border -

To Prorva (non KPJV/PJV) Tengiz field Lease border – Prorva Port

34

Stockpiles Locations IB stockpile, HHR Stockpile and temporary stockpiles at railway sidings Track 21/22 and 421

-

The proposed road routings and alignments were carefully chosen to be as much as possible

out site of Well Exclusion Zones14

Currently the Project has created a list of roads and more roads to be added in the future. The created list of roads in form of matrix highlights the roads and their status. The matrix is

a quick reminder of list of original and recently added motor and drill pad roads proposed for construction at Tengiz. The matrix is intended as a live document to reflect evolving project

requirements for regular agreement, tracking and update of the status of proposed new roads at Tengiz. In addition the list will track the status of all possible motor roads that may

be built between facilities to be constructed at Tengiz.

13 The well pads and well pad roads will require sand and aggregate and equipment transported from 2017 onwards 14 All wells can have exclusion zones around them due to poisonous gas / fire / explosion hazard that are increased from the well pad fence line up to 200 or 500m radius at the time of planned or unplanned service, which would lead to closure of roads intersecting the zones


Following table is the Projects first 10 priority motor roads to be agreed upon by TCO stakeholders and build as soon as all permissions attained

Motor Roads Location Length (km)

CC to 3GP 6.3 3GP Jct to 3GI 20.9 CC Bypass 3.6 TCOV to UR 3.9 UR parallel Road MHR Ch6-14 8.8 Core SS to CC 9.6 RV to E2 (estimate) 11.0 CC to Beksol 3 17.6 White Elephant Road to Kedendyk 3 9.5 Beksol 3 to Haul Road 3.9

Based on the forecasted AADT (around 9000), certainly, there are more roads to build

Currently, The Project is also planning to build diversions of Nature Road and Wolf Road

around 3GI and 3GP but will be on next update but is parts of site preparation for these plants. The study proposes to resurface the Nature Road from 3GI to SKH sectionwisw, as some sections are in good condition; this will have a sound benefit for Projects current and

coming traffic needs during years 2014 and 2015.

Nature and Wolf Roads surfacing will benefit Projects needs during 2014-2015

This document will be updated regularly to reflect roads being added, route adjusted, or removed due to being found not be feasible or a better strategy may be found. Existing roads

may also be identified for special maintenance - e.g. the roads to the borrow pits.


Access roads(haul and motor roads) to New Camp from CC require UR crossing: above three options need to be examined

Beksol 3 Borrow Pit Challenges Beksol- 3 Borrow Pit is in the MWP area and may present particular issues in its impact on

the MWP layout, transportation around the MWP area and possible requirement for restricted zones. KPJV to undertake further Arena modelling of traffic movements in the

Tengiz area and consider Borrow Pit options to show the impact on the issues rose.

Feeder Roads The proposed Feeder Roads are required to safely transport aggregate material from five rail

siding locations to several designated stockpile locations adjacent to the MHR, and/or to the Module Haul Road (MHR) point of use. Aggregate hauling activities are included in the MHR

Construction Contracts. The MHR Contractor will receive the aggregate material from the rail siding locations and transport it to the MHR point of use, or stock pile locations adjacent to the MHR (MHR stock piles).


6.3 Junction Design for new Motor Roads - Roundabouts

Roundabouts promote a continuous flow of traffic. Unlike intersections with traffic signals, you don't have to wait for a green light at roundabouts to get through the intersection. The

drivers only have to yield to traffic from left on roundabout. Roundabouts provide a better, wider turning radius for semi-trucks and other long vehicles. Even double trailer semi-trucks

will be able to easily drive through the roundabouts.

Appendix (7) highlights in both illustrated drawings and guidelines on followings below:

• Constructions Compound Access Roads and Parking Lots • Routing options from Beksol 3 and Kedendyk 3 Sand Borrow Pits • Parking lots outside of Current TCOV • Traffic Generation and Integrations challenges - Project and TCO Base Operation • FGP Personnel and Bulks routings

6.4 New Track to Constructions Compound (CC)

A new rail track, with appropriate spurs and sidings, direct to the Warehouse Area inside the newly Built Constructions Compound, will be designed and constructed. All equipment and

materials will be received and stored in the CC Bulks Area and presumably, all customs clearance tasks will be carried out in CC bulks area for practical and effective reasons.


7 OVERALL CONCLUSIONS

Based on this study, it has been concluded that the overall best solution for meeting the manpower and material requirements of FGP and TCO base operation during the period of

construction of the 3GP/3GI and for long term TCO asset development are as followings:

Railway Heavy Hauling Utilize the existing track facilities, suitably modified, to deliver project related materials and

equipment directly to the Tracks 20/21 and 420 TCO and KPJV Personal Rotation

Bus personnel from TCOV/SHV during New FGP Construction Camp to Kulsary utilizing the existing highway SKH

Shift Change

Bus personnel from TCOV/ SHV, to the FGP sites and Plant utilizing the existing SHW and partially Unity Road in combination with Kaspi Zholy and upgraded key road junctions and

some parts of infield roads to cater for increased traffic volumes and required safety issues.

What is next? It is recommended that TCO and KPJV progress these options to the next stage of

development which addresses the detail cost elements of proposed transportation needs: As the main objective of this study was not focused in detail costing forecasts / the above

exercise will enhance the real cost elements and minimize uncertainties regarding the costs of certain key components of the proposed transportation modes. Options identified should be carried through to the next stage of evaluation to provide more evidence to

confirm the validity of the recommended Options. Further it is in this study’s understanding and according to TCO current policy travel on

Sarykamys Highway will be very restrictive. This means TCO and FGP will need a very comprehensive plan regarding FGP movement of personnel, materials and equipment. Unity

Road will most likely not be the sole alternative. Therefore building new roads are a MUST to cater with huge FGP transportation needs.

TCO/FGP Traffic Steering Coordinator

Similarly the study recommends strongly that a mandate position, TCO/FGP Traffic Steering Coordinator to be established to oversee all transport/ traffic activities throughout

construction period of 3GP and 3GI.


Drivers / Education and Enforcement For the highway-rail grade crossings and in general at main intersections, there shall be in

place a program of education and enforcements beside engineering enhancements: (1) driver and pedestrian education programs that teach proper driver behaviour at crossings

and (2) In the case of new KPJV and TCO, security personnel may need to be educated about the importance of grade crossing rule enforcement.


8 RECOMMENDATIONS

Recommendations for additional FGP Transportation Facilities

Module Infield, Heavy Hauling and Motor Road needs for FGP (verification and validation)

From the evaluation of the current TCO base operation pattern of traffic flow, which is around AADT 1800 and traffic generated by FGP projects construction period , which is

around AADT 9000 at peak periods of Construction (years 2015 and 2017), it is highly recommended to build the new road alignments (IHR and Motor Roads) from CC to 3GP and

3GI. However it was established that, by the time 3GP and 3GI construction project activities come on stream, the existing transportation infrastructure will have capacity15 available to

handle the forecasted Project and base operation related traffic volumes(years 2013 and 2014) at minimal capital expenditure in terms of maintaining and upgrading existing road

networks at TCO LA.

Currently, utilization of the existing infrastructure to deliver General Freights and Construction Material (aggregate and Sand); to the allocated Stock piling (IB, track 401 and

IHRs), has other major benefits in that it is potentially the safest by using existing road networks. Of particular importance is that delivery of project materials and equipment can

commence almost immediately. However, should the delivery of bulks be required at the CC bulks area, time should be allowed within the project programme for the design, permitting, procurement and

construction of the new sidings and material handling facilities.

New Surfaced Road to FGP Constructions Compound This option of diverting the mainstream of traffic flow (especially heavy load traffic) coming

from Kulsary using SKH directly to FGP/CC, can be best utilized if the existing Dirt road behind SV-RV and which ends at Rail Bridge over road (approx 18 km from RV towards Kulsary) is

built and surfaced and used (Class 3 category road). In this context, it is estimated that more than 60% of the daily traffic commuting between Kulsary and FGP sites can be diverted to

this road (see below illustrated alignment).

15 New Motor Roads from CC to 3GP and 3GI will accommodate extra operational traffic for 3GP and 3GI. Upon the completion of the Project, Unity Road and the coming Motor Roads will be the backbone of TCO base operation accommodating all traffic between SGP, SGI, 3GP,3GI and three main residential Camps at TCO Lease Area


RVSV TCOV

NC

Approx 18 km

CC

UR

SKH

Rialway

N

KZR

Rail Bridge

Over Road

Rail Bridge Over Road

KZR

This option is considered, as it is highlighted in the priority matrix at the end of this executive

summary, to be the strongest option for two major reasons: (I) the new road commuters can avoid the Railway crossings and (ii) it is economically viable for TCO to build this access road

and avoid the rail bridge costs. TCO and KPJV Personal / Crew Rotation

Following an evaluation of different options it was established that the preferred mode of

transport should be by bus. Therefore, the movement of personnel by bus utilizing the existing highway, giving the fact TCO has already allocated funds in amount 100m USD to

rehabilitate the section of the Sarykamys Highway (SHW) from Tengiz oilfields to Kulsary, is the preferred scenario. This will provide a relatively safe and reliable mode of transport,

connecting TCOV, SHV, and RV and coming FGP New Residential Camp to Kulsary and the wider Kazakh rail network.

TCO and KPJV Personal / Shift Change

The use of buses from TCOV/SHV and New Camp to the Plant and Construction sites utilizing

the existing SHW, UR and partially Kaspi Zholy should be progressed to the next stage of development. This will provide a relatively safe and reliable mode of transport, with maximum flexibility. However many road movements will be required and peak hours

challenges will need to be addressed. Partially, SHW shall be also used to commute KPJV construction personnel to 3GI and Two Sand Borrow pits, Kedendyk 3 and Beksol 3. However

access to the sites shall be through Nature Road to avoid traffic integration challenges with daily traffics of TCO Base operation.

Congestion during the peak hours will be a problem but this can be mitigated through:


• Modest junction improvements (Roundabouts concepts or using flag mans to steer the traffic)

• Some staggering of the Construction shift start times. The above option will provide TCO Base Operation and KPJV with the maximum level of

flexibility in order to service the current demands of base operation and long-term requirements of FGP construction phases.

Existing Roads and Road Maintenance Schemes for public Roads inside and outside TCO Lease Area

Routine Roads Maintenance inside TCO JV area: Keeping good eye on existing road infrastructure, like major collector roads, SKH and KZR. However, for these options to be

viable and sustainable in the long term, it is essential that some formal and structured mechanism for carriageway rehabilitation is established. It is a fact that around 30% of current TCO base operation and FGP are using SKH and KZR on daily operational bases.

Negotiations should be entered into with the Regional Road departments, the national body responsible for road maintenance regimes, to establish a common understanding and

commitment to address the issues of road rehabilitation as expeditiously as possible. Detailed condition surveys of the existing highway should be carried out and a system of

proactive rehabilitation and preventative maintenance prepared.

Appendixes

TCO-Future Growth Project (FGP)/Wellhead Pressure Management

PROJECT (WPMP)

FGP Traffic Study - Strategy Paper

Tengiz Oilfields, Kazakhstan - April 2013 Kimo Karini -Transportation Consultant


9 LIST OF APPENDIXES

Appendix (1) Terms of Reference - FGP Traffic Study

Appendix (2) Site Visit Agenda

Appendix (3-1) FGP Generated Traffic - Aggregate Options

Appendix (3-2) FGP Generated Traffic - Tonnage and AADT

Appendix (4) Selecting Routes for MHR

Appendix (5) Road Maintenance Types in Kazakhstan

Appendix (6-1) TCO BO Traffic Counting

Appendix (6-2) TCO BO Traffic Counting

Appendix (7-1) TCO and FGP Parking Lots Assessment

Appendix (7-2) Proposed FGP Traffic Flow and Routes

of 1 FGP Traffic Study- App.1

Appendix (1) FGP Traffic Study – Terms of Technical Reference

SCOPE OF WORK TO BE PROVIDED UNDER THIS CONSULTANCY

TCO JV MOTOR VEHICLE TRAFFIC STUDY FOR FGP/WPMP

Review the transportation arrangements / road and rail crossing volumes and associated existing infrastructures at the TCO JV and analyze a number of options to identify and recommend the most appropriate solution for the short term and for the long term Tengizchevroil (TCO) and the FGP/WPMP project requirements.

This analysis shall include physical/functional, operational, economic, and safety issues.

This study shall be carried out at TCO JV area and a part of overall Motor Vehicle Safety initiative. The study shall address and take into consideration gathering data from 3 main sources; statistical provided by client, data gathered during site visit and feed backs from various departments. Based on above, realistic options are to be formulated, so the transportation infrastructure and traffic flow improvement measures at micro and macro level are addressed taking into account general and specific strategic expansion plans of the client.

Provide recommendations as to the road infrastructure and intersections, which are required to meet the following project objectives:

The ability to handle all the present and future traffic flow requirements, in a safe, efficient and economic manner.

Inherent flexibility, such that it can handle large increases, or decreases, in flow volumes.

The ability to handle the transportation of construction materials and equipment during present and future construction phases, in a safe, efficient and economic manner.

Feasible cost effective systems for addressing general traffic safety conditions and ways to mitigate risks involved / recommended or modelled for future use.

All existing transport infrastructure objects shall be screened either by site observations or re-assessing their design parameters for their functional and physical capacity. Road Network objects shall include;

Road crossings and intersections Road sections and subsections Parking Lots for FGP/WPMP Overall site road network accessibility Traffic flow, Traffic counting and Journey management


Appendix (2) Site Visit Agenda

SITE VISIT AGENDA / FGP Traffic Study Objectives: Review the transportation arrangements / road and rail crossing volumes and associated existing infrastructures at the TCO LA and analyze a number of options to identify and recommend the most appropriate solutions for the short and long term Tengizchevroil (TCO) and FGP/WPMP project requirements

Date and Locations Tasks and Meetings Staff

involved Remarks

March 07th Atyrau, KPJV Offices

Project Overview Review Collected Information • Proposed Roads Tengiz • Traffic Counts • Arena Modelling for aggregate

and sand • Meet with Engineering • Aggregate stock piles Fly to Tengiz Oilfields

KK, RF, GH and others

Detail maps to be send to KK during his site visit

March 08th Tengiz, KPJV site offices TCOV

07:00-10:30 / Drive-over-survey • Review /Observe plan FGP routes

for TCOV traffic entering UR and SKH

• Review / Observe rail crossings at TCOV and UR

• Review/Observe parking lot at TCOV for FGP

10:30-11:30 / Meet with Terry Raw • TCO vision for traffic safety during

FGP Construction periods and beyond

• TCO base operation shall not effected by FGP operations

• SKH 100mln Investment plan ( upgrading the Kulsary –Tengiz oilfield section)

• Traffic congestion/ Staggering traffic options

13:00-14:00 / Meet with Larry

Neves • TCO vision for traffic safety during

FGP Construction periods and beyond

• TCO base operation shall not effected by FGP

• SKH 100mln Investment plan ( upgrading the Kulsary –Tengiz oilfield section)

KK, GD, LN, TR, GH and others

Further information collected (hard and soft copies )

Photographic Record


Date and Locations Tasks and Meetings Staff involved

Remarks

• Road standards to be altered if necessary/ KazpiZolly

14:00-18:00 / Drive-over-survey • Review / Observe UR. Kaspi

Zholyi, and SKH in Tengiz area • Review / Observe traffic patrons

and requirements at post 5 • Review / Observe traffic patrons

for track 21 and 22 • Review / Observe IB aggregate

stockpile location and traffic flow 18:00-19:00 / Recap day activities


07:00-12:00 / Drive-over-survey • Review / Observe rail crossing at

RV • Review / Observe traffic patrons

for Contractors Compound • Review / Observe all rail crossings

for Contractors Compound • Review / Observe Concrete Batch

Plant traffic patrons 14:00-18:00 / Drive-over-survey • Review / Observe proposed roads

outsite of OPZ • Review / Observe traffic patrons

and parkings for WACO • Review / Observe access

requirements for construction of New Camp

18:00-19:00 / Recap day activities

Photographic Record


07:00-17:00 / Drive-over-survey • Review / Observe 3GI and 3GP

locations and access • Review / Observe Beksol 3 and

Kedenddyk 3 locations and access

• Review/ Observe all proposed roads inside of OPZ

• Review / Observe traffic patrons from crossing of UR and Kazpi Zholyi towards Prorva through Prorva KMG port and Village and through SKH up to Nature Road

• Review hard copies of different site maps

Photographic Record


Date and Locations Tasks and Meetings Staff involved

Remarks

18:00-19:00 / Recap day activities


07:00-17:00 / Drive-over-survey • Review / Observe traffic patrons

Tengiz up to Kulsary, prosspor and Atyrau

• Review / Observe parking and rail way arrangements for 5/2 staff rotations in Kulsary

• Kulsary, Dossor and Atyrau

Photographic Record

of 15 FGP Traffic Study- App.3-1

Appendix (3-1) Forecasted FGP Traffic - Aggregate Options

Modelling Assumptions

From the data provided, Logistics Study Option Final’ worksheet, following assumptions were made to calculate The AADT traffic volumes in relation to required FGP tonnages:

Atyrau Option / Aggregate: It was assumed that the total amount of 9,941,090 million tonnes of aggregate will need to be delivered to the FGP sites from following Railway sidings (either to be stock piled or by direct Haul to the users :

Track 21/22 Sidings/ Qty (T)

Track421/ Qty (T) Contractor Compound Siding/ Qty (T)

Dossor - C3 Only/ Qty (T)

Atyrau East Siding Qty (T)

Tazhol (Atyrau West) /Qty (T)

2,596,169 729,757 3,148,152 797,247 1,925,209 744,556

The Hauling duration of the aggregate in average is around 500-700 days and to be occurred, according to the modelled assumption between October 2013 and December 2015.

According to the Arena model all the stockpiled aggregate and sand will be delivered to the FGP sites by using trucks type of 20 (T) and using SKH and Kaspi Zholy Roads before entering TCO JV lease area using the feeder or access infield road to deliver their loads .

To calculate the AADT which is the standard measurement for vehicle traffic load on a section of road, and the basis for most decisions regarding transport planning1, following assumptions where made based on actual planned bulks materials needed and to be delivered from their originated sources.

Therefore, from onset of 2014 and up to outset of 2017 following AADT will be generated due to FGP bulks traffics to the designated stock piles and from there to the Project users: MHR, IHR, CC, 3GP, 3GI etc.:

• Approx. 10000 AADT for Atyrau Option(Hauling Traffic) / Forecasted for Peak periods (2014-2017)

• Approx. 5000 AADT for Prorva Option( Hauling Traffic) / Forecasted for Peak periods (2014-2017)

• Approx. 1800 AADT for Current TCO Base Operation(Personnel Traffic ) / Existing Actual Counting

• Approx. 4000 AADT for FGP Construction period (Personal Traffic )/ Forecasted for Peak periods (2014-2017)

1 Annual average daily traffic, abbreviated AADT, is a measure used primarily in transportation planning and transportation engineering. AADT is a useful and simple measurement of how busy the road is.


In conclusion, there will be around 9000 AADT on the SKH and partially on Kaspi Zholy Road in the peak times of FGP construction phases. Given the fact that UR will be exclusively left for Current TCO Base operation, beside current technical design parameters of SHW and Kaspi Zholy are not up to accommodate 9000 AADT traffic volumes, therefore new roads required .

Using Borrow Pits outside of TCO JV Area

Introduction

The following are the assumptions used as part of the aggregate modelling using the revised quantities from Rev7a. This should be read in conjunction with ‘Logistics Study Option Final’ worksheet.

The following scenarios are to be run:

1. Scenario 1 – Base Case

a) T21/22, CC and T421 to supply aggregate to Tengiz area and section 1 and 2 of the Haul Road: b) Atyrau West sidings for supplying structural sand, aggregate(C3 and 6Fd) to section 4D Haul Road,

MSF and MOF c) Atyrau East for supplying structural sand, aggregate (quantity equivalent to 6Fd for section 3, 4A, 4B

and 4C Haul Road ) and aggregate C3 quantity equivalent to section 4A, 4B and 4C Haul Road. d) Dossor supplying aggregate to section 3 Haul road (quantity equivalent to C3 only) e) all sidings and stockpiles have a single exit for trucks.

2. Scenario 2 – Base Case without T421

a) As per scenario 1b, c, d and e but T21/22 and CC supplying aggregate to Tengiz area and section 1 and 2 of the Haul Road. No supplies from T421.

3. Scenario 3 – Prorva Option

a) No Haul Road from Tengiz to Atyrau, added road from site boundary to 3GI.

4. What If’ Scenarios to identify bottle necks and mitigation settings to reduce bottlenecks to As Low As Reasonably Practical.

General Settings for above Scenarios

- Summer is between 1st March and 30th November with 2 shifts of 12 hours per day on a 6 day working week. Quarries will work 1 shift of 10 hours on a 6 day working week;

- Winter is between 1st December and 28th February with 2 shifts of 12 hours per day on a 6 day working week but working rate reduced to 40%. This reduction will take account of possible snow storms occurring and deteriorating working conditions through the winter months. Quarries will work 1 shift of 10 hours on a 6 day working week but again the rate will be reduced to 40% to match the demand;

- Model assumes no installation work during December, January and February but allows delivery and stockpiling along the side of the road per the winter hours designated.

- The conversion factor for Aggregate from ‘placed’ Cubic Metres to Tonnes is 2.45 - The conversion factor for Sand from ‘placed’ Cubic Metres to Tonnes is 1.95


- Option with utilization of T421 will be modelled although it is noted that DRD #421 exists stating that T421 is not currently available.

- Additional MTO’s are not currently included covering possible stacking at 3GI , 3GP and Compound. Projected amounts not expected to significantly influence the outcome.

- Current model is run on the basis of two 12 hour shifts for the operations of off-loading and moving stock away.

- Model assumes that TCO rail can provide locomotives as required. - Model assumes that Atyrau and Dossor have no night time restrictions when hauling aggregate and

sand away from the sidings.

Quarries and Sand Borrow Pits

Due to the requirement of ‘side dumping’ versus ‘bottom dumping’ wagons, quarries will be dedicated to specific sidings. They will start up production to meet the demand of the sidings i.e. the quarries start date will aim to meet the sidings availability. Aggregate from the individual quarries will not be broken out into 6Fd and 3C for the purposes of modelling. Sand from Indeborskiy will be of structural 1B grade.

All quarries and sand pits will reduce their rate down to 40% to take account of possible snow storms occurring and deteriorating working conditions through the winter months.

Sand pits will be modelled as having 4 pit loaders taking 9 mins to load each truck. Once loaded trucks will not be restricted by weigh bridges or safety spacing's when exiting the borrow pit. Quarries will output at rates shown in the Modelled Production column of Table 1.

Trains sizes are defined as being made up of:

a) 2,200 Tonnes = 40 wagons each wagon carrying 55 Tonnes of aggregate b) 3,350 Tonnes = 50 wagons each wagon carrying 67 Tonnes of aggregate

Trains will take 2 hours to be assembled and wagons will be loaded at a rate shown in production per hour column of Table 1. There is a maximum of 2800 of the 55 tones wagons available in the winter and summer to accommodate the peak period.

Quarry Actual

Production

Te/month

Modelled

Production

Te/month

Production per hour

Production per day

Supply

Trains

Size

Trains

per day

Start date

Aktobe Tas 90,000 102,000 391 3,912 Tengiz 2,200 2 Aug-13

Dossor

Atyrau

Vostok

Zhanatas 150,000 150,000 575 5,753 Tengiz 2,200 3 Jul-14

Temir Zhol

Koktas

Atyrau

Table 1 Quarry Details

Northern Quarries: Quarries shown in Table 1 above will be used as the basis for supplying aggregate.

Southern Quarries: No Southern quarries will be used in this model version.


Indeborskiy Sand Borrow Pits

The following assumptions will apply:

a) Four borrow pits will produce a total of 4,607,947 tonnes of 1b sand. b) Each borrow pit will load wagons at their designated sidings, but for the purpose of the model they

will assumed to be in close proximity to Indeborskiy that this will be used for the entry point of the single line track to Makat.

c) Each siding will have a 50% chance that the train is allowed to access its slot to Makat. d) Trains on this section are defined as being made up of 50 wagons each wagon carrying 67 Tonnes of

sand. Therefore each train carries 3,350 tonnes of sand. e) Trains will take 2 hours to be assembled. f) There is a maximum of 500 wagons available in the winter and summer. g) Wagons will be loaded at a rate of 335 Tonnes/hour except one quarry that will load at . h) Trains will depart with sand destined for Atyrau East at a rate of 2 trains per day. i) Trains will depart with sand destined for Atyrau West at a rate of 1 train every 2 days j) 20T Trucks will be used to haul the sand a maximum of 26Km from one borrow pit and 12 km for the

other three to the rail sidings. Trucks will travel at a speed of 30Km/h loaded and unloaded. It will be assumed that 18 trucks will be available with a failure occurring every 1000Km.

Rail Network

Figure 1 shows the modelled rail network with junctions:

Figure 1 Rail Network

The rail network will be modelled as follows:

a) Trains operate 24/7 b) Wagons to Dossor, Atyrau East and West will be of the ‘Bottom Dumping’ type and wagons to Tengiz

will be of the ‘Side Dumping’ type. c) Trains travel at a speed of 17.5 Km/h over a 24 hour period for the purpose of the model. d) Planned and unplanned track repairs and shut-downs will be accounted for within the cycle time.


e) Two trains every 4 hours will be permitted up and down the Aktobe to Oktyabrsk , Nikel’tau to Oktyabrsk, Aiteki Bi to Oktybrsk lines with an additional probability of 50% in summer or winter that the slot will actually be available.

f) Two trains every 4 hours will be permitted up and down the Birshogyr to Oktyabrsk which includes Mugodzhar line with an additional probability of 50% in summer or winter that the slot will actually be available.

g) Two trains every hour will be permitted up and down the Oktyabrsk to Makat line with an additional probability of 100% in summer or winter that the slot will actually be available.

h) Two trains every four hours will be permitted up and down the Makat to Kulsary line with an additional probability of 100% in summer or winter that the slot will actually be available.

i) Two trains every hour will be permitted up and down the Makat to Atyrau line with an additional probability of 100% in summer or winter that the slot will actually be available.

j) Trains arriving at Kulsary for onward travel to Tengiz must be moved as soon as they arrive therefore if a siding is not available they will be sent to the buffer siding in Tengiz and moved into a siding for unloading once a siding becomes available.

Rail Sidings

The rail sidings will receive trains based on the ‘Logistic Study _ Option Final’ worksheet and will be modelled as follows:

a) There is 1 weigh bridge per siding with a 2min processing time per truck. b) The initial 100,000 tonnes of aggregate delivered to Tengiz starting on 1st April 2013 is not modelled

as it’s quantity is considered insignificant when viewed against the main quantities being shipped to Tengiz.

c) Track 22 (T22) has a single track capable of handling 1 train per day, available from 14th August 2013 and will be used to supply IB stockpile with aggregate from its siding. The maximum capacity of aggregate that can be accumulated before the train is prevented from further unloading is 125,000 tonnes.

d) Track 21 (T21) has a single track capable of handling 1 train per day, available from 1st September 2013 and will be used to directly supply Campus, Ch2A, Ch2B and Ch2C with aggregate from its stockpile. It is assumed there will be sufficient availability of space within close proximity to the stockpile if required therefore train unloading will not be restricted for the purpose of this model. As the earliest requirement for direct haulage of aggregate from T21 is 27th January 2014, aggregate will be stockpiled at the required locations in preparation for the gangs to start construction i.e. ‘double handling will be allowed’. Note movement from the temporary stockpile to the final location is not considered in this model.

e) T421 when enabled has a single track capable of handling 1 train per day available from 1st November 2013 to allow for approval and will be used to supply the following with aggregate from its stockpile: 3GP, 3GI and Construction Road

f) The maximum quantity of aggregate that can be accumulated at T421 siding before the train is prevented from further unloading is 50,000 tonnes but it is assumed there is sufficient area for stockpiling available at Ch(-3) HHR stockpile not to restrict unloading of trains and will be modelled as such.

g) Contractor Compound will be modelled as having unlimited storage capacity and has two tracks with the following availability/ capability:

o Track1 – July 1st 2014 with 1 train per day o Track2 - August 1st 2014 with 1 train per day o Track 1 - September 1st 2014 with 2 trains per day o Track 2 – October 1st 2014 with 2 trains per day


h) Dossor has a single track with a handling capacity of 1 train per day. i) Dossor will be modelled with an accumulated storage capacity of 588,000 tonnes of aggregate

available from 14th August 2013 and will be used to supply C3 aggregate to Ch115.5 j) Atyrau East will be modelled with the following assumptions:

o 2 tracks with a handling capacity of 2 trains per day b. Accepts deliveries from 1 August 2013.

o One track will be dedicated for sand and the other for aggregate. o It is assumed 6Fd and C3 will be split when delivered i.e. the model does not distinguish by

type and has considered 6Fd and C3 as a single pile of aggregate. o Will supply 6Fb aggregate to Section 3A, 3B, 3C, 4A, 4B and 4C. o Will supply C3 aggregate to Section 4A, 4B and 4C.

k) Atyrau West will be modelled with the following assumptions: o 2 tracks with a handling capacity of 2 trains per day. b. Accepts deliveries from 14th August

2013. o One track will be dedicated for sand and the other for aggregate. o It is assumed 6Fd and C3 will be split by when delivered i.e. the model does not distinguish by

type and has considered 6Fd and C3 as a single pile of aggregate. o Will supply aggregate and sand to Section 4D, MSF and MOF. o The maximum quantity of aggregate that can be accumulated at Atyrau West siding before

the train is prevented from further unloading is (i) 80,000 tonnes 6Fd and 80,000 tonnes of C3 giving 160,000 tonnes of aggregate and (ii) 80,000 tonnes of 1B sand

l) Trains in Buffer Siding at Tengiz will move to available siding in 1 hour. m) Trains can unload 24/7 i.e. lighting available at sidings, and can move into the siding at any time once

it is available. n) Trucks will continue loading whilst train is unloading. o) Wagons will not be unloaded if there is no available capacity for their entire 67 tonnes content except

sidings identified as having sufficient additional storage in close proximity.

Gangs

Start dates and total quantities of aggregate to be delivered to Stockpiles along with the number of trucks to move the aggregate and truck Route will be as per the Logistic Study _ Option Final worksheet and will be modelled as follows:

a) There will be 2 truck loading points per track stockpile b) All Trucks have a 20 tonne capacity and will be loaded in 6 mins. c) Trucks can randomly break down every 1000km driving distance. d) Trucks that have broken down will take 4 hours to be repaired e) There is 2 min safety spacing between trucks leaving the sidings that will travel along the same stretch

of road/ region. f) Gangs will be responsible for specific sections of the road building and movement of aggregate to that

location i.e. there is no pooling of trucks. g) Trucks will travel an average distance from stockpile to destination as per the LogisticStudy_Option J

worksheet. h) Once the truck arrives at its road section destination they will take 5 mins to unload before

immediately returning for their next load. i) Once the truck arrives at its Stockpile destination they will wait for the availability of one of five

unloading points then take 5 mins to unload their aggregate before immediately returning for their next load.


j) If the minimum quantity of aggregate is not 2% at the stockpiles then the gang trucks will wait a day before rechecking the stock levels:

k) Working hours will be as per general settings for all gangs. l) Truck speeds to be held at 30 km/hr loaded and 30 km/hr empty. Segment 2 road construction (Emba

River area) to be limited to 25km/hr loaded and empty

Sand

Start dates and total quantities of sand to be delivered to the road along with the number of trucks to move the sand and borrow pits will be as per the Logistic Study _Dec 2012 Revised Quantities Option J worksheet and will be modelled as follows:

a) All Trucks have a 20 tonne capacity and will be loaded in 12 mins. b) Trucks can randomly break down every 1000km driving distance. c) Trucks that have broken down will take 4 hours to be repaired d) Trucks travel at a speed of 30 Km/h when loaded and 30 Km/h when empty (25Km/h in segment 2). e) There is a 2 min safety spacing between trucks departing each of the borrow pits. f) The distance from the road to the borrow pit varies between a minimum and maximum value g) Sand pits can load 4 trucks simultaneously

Road Construction

Start dates and ratio for Sand to Aggregate for road construction will be as per the Logistic Study _ Option J worksheet and will be modelled as follows:

a) Gangs will operate at a daily rate determined by the total amount of aggregate divided by the number working days required to complete the task.

b) Insufficient quantity of sand and aggregate will delay gangs by 1 shift before they recheck whether there is sufficient quantity.

c) Construction only takes place under the standard working conditions during summer.

Water, Geotextile and Fuel Trucks: Trucks for supplying water geotextile and fuel are considered as having a limited overall impact and therefore have not been included at this time, as part of this modelling study.

Haulage Routes: The following routes for the haulage of Aggregate and sand from the sidings has been assumed. Where routes are shared by trucks for a small part of the journey before going off in directions, they will be considered as allowed to exit without the 2 min safety spacing between each other. Trucks departing on the same route are subject to the 2 min safety spacing.


Dossor Siding and Route to Ch115 , Two routes will be modelled as the Trucks will haul south to Ch81 and west to Ch141.

Atyrau Rail Siding East/ Modelled as: 1. 1 Exit from siding 2. 2 Aggregate routes 3. 1 sand route. 4. All trucks share the same weigh bridge.

Routes from Atyrau Rail Siding East

Atyrau Rail Siding West Routes from Tazhol Rail Siding Modelled as: 1 Exit from siding, 2 Aggregate routes and All trucks share the same weigh bridge

Track 21/ 22 and IB Modelled as: 1 Exit from siding, 2 Aggregate routes and All trucks share the same weigh bridge


Track 421 / 1 Exit from CC , 1 Aggregate route And All trucks share the same weigh bridge

Routes from Contractors Compound Modelled as: 1. 1 Exit from CC 2. 1 Aggregate route 3. All trucks share the same weigh bridge

Optional / USE OF OTHER TENGIZ AREA BORROW PITS

Summary Introduction

The mining leases for the Tengiz Borrow Pits are operated by two Companies, namely Kariertau and NSS. These Companies lease the land from TCO and their contracts allow for the option of them operating and transporting material. The Arena modelling, to date, has shown that transportation of Borrow Pit material is a problem.

Currently the Project is only allowed to use the following Borrow Pits:-

• Kedendyk -3 – Has not yet obtained its mining permit • Beksol -3 – Awaiting land lease agreement with TCO to be finalized

Other Tengiz Borrow Pits: The tables show the volumetric quantities remaining in the Borrow Pits and the Project preference in supplying the FGP/WPMP execution areas. The following map show s the relative geographical location of Borrow Pits and FGP/WPMP execution areas.


Table 2 – NSS Borrow Pits

Owner/Lessee

Borrow Pit Reference/ Name

Quantity Remaining (m3)

Proposed to Supply the following Project Execution Areas

Comment

NSS No1 2,360,000 Construction Compound, Main Camp

NSS No4 6,361,000 Permit has lapsed – 3-6months. This is not 1B material, but needs checking if used

NSS No5 6,170,000 3GP and some motor roads

NSS No6 9.198,000 Some Motor Roads

NSS No7 5,004,800

NSS Turlandy 1,100,000

TOTAL 20,995,809

Table 3 – Kariertau Borrow Pits

Owner/Lessee Borrow Pit Reference/ Name

Quantity Remaining (m3)

Proposed to Supply the following Project Execution Areas

Comment

Kariertau Kedendyk-1 1,000,000

Kariertau Kedendyk-2 2,200,000 Some Motor Roads

Kariertau Kedendyk-3 4,500,000 Obtaining mining permit

Kariertau Beksol -3 4,000,000 Infield Haul Road, 3GI, MWPs and Prorva Connection

Awaiting approval of Land Lease

Kariertau North Kedendyk

700,000* 5,000 New Camp and/or Airport Taxiway

TOTAL 12,400,000

* Needs it be investigated as to whether it can be expanded /Quantity remaining is as reported in August by the operating Companies

Outside of the Tengiz Land Lease Area and therefore does not come under the existing Tengiz contract and operational requirements

Project Borrow Pit – These pits are the only ones that the Project can currently use


Benefits of Using Other Borrow Pits

Using other Borrow Pits in the Tengiz land lease area and just outside that could offer great benefit to the Project, for the following reasons:

• Available now to use – Possible mitigation if Kedendyk-3 and Beksol-3 are not ready for construction to commence in summer 2013

• Can utilise existing TCO contract for Borrow Pits so availability should be quick and easy if approval is given for the Project to use them

• Closer to the Project work areas • Will reduce transportation costs • May offer schedule improvement and can be modelled in Arena to see, objectively, its impact on the

overall project material movements • Reduces traffic haul distances, impacting positively on safety and environment. Overall traffic

movements may be significant for the overall project • May allow better traffic routes options and minimize trucks crossing • Beksol- 3 Borrow Pit is in the MWP area and may present particular issues in its impact on the MWP

layout, transportation around the MWP area and possible requirement for restricted zones

Proposed Project Extraction Rates

The following tables (4, 5, and 6), shows proposed Project Borrow Pit usage and extraction rates:

Table 4 – Borrow Pit Extraction Rates – Baseline Case Using Beksol-3 and Kenendyk -3

Table 5 – Preliminary Haulage Distances

Table 6 – Comparison Table – Haulage Distances


Table 4 – Borrow Pit Extraction Rates – Project Preferred Borrow Pits

Borrow Pit

Volume Remaining m3

1M 2.2M 4.5M 4M 0.7M 2.36M 6.36M 6.17M 9.19M 5M 1.1M

Project Area Quantity Req. m3

Kedendyk-1

Kedendyk-2

Kedendyk-3

Beksol -3 N Kedendyk

NSS-1 NSS-4 NSS-5 NSS-6 NSS-7

NSS Turlnady

Total m3

Construction Compound

255,965 255,965 255,965

Main Camp 77,300 77,300 77,300

3GP 267,230 267,230 267,230

3GI 123,000 123,000 123,000

MWPs 950,229 950,229 950,229

MHR – IHR 488,626 488,626 488,626

Prorva Connection

353,832 353,832 353,832

Motor Roads 294,000 294,000 294,000

Total m3 2,810,182 0 0 600,495 2,209,687 0 0 0 0 0 0 0 2,810,182


Table 5 – Preliminary Haulage Distances

Borrow Pit

Volume Remaining m3

1M 2.2M 4.5M 4M 0.7M 2.36M 6.36M 6.17M 9.19M 5M 1.1M

Project Area Quantity Req

Kedendyk-1

Kedendyk-2

Kedendyk-3

Beksol -3 N Kedendyk

NSS-1 NSS-4 NSS-5 NSS-6 NSS-7

NSS Turlnady

Total m3


255,965 255,965 255,965

Main Camp 77,300 77,300 77,300

3GP 267,230 267,230 267,230

3GI 123,000 123,000 123,000

MWPs 950,229 950,229 950,229

MHR – IHR 488,626 488,626 488,626

Prorva Connection

353,832 353,832 353,832

Motor Roads 294,000 98,000 98,000 98,000 294,000

Total m3 2,810,182 0 98,000 0 1,915,687 0 333,265 0 365,230 98,000 0 0 2,810,182


Comparison Table – Haulage Distances

Baseline Borrow Pit

Av Haul Distance km

Preferred Borrow Pit

Av Haul Distance km

Project Area Quantity Req


255,965 Kedendyk-3

40 NSS-1 25

Main Camp 77,300 Kedendyk-3

52 NSS-1 20

3GP 267,230 Kedendyk-3

25 NSS-5 20

3GI 123,000 Beksol -3 14 Beksol -3 14

MWPs 950,229 Beksol -3 TBD Beksol -3 TBD

MHR – IHR 488,626 Beksol -3 36 Beksol -3 36

Prorva Connection

353,832 Beksol -3 34 34

Motor Roads 294,000 Beksol -3 TBD Kenendyk-2, NSS-5, NSS-6

TBD

2,810,182

Table 6 – Comparison Table – Haulage Distances

Recommendations on other Borrow pit uses

TCO Project to approach TCO Base Operations to ascertain the feasibility of using the other Borrow Pits in the Tengiz area. The quantity of material extracted will need to be agreed and if any residual volume needs to remain for TCO Base Operations future use. Because of the schedule timelines it is suggested that a meeting be arranged with the TCO FE representative to discuss the Borrow Pit use and obtain a ‘tacit’ agreement on what use of other Borrow Pits may be possible.

Because of the proximity of Beksol-3 and some other Borrow Pits to the MWP execution areas the approved mining permit co-ordinates and land lease maps need to be obtained and superimposed/checked against the current GIS model information. This is to prevent overlap in the land lease areas and allow for an accurate design basis.

KPJV is to undertake further Borrow Pit material sampling to have a ‘baseline’ database of the material available. KPJV to undertake further Arena modelling of traffic movements in the Tengiz area and consider Borrow Pit options to show the impact on the issues rose

300From 21

3GI to Prorva Infield Haul Rd Compound Const Road 3GP 3GI Campus Motor Roads Compound-29 0-45 -29

221,260 439,089 205,591 87,857 492,450 149,450 155,551 519,400 1,027,503Dyke Road Spread Spread Spread Spread Spread Sarkymis Spread Spread

35 10 5 20 15 20 30 20 11-09-13 1-09-13 28-08-13 15-10-13 15-10-13 15-10-13 27-01-14 1-07-14 1-08-14

15-07-15 15-07-15 1-08-14 30-05-14 15-07-15 15-07-15 30-11-14 1-10-15 26-08-15585 585 290 195 547 547 263 392 334369 367 150 100 330 330 204 282 228600 1,196 1,371 879 1,492 453 763 1,842 4,50720 20 20 20 20 20 20 20 2030 60 69 44 75 23 38 92 2253 6 7 4 7 2 4 9 23

20 10 9 14 8 26 16 7 35 8 10 6 8 6 5 6 156 7 7 7 9 4 8 15 15

60 112 140 84 144 48 80 180 450 1298MWP Const Roads MWP 3GP 3GI

84,353 426,106 573,168 173,640 135,608Varies Varies Varies Infield HR Infield HR

25 20 25 15 2501-Apr-14 01-Oct-15 01-Jul-14 16-Jul-15 16-Jul-1530-Jun-14 22-Sep-16 30-Nov-16 22-Sep-16 22-Sep-16

77 306 757 372 37277 198 608 468 468

1,093 2,152 943 371 29055 108 47 19 146 6 6 8 69 18 8 2 2

108 216 96 32 24 476

3GI to Prorva Infield Haul Rd Compound Const Road 3GP 3GI Campus Motor Roads Compound

-29 -6 0 0-45 -29 -6 -6

1,081,129 2,668,029 510,392 55,013 503,100 253,500 726,453 496,080 1,020,78530 20 30 20 20 5 20 20 30

01-Sep-13 01-Sep-13 28-Aug-13 15-Oct-13 15-Oct-13 15-Oct-13 27-Jan-14 01-Jul-14 01-Aug-1415-Jul-15 15-Jul-15 01-Aug-14 30-May-14 15-Jul-15 15-Jul-15 30-Nov-14 01-Oct-15 26-Aug-15

585 585 290 195 547 547 263 392 334369 367 150 100 330 330 204 282 228

2,930 7,270 3,403 550 1,525 768 3,561 1,759 4,477146 363 170 28 76 38 178 88 224

15 36 17 3 8 4 18 9 224.1 1.7 3.5 21.8 7.9 15.6 3.4 6.8 2.7

5 6 5 6 6 10 6 6 529 61 34 5 13 4 30 15 45

290 732 340 60 156 80 360 180 450 26484.89 6.08 2.48 0.63 1.02 1.7 4.67 0.96 0.99

MWP Const Rd MWP 3GP 3GI18730 266,425 108,535 920,400 599,625

20 20 20 20 501-Apr-14 01-Oct-15 01-Jul-14 16-Jul-15 16-Jul-1530-Jun-14 22-Sep-16 30-Nov-16 22-Sep-16 22-Sep-16

77 306 757 372 37277 198 608 468 468

243 1,346 179 1,967 1,28112 67 9 98 64

1 7 1 10 649 9 67 6 9

6 6 6 6 102 11 1 16 6

24 0 0 132 12 192 120 4800.22 0.63 0.19 5.3 4.42

Appendix (3-2 ) FGP Generated Traffic - Tonnage and AADT / Prorva Option

Total AADT 5202

AADT 300

AADT

Prorva Option / Aggregate Tonnages Converted to AADT

AADT

AADT

Finish DateTotal Days

Working Days Tonnes/Day

Loads Per Day @ 20 T eaLoads per Hour

Minutes between LoadsTrips /Day/Truck

No. Of Trucks

131

Borrow Pits Hauled Quantities in Tonnes

Early Works

Avg Haul Dist

1015

Haul from IB Stockpile Direct Haul from CC

Contractor Compound Siding2,855,4251-07-14

15-11-15502396

3,051

15-03-1559145174

IB Stockpile (From Track 21/22)

Truck Capacity (T)

Qty (T)Road

Avg Haul DistStart DateFinish DateTotal Days

Start Date

1,595,6971-08-13

15-03-15507

153135

Kaspi Zoly Road4

Road

Loads per HourMinutes between Loads

RouteHaul Distance

Trips /Day/TruckNo. Of Trucks

6F InstallationEarly Works"Start LocationFinish Location

Qty (T)

Track 21/22 SidingsRail UnloadingQty (Tonnes)Start Stock

1,835,6011-08-13

Loads Per Day @ 20T ea.

Finish StockTotal daysHaul Days

Avg. Cars/Day6F StockpilesQty (Tonnes)Start Stock Finish StockTotal daysHaul Days

Tonnes /Day523

None-Early Works

Trips /Day/Truck

Ratio Sand/Aggregate

Non-Erly WorksQty (T)

Working Days Tonnes/Day

Loads Per Day @ 20 T ea

No. Of Trucks

Loads per Hour Minutes between LoadsTrips per day per truck

No. Of Truks

Tonnes/Day

Start LocationFinish Location

Working Days

Loads Per Day @ 20 T ea

Qty (T)Avg Haul Dist

Start DateFinish DateTotal Days

No. Of TruksAADT

Ratio Sand/Aggregate

Tonnes/DayLoads Per Day @ 20 T ea

Loads per Hour Minutes between LoadsTrips per day per truck

Avg Haul DistStart DateFinish DateTotal Days

Working Days

Rail Unloading

Qty Tonnes 2,596,169Start Stock 14-Aug-13 Finish Stock 25-Jul-15Total Days 710Haul Days 580Avg. Cars/Day 81

StockpilesQty Needed 6Fd to Segments 3 and 4, C3 to Segment 4 C3 and 6Fd to usersStart Stock Finish StockTotal DaysHaul DaysTonnes/DayLoads Per Day @ 20T ea.Loads per HourMinutes between LoadsRouteHaul Distance (km)

Trips per day per truckNo. of Trucks

AADT 226InstallationEarly Works Haul Road Compound Campus 2A 2B&2C 3GP Const Road Motor Roads Compound Infield HR 3A 3B 3C 3A 3B 3C 4A 4B 4C 4D MSF MOF

"Start Location 0 24 98 -10 81 99 114 81 99 114 141 153 177 200Finish Location 23 40 139 -29 99 114 141 99 114 141 153 177 199 206Qty (T) 721,047 205,501 155,551 360,240 923,115 402450 87857 519,400 1,027,503 292,726 239,174 199,312 358,761 174,707 145,589 262,060 277,832 555,664 509,358 138,916 98,000 507,640Road Kaspi Zholy Kaspi Zholy SHW SHW SHW Spread Spread Spread Spread Spread Spread Spread Spread Spread Spread Spread Spread Spread Spread SpreadAvg Haul Dist 12 5 30 30 114 15 20 20 1 20 26 10 16 95 78 57 38 25 31 15 18 5Start Date 24-Apr-14 28-Aug-13 24-Jan-14 24-Apr-14 24-Apr-14 01-Nov-13 01-Nov-13 01-Jul-14 01-Aug-14 01-Sep-14 24-Apr-14 24-Apr-14 24-Apr-14 24-Apr-14 24-Apr-14 24-Apr-14 01-May-14 01-May-14 01-May-14 01-May-14 03-Oct-14 04-Jul-14Finish Date 01-Jul-16 01-Aug-14 30-Nov-14 01-Jul-16 01-Jul-16 30-May-15 30-May-14 01-Oct-15 26-Aug-15 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jun-15 01-Jun-15Total Days 685 290 263 685 1,370 493 180 392 334 573 685 685 685 685 685 685 679 679 679 679 207 285Working Days 466 178 204 466 932 278 74 282 228 464 440 440 440 440 440 440 431 431 431 431 92 216 Tonnes/Day 1547 1154 763 773 1,981 1,771 1,187 1,842 4,507 631 544 772 815 397 331 331 645 1,289 1,182 322 1,065 2,350Truck Capacity (T) 20 20 20 20 41 20 20 20 20 20 20 20 20 20 20 20 20 20 20 21 20 20Loads Per Day @ 20 T ea 77 58 38 39 96 89 59 92 225 32 27 39 41 20 17 17 32 64 59 15 53 118Loads per Hour 8 6 4 4 9 9 6 9 23 3 3 4 4 2 2 2 3 6 6 2 5 12Minutes between Loads 8 10 16 16 25 7 10 7 3 19 22 16 15 30 36 36 19 9 10 39 11 5

Trips per day per truck 8 10 6 6 9 8 6 6 15 6 6 8 8 3 3 3 6 6 6 10 8 10No. of Trucks" 10 6 6 6 25 11 10 15 15 5 5 5 5 7 6 6 5 11 10 2 7 12

AADT 160 96 120 72 72 450 176 120 180 450 60 60 80 80 42 36 36 60 132 120 40 112 240 3042

Non-Early Works MWP Const Roads MWP 3GP 3GIQty (T) 84,353 426,106 573,168 173,640 135,608Road Varies Varies Varies Infield HR Infield HRAvg Haul Dist 25 20 25 15 25Start Date 01-Apr-14 01-Oct-15 01-Jul-14 31-May-15 31-May-15Finish Date 30-Jun-14 22-Sep-16 30-Nov-16 22-Sep-16 22-Sep-16Total Days 77 306 757 411 411Working Days 77 198 608 302 302 Tonnes/Day 1,093 2,152 943 575 449Loads Per Day @ 20 T ea 55 108 47 29 22

Trips per day per truck 6 6 6 8 6No. of Trucks" 9 18 8 4 4

AADT 108 216 96 64 48 532

Rail Unloading

Qty Tonnes Start Stock Finish StockTotal Days Haul DaysAvg. Cars/Day

Early Works Section 1 Infield HR Compound Campus 2A 2B 2C 3GP 3GI Const Road Motor Roads Compound Infield HR 3A 3B 3C 4A 4B 4C 4D MSF MOFStart Location 0 0 24 40 58 0 -10 81 99 114 141 153 177 200Finish Location 23 -10 40 58 81 -6 -29 99 114 141 153 177 199 206Qty (T) 1,842,393 889,343 510,392 726,453 660,149 742,667 948,964 503,100 253,500 55,013 496,080 1,020,785 1,778,686 673,215 561,013 1,009,823 407,838 815,676 747,703 203,919 87,750 101,010Avg Haul Dist 20 20 30 20 30 30 30 20 5 20 20 30 20 95 78 57 38 25 31 13 18 5Start Date 24-Apr-14 21-Sep-13 28-Aug-13 27-Jan-14 24-Apr-14 24-Apr-14 24-Apr-14 01-Nov-13 01-Nov-13 01-Nov-13 01-Jul-14 01-Aug-14 01-Sep-14 24-Apr-14 24-Apr-14 24-Apr-14 01-May-14 01-May-14 01-May-14 01-May-14 03-Oct-14 04-Jul-14Finish Date 01-Jul-16 01-Sep-14 01-Aug-14 30-Nov-14 01-Jul-16 01-Jul-16 01-Jul-16 30-May-15 30-May-15 30-May-14 01-Oct-15 26-Aug-15 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jun-15 01-Jun-15Total Days 685 296 290 263 685 685 685 493 493 180 392 334 573 685 685 685 679 679 679 679 207 285Working Days 466 158 178 204 466 466 466 278 278 74 282 228 464 440 440 440 431 431 431 431 92 216 Tonnes/Day 3,954 5,629 2,867 3,561 1,417 1,594 2,036 1,810 912 743 1,759 4,477 3,833 1,530 1,275 2,295 946 1,893 1,735 473 954 468Loads Per Day @ 20 T ea 198 281 143 178 71 80 102 90 46 37 88 224 192 77 64 115 47 95 87 24 48 23Loads per Hour 20 28 14 18 7 8 10 9 5 4 9 22 19 8 6 11 5 9 9 2 5 2Minutes between Loads 3 2.1 4.2 3.4 8.5 7.5 5.9 6.6 13.2 16.1 6.8 2.7 3.1 7.8 9.4 5.2 12.7 6.3 6.9 25.4 12.6 25.7

Trips per day per truck 6 6 6 6 6 6 6 6 10 6 6 6 6 2 3 3 6 6 6 10 8 10No. of Trucks" 33 47 24 30 12 13 17 15 5 6 15 37 32 38 21 38 8 16 14 2 6 2

AADT 396 564 288 360 144 156 204 180 100 72 180 444 384 152 126 228 96 192 168 40 96 40 4610 4610Ratio Sand/Aggregate 2.56 6.08 4.67 1.83 1.83 1.83 1.02 1.7 0.63 0.96 1.97 1.73 1.47 0.9 0.2

Const Roads MWP 3GP 3GI 3A 3B 3C 4A 4B 4C 4DQty (T) 266,425 108,535 920,400 599,625 379,198 315,998 568,796 213,066 426,132 390,621 106,533Avg Haul Dist 20 20 20 5 30 30 30 30 30 30 30Start Date 01-Oct-15 01-Jul-14 31-May-15 31-May-15 24-May-14 24-May-14 24-May-14 31-May-14 31-May-14 31-May-14 31-May-14Finish Date 22-Sep-16 30-Nov-16 22-Sep-16 22-Sep-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16 01-Jul-16Total Days 306 757 411 411 659 659 659 653 653 653 653Working Days 198 608 302 302 440 440 440 431 431 431 431 Tonnes/Day 1,346 179 3,048 1,986 862 718 1,293 494 989 906 247Loads Per Day @ 20 T ea 67 9 152 99 43 36 65 25 49 45 12Loads per Hour 7 1 15 10 4 4 6 2 5 5 1Minutes between Loads 22 9 67 4 6 13.9 16.7 9.3 24.3 12.1 13.2 48.5

Trips per day per truck 6 6 6 10 6 6 6 6 6 6 6No. of Trucks" 11 1 25 10 7 6 11 6 6 7 8

AADT 132 12 300 200 84 72 132 72 72 84 96 1280Ratio Sand/Aggregate 0.63 0.19 5.3 4.42 4.4 4.4 4.4 2.23 2.23 2.23 2.23

160

48

77243121

4962

Direct Haul SouthInfield HR

0-10

146,363Kaspi Zholy

1021-Sep-1301-Sep-14

3GI

149450

278296

86

226

Total AADT 9690

1b Sand (Local Pits)

0.22

4

MWP18730

2001-Apr-1430-Jun-14

77

N/AN/A

24

14-Aug-1331-Dec-14

432338

3174

1016

159163.8

Kaspi Zholy Road4

IB Stockpile (From 22)

Track 21/22 Sidings

Stockpile at Track 21

Atyrau Option / Aggregate Tonnages Converted to AADT

1,072,911.00

Track421

Direct Haul to Users

729,75701-Nov-1315-Dec-14

40933240


Contractor Compound Siding

3,148,152

29840

Ch 115.5

Dossor - C3 Only

797,24714-Aug-1306-May-15

630

01-Jul-1431-Dec-15

548438131

43766


Atyrau East Siding

1,925,20914-Aug-1320-Oct-15

79743725

Direct Haul

Tazhol (Atyrau West)

744,55614-Aug-1320-Oct-15

Direct HaulDirect Haul North Haul South Haul South From 115.5

703

2266

Direct Haul from Siding

31-Oct-15522462

Tazhol Siding

Atyrau Option / Sand

15892620465

53820273

Spread20

1-Nov-1330-May-15

493

13

Appendix (3-2 ) FGP Generated Traffic - Tonnage and AADT / Atyrau Option

1b By Rail

4,215,266

1b and Ballast Sand from Local Pits 1b from Local Pits 1b & Ballast from Local Pits 1b By Rail

392,679

12946569

Stat Road

797,24701-Mar-14

N/A Atyrau East Siding


Appendix (4) Selecting Routes for Module Road Transport

North Haul Road (TCO LA– Atyrau Port) versus South Haul Road (TCO LA – Prorva Port)

From the evaluation of the two given options, namely MHR-North and MHR-South, the study has found the MHR-South is to be more viable option for Module Haul Transport from Prorva Port for reason related to cost element, low environmental risks and future benefits for any TCO expansion plans and integration schemes that is already on GoK agenda to be considered as part of Caspian Free Trade Zone. Detail comparison matrix is provided for both options in the report1.

Two Options for Module Haul Road (MHR) were identified by FGP Early Works Technical Staff, Namely MHR North and MHR South. MHR North is a routing that starts at the approximate km 0, which is FGP Constructions Compound as it was identified for new Constructions Compound and ends at Atyrau port in the north

Module Haul Road from Atyrau Port to TCO JV, MHR-North Module Haul Road from Prorva Port to TCO JV, MHR-South

To demonstrate different feasibilities of both options, the study has drawn much consideration on the viability of both option routes for Module transportations, taking in account:

Environmental Considerations Permits and timeframes Environmental Considerations Conceptual basis of development Overall project development schedule Risks Other Benefits - Multi-user / Export Oil & Products Develop path forward TCO Contract Design Basis (nearshore and offshore) Technical Concepts Constructability Material quantities

The reason on why to choose MHL- South (Prorva) Alternative Route selection: Due to following obvious facts:

As close as possible to the Tengiz field; Avoiding of reed beds and foreshore; Avoiding of submerged wells; TCO and KZMG approval of route

1 MHR traffic volumes and its impact on TCO BO and FGP traffic are not addressed in this report due to unavailable info’s during FGP Traffic Study period. MHR Operational plans, how it will be used by Project and its interfaces with existing roads are to be addressed during construction period of MHR.


From Environmental aspects for both routes, Prorva route was found to be preferable and believed to be of a lesser impact to the environment, certainly this require also to establish working group to monitor the development of materials Pre-EIA and EIA.

Some of the immediate environmental risks, if Atyrau Port were chosen were are in relation to dredging and construction operations will undoubtedly impact the environment, both within the mouth of the Ural River and "Akzhaik" State Nature Reserve.

Therefore in terms of ecological risks «Prorva» alternative has the less environmental impact;

Brief on Environmental stat of tate preserved area in northern part of the KSCS

• State preserved area in north part of the Caspian Sea is intended for preserving fish stocks, to ensure best conditions for habitats and natural reproduction of the sturgeons and other valuable fish species.

• Commercial activities within the preserved area are performed subject to the ecological requirements specified in the Environmental Code of the Republic of Kazakhstan (seasonal restrictions, etc.)

• Akzhaik State Nature Reserve is within the preserved area (the nucleus zone) where any activity is prohibited, and a preservation regime is foreseen as for the state conservation area.

• Operations that possibly may affect the economic system of the nucleus zone are prohibited in the buffer zone, including actions changing the hydrologic behavior of the preserved and buffer zone.

Some of the selected Acts of RoK, Caspian Sea

• The "Akzhaik" State Nature Reserve (RoK Law "On Special protected natural reservations) consists of 2 cluster sites measuring of 111.5 thousand ha in the central part of the delta.

• The state preserved area in the northern part of the Caspian Sea (RoK Law "On special protected natural reservations, RoK Environmental Code) includes estuaries of the Ural River and the Volga River (where it runs through Kazakhstan) and the eastern part of the North Caspian water area.

• Sensitive areas (RoK Environmental Code) Ural entire delta, including its offshore part (spawning grounds and fodder lands for sturgeons and other fish species) to which special ecological requirements apply.

• Wetlands of international importance (the Ramsar Convention) habitats of a large number of water and semi-aquatic fowl.

• Republican-wide unique natural water bodies – the water area in the eastern part of the North Caspian together with estuaries of the Ural River and the Volga River, in accordance with the "List of RoK nature and preserve fund objects" (decree No. 932 as of 28.09.2006 of the RoK Government).

• Water protection zones and strips (RoK Water Code) are established by decision of the Oblast Akimat for both sides of the Ural River at a distance of 1000 m of the shore line at an average multi-year level during high waters.


Below two tables draws a comparison

ENVIRONMENTAL ASPECT: Analysis of Prorva Area / Prorva Port Option Prorva site is historically represented by industrial hubs, such as oil and gas fields (West Prorva, Yuzhnoye, etc.), submerged wells and the access channel (Mikoyan) that in the Soviet times had been used for Emba oil transportation. Initial chemical testing of soil samples have indicated levels within the limits Heavy Metals Oil Products Phenols

ENVIRONMENTAL ASPECT: Analysis of Ural Route Atyrau Port Option Construction prohibited during 1st April 1 to 15 July ( ECO Code) Shipping restrictions apply during the fish spawning period 16 Jul to 7 Aug 2012 Mouth of Ural river is a ecologically-sensitive areas Reeds, Water vegetation, relict plants existing from the ice ages, Natural habitat for migrating birds, animals and fish. Dredging of Ural river is done periodically to maintain the navigation channel . Wintering pits for sturgeons on Ural river may be effected by dredging. Sedimentation in the Ural mouth is estimated at 500K M3 per year, therefore regular maintenance dredging is required.

In summary following comparison table highlights the different aspects of construction of MHR from Atyrau Port or Prorva Port:

Criteria MHR- Atyrau Port MHR- Prorva Port Constructability Feasible Feasible Environmental impact High Lower Risks Biodiversity Rich Poor Land Ownership -

Negotiations Multiple Single

State restrictions Navigation on Ural forbidden from 1.04 to 15.07

Available during all navigation period

Nearness to Natural Reserves Very close None Nearness to living areas Inside city None State authorities ongoing

opinion Less acceptable More acceptable

NGO opinion Against Acceptable

Cost Approx USD 800 M +/- 20% Approx. USD 250 M +/- 20%

Road Approx 240 km Approx 50-60 km


Concepts for Exiting Road networks:

Onshore Road types, as shown in the below illustrative map: the current road will be used during construction of new Heavy Haul Road from Prorva Port ( cross section of existing Kaspi Zholy Road with Samal Camp up to the site boundary to 3GI.

In this context, the perspective Development and Future Use of Prorva MOF are as followings: Marine support base, Cargo Transportation, Crude oil Transportation


Appendix (5) Road Maintenance Types in Kazakhstan

It should be noted that the usual English terminology for road maintenance does not equate fully with the Russian terms used in Kazakhstan. Specifically the term “Routine Maintenance” encompasses five types of road maintenances:

“Soderzhaniye” which includes normal cyclical road maintenance activities, such as grass cutting, clearing drains, garbage removal, etc,

“Tekushiy Remont” which covers routine road repairs, such as pothole patching. The Russian terms for other kinds of maintenance/construction include:

“Sedniy Remont”, ie, medium term repair of road pavements with an overlay,

“Kapitalniy Remont”, ie, major (capital) rehabilitation of a road, and

“Reconstructsia”, ie, complete road reconstruction

of 3 FGP Traffic Study- App. 6-1

Appendix (6-1) – TCO Base Operation Traffic Counting

The traffic counting survey carried out last October 2012 for duration of 4 days had showed a daily traffic volume around AADT 1200. Under this type of traffic flow there will be peak hours travelling time delays- hence bottleneck locations (Intersections operational capacities-physical and functional) are 1, 4, 7, 8, 9, and 10.

The forecasted FGP traffic volume of around 7000 AADT will be passing through above intersection unless different schemes of upgrading the intersections are introduced and put in place to enhance traffic movement and increase the efficiency of the junctions.

It is important to note that the safest way to solve the above intersection’s operational capacities is to divert the FGP traffic by using other or newly build road links.


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06:00-06:15 5 36 0 1 3 1 0 0 0 3 0 1 0 0 0 0 3 0 0 72 12 5 39 15 61 1 2 0 13 8 7 18

06:15 - 06:30 7 89 1 0 0 0 0 0 0 8 0 1 0 0 0 0 9 0 0 79 12 5 18 31 74 5 0 4 8 19 5 41

06:30 - 06:45 4 68 0 1 10 0 0 0 2 23 0 8 0 1 0 0 1 0 0 76 14 6 22 25 57 4 1 3 9 40 4 72

06:45 - 07:00 7 70 0 3 15 3 0 1 1 17 1 18 2 0 0 0 4 0 0 37 13 4 10 12 45 11 2 4 12 10 4 72

07:00 - 07:15 9 29 0 3 15 4 0 1 0 7 0 6 1 3 0 0 1 0 0 23 7 7 8 7 24 2 1 4 8 11 14 44

07:15 - 07:30 9 22 0 5 14 4 0 3 0 8 1 7 6 0 0 8 4 0 2 15 8 12 4 12 11 10 1 5 12 8 15 30

07:30 - 07:45 8 22 1 1 7 4 1 0 0 5 1 1 4 4 0 2 4 0 0 26 15 16 13 10 12 9 0 2 5 4 3 19

07:45 - 08:00 10 13 0 4 9 7 0 2 0 2 4 5 3 1 0 1 4 0 0 28 3 8 21 10 15 12 2 1 10 6 8 19

11:00 - 11:15 22 6 0 5 5 15 6 5 2 8 2 4 6 5 4 1 4 0 0 9 17 25 11 7 19 10 2 4 7 3 12 6

11:15 - 11:30 19 17 0 3 4 7 2 0 8 13 6 6 2 2 4 1 7 1 1 9 12 11 5 7 14 11 2 2 8 4 21 4

11:30 - 11:45 18 8 0 1 4 6 1 0 11 12 1 7 6 4 2 5 6 0 0 13 14 17 6 8 18 25 0 3 3 6 12 10

11:45 - 12:00 19 6 0 3 4 7 6 1 12 7 4 5 7 3 7 3 6 0 1 7 20 17 7 11 13 15 0 7 5 2 11 2

12:00 - 12: 15 14 10 0 6 6 9 2 1 1 14 2 4 5 3 5 0 5 1 0 7 22 21 8 7 12 0 27 3 8 2 15 2

12:15 - 12:30 17 13 0 3 7 5 1 2 0 10 1 0 3 4 1 3 1 0 0 9 19 9 5 1 9 0 12 3 10 4 16 7

12:30 - 12:45 11 13 0 6 10 3 2 3 0 15 0 2 4 1 1 8 3 0 0 23 10 8 17 7 13 2 17 1 15 7 17 7

12:45 - 13:00 12 10 0 5 16 2 2 3 0 8 1 5 1 3 0 1 2 0 0 16 14 10 7 8 25 3 7 4 5 5 16 16

18:00 - 18:15 102 8 0 4 4 15 2 0 5 4 1 1 9 0 0 1 2 0 0 16 98 108 23 21 14 45 1 16 29 7 53 14

18:15 - 18:30 54 9 0 3 2 10 1 0 8 1 1 4 7 1 3 1 0 0 0 11 89 143 38 13 11 72 0 12 30 5 38 17

18:30 - 18:45 50 12 0 2 0 3 3 0 4 3 2 2 9 3 0 1 3 0 0 11 52 60 21 9 12 41 1 7 36 7 53 17

18:45 - 19:00 46 7 0 0 0 0 0 0 0 3 1 4 8 0 0 0 4 0 0 3 28 50 15 13 13 26 2 1 15 1 34 5

19:00 - 19:15 24 4 0 2 3 4 0 0 0 2 0 3 3 0 0 0 1 0 0 2 13 37 12 8 4 34 5 9 25 4 49 5

19: 15 - 19:30 16 3 0 0 1 2 0 0 0 0 1 1 3 0 0 0 0 0 0 4 21 39 5 9 8 38 2 5 6 2 11 6

19: 30 - 19: 45 8 3 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 1 5 13 13 8 4 5 12 1 3 7 3 8 3

19:45 - 20:00 3 2 1 0 0 3 0 0 1 4 0 4 6 2 0 0 1 0 0 9 1 3 7 2 3 11 0 1 6 0 3 4

494 480 3 61 139 114 29 22 55 177 30 99 96 41 27 36 75 2 5 510 527 634 330 257 492 399 88 104 292 168 429 440

18:00-20:00

FGP Traffic Study - KPJV TENGIZ TRAFFIC SURVEY READINGS - TOTAL VEHICLES 13/10/12 - 17/10/12

Time / Location

# 1 # 2 # 3 # 4 # 5 # 6 # 7 # 8 # 9 # 10 # 11

06:00-08:00

11:00-13:00

8695649795871038 253 51 498 63 82 1671

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06:00-06:15 5 36 0 1 3 1 0 0 0 3 0 1 0 0 0 0 3 0 0 72 12 5 39 15 61 1 2 0 13 8 7 18

06:15 - 06:30 7 89 1 0 0 0 0 0 0 8 0 1 0 0 0 0 9 0 0 79 12 5 18 31 74 5 0 4 8 19 5 41

06:30 - 06:45 4 68 0 1 10 0 0 0 2 23 0 8 0 1 0 0 1 0 0 76 14 6 22 25 57 4 1 3 9 40 4 72

06:45 - 07:00 7 70 0 3 15 3 0 1 1 17 1 18 2 0 0 0 4 0 0 37 13 4 10 12 45 11 2 4 12 10 4 72

07:00 - 07:15 9 29 0 3 15 4 0 1 0 7 0 6 1 3 0 0 1 0 0 23 7 7 8 7 24 2 1 4 8 11 14 44

07:15 - 07:30 9 22 0 5 14 4 0 3 0 8 1 7 6 0 0 8 4 0 2 15 8 12 4 12 11 10 1 5 12 8 15 30

07:30 - 07:45 8 22 1 1 7 4 1 0 0 5 1 1 4 4 0 2 4 0 0 26 15 16 13 10 12 9 0 2 5 4 3 19

07:45 - 08:00 10 13 0 4 9 7 0 2 0 2 4 5 3 1 0 1 4 0 0 28 3 8 21 10 15 12 2 1 10 6 8 19

11:00 - 11:15 22 6 0 5 5 15 6 5 2 8 2 4 6 5 4 1 4 0 0 9 17 25 11 7 19 10 2 4 7 3 12 6

11:15 - 11:30 19 17 0 3 4 7 2 0 8 13 6 6 2 2 4 1 7 1 1 9 12 11 5 7 14 11 2 2 8 4 21 4

11:30 - 11:45 18 8 0 1 4 6 1 0 11 12 1 7 6 4 2 5 6 0 0 13 14 17 6 8 18 25 0 3 3 6 12 10

11:45 - 12:00 19 6 0 3 4 7 6 1 12 7 4 5 7 3 7 3 6 0 1 7 20 17 7 11 13 15 0 7 5 2 11 2

12:00 - 12: 15 14 10 0 6 6 9 2 1 1 14 2 4 5 3 5 0 5 1 0 7 22 21 8 7 12 0 27 3 8 2 15 2

12:15 - 12:30 17 13 0 3 7 5 1 2 0 10 1 0 3 4 1 3 1 0 0 9 19 9 5 1 9 0 12 3 10 4 16 7

12:30 - 12:45 11 13 0 6 10 3 2 3 0 15 0 2 4 1 1 8 3 0 0 23 10 8 17 7 13 2 17 1 15 7 17 7

12:45 - 13:00 12 10 0 5 16 2 2 3 0 8 1 5 1 3 0 1 2 0 0 16 14 10 7 8 25 3 7 4 5 5 16 16

18:00 - 18:15 102 8 0 4 4 15 2 0 5 4 1 1 9 0 0 1 2 0 0 16 98 108 23 21 14 45 1 16 29 7 53 14

18:15 - 18:30 54 9 0 3 2 10 1 0 8 1 1 4 7 1 3 1 0 0 0 11 89 143 38 13 11 72 0 12 30 5 38 17

18:30 - 18:45 50 12 0 2 0 3 3 0 4 3 2 2 9 3 0 1 3 0 0 11 52 60 21 9 12 41 1 7 36 7 53 17

18:45 - 19:00 46 7 0 0 0 0 0 0 0 3 1 4 8 0 0 0 4 0 0 3 28 50 15 13 13 26 2 1 15 1 34 5

19:00 - 19:15 24 4 0 2 3 4 0 0 0 2 0 3 3 0 0 0 1 0 0 2 13 37 12 8 4 34 5 9 25 4 49 5

19: 15 - 19:30 16 3 0 0 1 2 0 0 0 0 1 1 3 0 0 0 0 0 0 4 21 39 5 9 8 38 2 5 6 2 11 6

19: 30 - 19: 45 8 3 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 1 5 13 13 8 4 5 12 1 3 7 3 8 3

19:45 - 20:00 3 2 1 0 0 3 0 0 1 4 0 4 6 2 0 0 1 0 0 9 1 3 7 2 3 11 0 1 6 0 3 4

494 480 3 61 139 114 29 22 55 177 30 99 96 41 27 36 75 2 5 510 527 634 330 257 492 399 88 104 292 168 429 440

06:00-08:00

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# 7 # 8 # 9 # 10 # 11 # 2 # 3 # 4 # 5 # 6

Appendix (6-2) TCO BO Traffic Counting Locations

8695649795871038 253 51 498 63 82 1671

18:00-20:00

FGP Traffic Study - KPJV TENGIZ TRAFFIC SURVEY READINGS - TOTAL VEHICLES 13/10/12 - 17/10/12

Time / Location

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06:00-06:15 1 28 0 0 1 1 0 0 0 2 0 1 0 0 0 0 0 0 0 27 4 2 18 9 26 1 2 0 4 6 2 9

06:15 - 06:30 2 41 1 0 0 0 0 0 0 3 0 1 0 0 0 0 5 0 0 20 3 1 9 16 23 3 0 4 1 11 1 17

06:30 - 06:45 1 18 0 1 3 0 0 0 0 4 0 0 0 1 0 0 1 0 0 33 8 0 7 11 24 1 1 3 5 19 3 28

06:45 - 07:00 2 28 0 0 2 1 0 1 0 3 0 2 1 0 0 0 2 0 0 17 3 0 5 7 20 6 1 2 4 7 3 29

07:00 - 07:15 3 8 0 2 6 1 0 1 0 2 0 1 0 1 0 0 1 0 0 8 2 2 2 4 10 1 1 1 1 3 2 15

07:15 - 07:30 4 11 0 2 2 2 0 1 0 3 0 4 0 0 0 0 2 0 2 4 0 1 2 6 6 2 1 2 8 4 7 8

07:30 - 07:45 4 7 1 0 1 2 1 0 0 2 0 0 2 1 0 0 1 0 0 8 2 2 5 3 6 6 0 1 0 2 0 10

07:45 - 08:00 6 7 0 0 3 3 0 1 0 0 3 3 1 0 0 0 2 0 0 10 1 4 6 2 6 3 1 1 5 4 3 6

11:00 - 11:15 14 1 0 4 2 7 3 0 1 5 2 1 2 2 0 0 1 0 0 3 10 14 2 4 13 5 2 4 5 3 5 2

11:15 - 11:30 10 12 0 2 1 1 1 0 3 10 2 1 1 0 0 0 0 0 0 5 8 7 3 6 3 5 2 1 4 3 7 3

11:30 - 11:45 7 6 0 0 2 6 1 0 3 9 0 1 2 1 0 0 3 0 0 8 9 11 3 3 11 12 0 3 2 4 5 5

11:45 - 12:00 8 3 0 1 3 4 1 1 5 3 3 1 5 2 1 1 0 0 0 5 6 12 5 5 10 11 0 6 4 1 5 1

12:00 - 12: 15 9 3 0 4 2 4 2 0 1 4 2 0 2 1 1 0 1 0 0 7 8 10 2 3 6 0 11 2 6 1 5 1

12:15 - 12:30 7 6 0 0 3 1 1 2 0 4 1 0 2 1 0 0 0 0 0 5 5 6 1 0 6 0 9 2 6 2 7 3

12:30 - 12:45 7 7 0 3 4 2 2 2 0 4 0 0 0 0 1 2 1 0 0 10 5 4 8 4 9 2 8 1 8 4 8 3

12:45 - 13:00 6 6 0 1 5 2 0 3 0 2 1 1 0 2 0 0 1 0 0 10 5 4 3 3 12 1 4 1 3 3 5 7

18:00 - 18:15 62 4 0 4 3 4 1 0 1 1 1 0 3 0 0 0 0 0 0 5 53 70 12 10 5 25 1 8 22 2 25 7

18:15 - 18:30 29 2 0 0 0 1 1 0 4 0 1 1 1 0 0 1 0 0 0 1 73 91 21 2 3 45 0 4 21 1 20 8

18:30 - 18:45 21 1 0 1 0 2 3 0 3 1 2 1 2 0 0 0 0 0 0 2 41 26 10 1 6 18 0 4 27 2 20 3

18:45 - 19:00 16 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 2 13 20 8 5 7 15 2 0 8 0 12 3

19:00 - 19:15 8 1 0 1 2 2 0 0 0 0 0 2 2 0 0 0 0 0 0 1 6 11 5 3 3 16 2 4 12 4 19 2

19: 15 - 19:30 7 1 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 1 10 7 3 3 7 5 1 3 2 0 3 2

19: 30 - 19: 45 2 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7 3 2 0 4 9 1 2 5 2 5 1

19:45 - 20:00 1 1 1 0 0 1 0 0 1 2 0 1 3 1 0 0 1 0 0 9 1 2 4 1 2 7 0 1 4 0 3 2

18:00-20:00

KPJV TENGIZ TRAFFIC SURVEY READINGS - ONLY CARS Dates : 13/10/12 - 17/10/12

Time / Location

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06:15 - 06:30 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 11 1 1 3 5 9 1 0 0 1 1 1 5

06:30 - 06:45 0 9 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 5 0 1 1 0 7 1 0 0 1 5 0 12

06:45 - 07:00 1 17 0 2 2 0 0 0 0 2 1 2 0 0 0 0 2 0 0 5 3 1 1 3 5 0 0 1 3 1 0 14

07:00 - 07:15 0 4 0 0 3 1 0 0 0 2 0 1 0 1 0 0 0 0 0 7 1 1 0 1 7 0 0 1 1 3 0 9

07:15 - 07:30 0 7 0 1 3 0 0 2 0 0 1 1 1 0 0 8 2 0 0 7 2 3 2 0 3 1 0 0 0 0 0 6

07:30 - 07:45 0 7 0 1 2 0 0 0 0 1 1 0 2 3 0 2 3 0 0 12 2 1 1 1 4 0 0 0 0 0 0 4

07:45 - 08:00 1 3 0 2 3 3 0 1 0 1 1 2 0 0 0 1 2 0 0 7 1 1 2 1 4 1 1 0 2 0 0 10

11:00 - 11:15 5 4 0 1 1 3 3 5 1 1 0 3 3 2 4 1 2 0 0 2 1 4 2 1 2 4 0 0 1 0 5 1

11:15 - 11:30 3 2 0 1 0 2 1 0 4 1 1 4 0 1 4 1 5 1 1 3 2 2 1 0 2 1 0 0 1 0 11 0

11:30 - 11:45 2 1 0 1 1 0 0 0 7 1 1 3 0 1 2 5 3 0 0 0 1 2 0 1 4 5 0 0 0 1 5 3

11:45 - 12:00 4 0 0 2 1 3 4 0 0 1 0 4 1 0 5 2 5 0 1 1 9 2 1 0 2 2 0 0 0 0 3 0

12:00 - 12: 15 1 3 0 1 1 1 0 1 0 5 0 2 0 1 3 0 4 1 0 0 9 3 0 2 2 0 2 0 1 0 2 0

12:15 - 12:30 6 2 0 2 2 1 0 0 0 4 0 0 1 1 1 2 0 0 0 0 9 0 0 0 1 0 0 1 1 0 2 1

12:30 - 12:45 1 3 0 1 1 1 0 0 0 6 0 2 2 1 0 3 1 0 0 4 1 0 1 0 0 0 1 0 1 0 3 0

12:45 - 13:00 2 0 0 3 2 0 1 0 0 2 0 0 0 1 0 1 1 0 0 0 2 2 0 1 4 1 0 2 0 2 3 7

18:00 - 18:15 5 2 0 0 0 1 1 0 3 0 0 0 0 0 0 1 1 0 0 0 4 12 0 1 1 7 0 1 1 1 13 3

18:15 - 18:30 2 1 0 0 0 2 0 0 4 0 0 0 0 0 3 0 0 0 0 2 3 8 6 1 2 2 0 1 1 0 4 0

18:30 - 18:45 5 6 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 2 0 1 1 3 1 0 2 1 14 3

18:45 - 19:00 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1 0 3 1 0 0 0 0 1 0

19:00 - 19:15 3 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4 8 0 0 0 6 2 0 0 0 3 3

19: 15 - 19:30 3 1 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 1 4 1 0 1 0 1 2

19: 30 - 19: 45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 2 0 0 0 1 2 1

19:45 - 20:00 0 0 0 0 0 1 0 0 0 1 0 1 2 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1

18:00-20:00

KPJV TENGIZ TRAFFIC SURVEY READINGS - ONLY TRUCKS Dates : 13/10/12 - 17/10/12

Time / Location

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06:00-06:15 4 3 0 0 1 0 0 0 0 1 0 0 0 0 0 0 3 0 0 38 4 3 17 5 29 0 0 0 9 2 4 8

06:15 - 06:30 5 43 0 0 0 0 0 0 0 5 0 0 0 0 0 0 2 0 0 48 8 3 6 10 42 1 0 0 6 7 3 19

06:30 - 06:45 3 41 0 0 7 0 0 0 2 16 0 8 0 0 0 0 0 0 0 38 6 5 14 14 26 2 0 0 3 16 1 32

06:45 - 07:00 4 25 0 1 11 2 0 0 1 12 0 14 1 0 0 0 0 0 0 15 7 3 4 2 20 5 1 1 5 2 1 29

07:00 - 07:15 6 17 0 1 6 2 0 0 0 3 0 4 1 1 0 0 0 0 0 8 4 4 6 2 7 1 0 2 6 5 12 20

07:15 - 07:30 5 4 0 2 9 2 0 0 0 5 0 2 5 0 0 0 0 0 0 4 6 8 0 6 2 7 0 3 4 4 8 16

07:30 - 07:45 4 8 0 0 4 2 0 0 0 2 0 1 0 0 0 0 0 0 0 6 11 13 7 6 2 3 0 1 5 2 3 5

07:45 - 08:00 3 3 0 2 3 1 0 0 0 1 0 0 2 1 0 0 0 0 0 11 1 3 13 7 5 8 0 0 3 2 5 3

11:00 - 11:15 3 1 0 0 2 5 0 0 0 2 0 0 1 1 0 0 1 0 0 4 6 7 7 2 4 1 0 0 1 0 2 3

11:15 - 11:30 6 3 0 0 3 4 0 0 1 2 3 1 1 1 0 0 2 0 0 1 2 2 1 1 9 5 0 1 3 1 3 1

11:30 - 11:45 9 1 0 0 1 0 0 0 1 2 0 3 4 2 0 0 0 0 0 5 4 4 3 4 3 8 0 0 1 1 2 2

11:45 - 12:00 7 3 0 0 0 0 1 0 7 3 1 0 1 1 1 0 1 0 0 1 5 3 1 6 1 2 0 1 1 1 3 1

12:00 - 12: 15 4 4 0 1 3 4 0 0 0 5 0 2 3 1 1 0 0 0 0 0 5 8 6 2 4 0 14 1 1 1 8 1

12:15 - 12:30 4 5 0 1 2 3 0 0 0 2 0 0 0 2 0 1 1 0 0 4 5 3 4 1 2 0 3 0 3 2 7 3

12:30 - 12:45 3 3 0 2 5 0 0 1 0 5 0 0 2 0 0 3 1 0 0 9 4 4 8 3 4 0 8 0 6 3 6 4

12:45 - 13:00 4 4 0 1 9 0 1 0 0 4 0 4 1 0 0 0 0 0 0 6 7 4 4 4 9 1 3 1 2 0 8 2

18:00 - 18:15 35 2 0 0 1 10 0 0 1 3 0 1 6 0 0 0 1 0 0 11 41 26 11 10 8 13 0 7 6 4 15 4

18:15 - 18:30 23 6 0 3 2 7 0 0 0 1 0 3 6 1 0 0 0 0 0 8 13 44 11 10 6 25 0 7 8 4 14 9

18:30 - 18:45 24 5 0 1 0 0 0 0 1 2 0 1 7 3 0 0 3 0 0 7 11 32 11 7 5 20 0 3 7 4 19 11

18:45 - 19:00 22 6 0 0 0 0 0 0 0 3 0 4 6 0 0 0 2 0 0 1 15 28 6 8 3 10 0 1 7 1 21 2

19:00 - 19:15 13 1 0 1 1 2 0 0 0 1 0 1 1 0 0 0 1 0 0 1 3 18 7 5 1 12 1 5 13 0 27 0

19: 15 - 19:30 6 1 0 0 0 1 0 0 0 0 0 0 3 0 0 0 0 0 0 3 11 27 2 6 0 29 0 2 3 2 7 2

19: 30 - 19: 45 6 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 3 6 8 6 4 1 1 0 1 2 0 1 1

19:45 - 20:00 2 1 0 0 0 1 0 0 0 1 0 2 1 0 0 0 0 0 0 0 0 1 2 1 1 4 0 0 2 0 0 1

18:00-20:00

KPJV TENGIZ TRAFFIC SURVEY READINGS - ONLY BUSES Dates : 13/10/12 - 17/10/12

Time / Location

# 1 # 2 # 3 # 4 # 5 # 6 # 7 # 8 # 9 # 10 # 11

06:00-08:00

11:00-13:00

of 5 FGP TS, Appendix (7-1)

Appendix (7-1) TCO and FGP Parking Lots Assessment

1. Parking lots inside Constructions Compound

Parking is a major part of almost every project. All the parking lots at the TCO site are surface parking lots. The main requirements are at paying close attention to its design to insure it is user comfort and convenience, while at the same time developing an efficient, functional and cost effective parking facility. All the designated park areas requires certain degree of contemplation and re-striping to advance and improve the capacity and traffic flow so all the project vehicular accommodations and needs are addressed.

Purpose of Schedule - Shift time

• passenger set-down and pick-up areas • goods loading/unloading facilities are provided in a safe and efficient manner; • that the off-site impacts of these activities are within acceptable limits; • advantages of 90 degree parking, as compared with lesser angles • Generally most efficient if site is sufficiently large; • Uses two-way movement (can allow short, dead-end aisles); • Allows a parking in either direction. • Thus it can minimize travel distances and internal conflict; • Does not require any aisle directional signs or markings;

Designated or planned Routes Loading/Offloading

Areas for loading and unloading should preferably be separate from general access areas and loading bay edges should be clearly marked and protected by barriers. Adequate space for vehicle maneuvering should be available in loading/unloading and delivery areas.

If reversing or maneuvering into position is required consideration should be given to the provision of physical barriers or the attendance of another person to supervise the movements. Audible warnings for vehicles reversing or maneuvering are appropriate.

Operators in unloading areas should be provided with suitable refuges and drivers of vehicles should be segregated from dangerous working areas.


Special coatings to road surfaces may be required to provide resistance against chemical attack from spillages. Kerbing and other containment measures may also be required to ensure that spillages do not spread across adjacent areas. In these areas drainage channels may also be required that drain to collection sumps for reclamation purposes

Pedestrians and should be kept away from vehicle routes wherever possible in order to avoid Road crossing points for pedestrians and should be clearly identified and consideration should be given to clearly identifying crossings by traffic lights, zebra markings or other such systems. Zebra crossings can also be incorporated into layout design.


2. Parking lots: New design to parking area in front of TCOV – Similar approach to be used, after modifications for FGP’s parking lots in Construction Compound and New Residential Camp

NSS

Security

Aq

uar

ium

Re

sta

ura

nt

Bus

Sign

Bus

Sign

Bus

Sign

Bus

Sign

Bus

Sign

Walking have Pilling edges,Gravel inside

Sp

ee

d H

um

p

Sp

ee

d H

um

p

Bu

s S

top

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PEDESTRIAN WALK

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

PEDESTRIAN WALKWAYPEDESTRIAN

CROSSING

Bank and Office

CREW

CHANGE

FENCED

AREA

NSS Camp

Road

BUS PARKING LOT

Bus

Sign

Bus

Sign

Bus

Sign

Bus

Sign

Bus

Sign

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

Bus

Sign

Bus

Sign

Bus

Sign

Bus

Sign

Bus

Sign

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

PE

DE

ST

RIA

N C

RO

SSI

NG

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

WA

LK

WA

Y

Approx. 80 m

Approx. 100 m

Pedestrian path / Asphalt paved

LDV park

Buss Park

Disembarking areas

N

Pedestrian path

Current KPJV LDV park

Walking have Pilling edges,Gravel inside


Bus Parking Lot

Bus

Sto

p

Pedestrian crossing

Aqu

ariu

m

Res

taur

ant

Office

Pedestrian walk

Crew change fenced area

NSS Security

NSS Camp

road

1.3 m

Speed H

ump

Main

Pedestrian walkway

Bus Sign

Bus Sign

Bus Sign

Bus Sign

Bus Sign

PED

ESTR

IAN

C

RO

SSIN

G

PED

ESTR

IAN

C

RO

SSIN

G

PED

ESTR

IAN

C

RO

SSIN

G

Walkways have Piling edges, Gravel inside

1 2 3 4

Road

PED

ESTR

IAN

C

RO

SSIN

G

Safety Barriers 1 m high

5

WA

LK W

AY

WA

LK W

AY

WA

LK W

AY

WA

LK W

AY

WA

LK W

AY1.5

width of bus

PED

ESTR

IAN

C

RO

SSIN

G

Speed Hum

p

Screening and Check

TCOV - How it Works • 1. Pedestrian crossings and lane markings are painted on main road• Dispatcher to control positioning of buses and changing of signs• The Diagram shows 5 bays only, but 10 bays, barriers, pedestrian crossings needed ( actual

size)


3. Parking lots in and around 3GP , Large parking lots shall be avoided around infields due to restriction of well zones

of 5 FGP TS App (7-2)

Appendix (7-2) Proposed FGP Traffic Flow and Routes

Traffic Generation and Integration related issues

Site Traffic Control

Site traffic control relies upon a combination of physical features such as the selection of appropriate vehicles to carry out the necessary work in the conditions that prevail, road layout and marking, signs and signals and other considerations such as systems, procedures and training. Site traffic control should typically consider the following types of traffic:

• Road traffic - commercial delivery vehicles (including road tankers, wagons, couriers etc), internal vehicles (including fork lift trucks, mobile cranes), visitor and staff cars/LDV’s etc;

• Pedestrian traffic- site employees, contractors and visitors either on their way to or from their normal place of work at the beginning or end of the working day, or as part of their work during the day.

Traffic routes should be determined and can be classified as either access/through routes to site for deliveries, shuttle routes between buildings ( as current shuttle between TCOV and SHV)for on-site activities, or emergency access routes for fire engines, ambulances etc. Careful planning and consideration of site traffic control issues can result in a reduction in the likelihood of collisions between vehicles and/or equipment (crossings and Intersections of Sarykamys highway and Unity Road)

Road Traffic

Consideration should be given both to the hazards introduced by the loads being conveyed and the mode of transport used. The purpose of the presence of vehicles on site should be assessed. Some vehicles may be used simply for access and the transportation of personnel and others for the delivery of materials (solids, liquids and gases) and equipment to/from site.

Each type of vehicle has different characteristics and introduces different potential problems to site. An assessment of the risks of transportation of each material/load on site should be carried out, an estimate of the frequency of each delivery made and the access route carefully defined in relation to the hazards present.

Traffic Flow

In order to assist in controlling traffic flow on-site a number of additional measures can be incorporated in order to manage traffic flow in congested areas and reduce speeds on-site. Such techniques include the following:

• Flagged man can be used to control flow at busy junctions, in narrow locations and at entry and exit locations to the site; One-way systems should be considered where necessary to reduce the likelihood of collision, reduce congestion and improve traffic movement;

• Traffic calming devices such as speed humps, rumble strips, width restrictors etc can be incorporated into road design to encourage a reduction in speed. The design of such features must be appropriate for the type of traffic envisaged.


• For 3GP and 3GI Motor Roads, Physical barriers should be incorporated into road design to protect vulnerable and hazardous installations such as storage tanks, pipe work systems, buildings or pedestrian access areas; Signs and road markings; and, Site speed limits.

Signs/Road Markings Signs and signals should be used on-site to clearly identify hazards, restrictions and to give directions. Chemical hazards should be identified along with height, width and loading restrictions for pipe bridges, arches, bridges etc.

Road markings should be used to designate traffic routes, non-parking areas, give way areas etc in accordance with standard road markings. All signs should be unambiguous, conspicuous, clean and unobstructed.

A site plan should be available at the site entrance, the site speed limit should be clearly identified and adequate signposting to assist delivery vehicles unfamiliar with the site layout should be provided to assist navigation.

Traffic Generation:

1. Start of the work • Time and locations

2. During the day • Time and locations

3. End of the work • Time and location

4.1 Traffic Integration

1. Start of the work • Time and locations

2. During the day • Time and locations

3. End of the work • Time and location

Operational Issues

A number of on-going measures should be considered by FGP when considering roads and traffic control.

Systems and Procedures

Systems and procedures should be in place to ensure that site traffic control issues are adequately considered and incorporated into site safety management systems. Consideration should be given to segregating incompatible traffic loads and organizing deliveries outside busy periods.

Systems should be in place for assessing the transport requirements, vehicles and routes to be used. Consideration should be given to the necessity for transport, and to a vehicle selection system for the site that considers the design, maintenance and operability of the vehicles to be used. Operating and


maintenance procedures for all vehicles on site should be developed. Procedures should exist to deal with the increased hazards caused by adverse weather conditions - flooding, snow and ice etc.

Procedures for gritting/salting of roadways and pedestrian routes and for snow clearance should be available. Procedures for routine clearance of debris from roadways and road cleaning along with adequate resources should be available.

Standard access routes for FGP personnel and Bulks traffic should be defined and prepared in advance (see next pages for proposed FGP routes). In the event of site roadwork’s, temporary construction work or other reasons why areas may be temporarily out of use (cranes, rail delivery etc) a system needs to be in place to ensure that alternative routes are developed, temporary access signs installed etc. Under all circumstances access for emergency vehicles to all facilities should be maintained.

Training

Training for all site staff should cover technical issues such as - vehicle and equipment operation, hazard awareness, speed limits, parking and loading requirements, safe operating practices on site especially 3GP and 3GI sites as they are located in infield TCO operation zone.

Bellow illustrated routes are what the study proposed for FGP traffic routes during at least second half of 2013 until end of 2015: FGP Personal Transport Route / Start of the day and End of the day

1. To 3GI and Boksel3 BP Starts at SHV using SKH and exits to 3GI and Beksol 3 using Nature Road

2. To CC and 3GP: Starts at SHV using SKH up to crossing Kaspi Zholy Road (Rail Bridge over road crossing) and continue west to cross UR and uses the UR to accesses to CC

3. Other routes are to be identified by all stockholders FGP Bulks Transport Route / during the day :

1. To 3GI and Boksel3 BP Starts at any location using SKH and exits to 3GI and Beksol 3 using Nature Road

2. To CC and 3GP : Starts at any location, use either SKH or Kaspi Zholy and partially UR Road and infield roads

3. From CC to infields

4. Other routes are to be identified and greed on consensus between all stockholders

Following two pages highlights Study proposed Personnel and Aggregate-Sand Traffic Routes

final report - tco - kpjv - fgp traffic study- 2013, kazakhstan

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