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

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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

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Study Proposed Security gate entrance during New Residential (NC) Camp construction
FGP Traffic Generation and Integration Zones

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Current TCO Traffic counting Locations

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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

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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

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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

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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

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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

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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

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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

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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.

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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

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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).
RV
SV 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.

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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:

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Prioritize / Ranking of FGP Transportation needs at TCO Lease Area / to serve TCO Expansion Short and Long-term Plans
T
C
O
B
O
2- Do minimum- Economic repair for RVroads
per year
3- continuewith Temporary Traffic improvement
measures atRVcrossingwith SHW( Road and
Rail crossings) per year
2- Build a gradeseparated rail under bridge
(optional)
Ranking of the Urgent Activities at
Macro level - Long term
Build a newHaul Road
Build a newMotor Road
SelecttheOption
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 HaulRoad
Motor Road (CC to RV and to RailBridge - 18 km north of RV
direction of Kulsary)
SafeFGP traffic fromCC to Kulsary
F
G
P Other new motor roads
Shanyrak/ TCO Village Intersections- UnityRoad and Sarykamys
Highways
1- continuewith Temporary Traffic
improvement/managementmeasures at
Intersections SV,TCOVwith SHW( Road and Rail
crossings) per year
1- Build theproposed two roundabouts atthe
designated locations instead of present
locations of SVand TCOVIntersections - to
improvesafety and delays in traffic flow
Intersection UnityRoad and KaspiZholyRoad
1- continuewith Temporary Traffic
improvement/managementmeasures atthis
Intersections per year
1- Converttheexistingintersection to the
proposed Roundabout- to improvesafety and
reducedelays in peak hours
RotationalVillage
1- Upgradetheexistingtwo main Links /
Industrial Roads
1- Buildingnewroad to join Unity Road - second
entranceto Shanyrak)
Networkof infield Roads
Road and RailwayNetworks
Do minimum- Economic repair for all roads to
cater with comingFGP traffics
NatureRoad to beupgraded to service3GI and
MPW
Theexistingnetwork capacities is up to the
operational requirements
So far no need for bigchanges

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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

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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.

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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

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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.

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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

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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

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- 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

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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

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Current Main Traffic Collector Roads of TCO JV Area

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Proposed NEW Roads - FGP Expansion Needs

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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
Assumptions
will made by
KK for this
study
SHV Area
Security Check
Point OPZ
entry Gate # 5
TCO Asset
Development
Roads
22 2000
Assumptions
will made by
KK for this
study
Security Check
Point OPZ Exit
Gate # 1
TCOV Area
Regional
Class III
17 800
Assumptions
will made by
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

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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.
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

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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.

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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
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.

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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

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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.

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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

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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.

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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 period
9
(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

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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

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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)

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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

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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

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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

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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

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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 Road
13
-
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

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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.

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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).

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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.

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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.

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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.

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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

of 52
RV
SV 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:

of 52
• 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

of 52
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

of 3
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 07
th
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 08
th
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

of 3
involved
Remarks
• Road standards to be altered if
necessary/ KazpiZolly
• Review / Observe UR. Kaspi
Zholyi, and SKH in Tengiz area
• Review / Observe traffic patrons
and requirements at post 5
for track 21 and 22
• Review / Observe IB aggregate
stockpile location and traffic flow
18:00-19:00 / Recap day activities
March 09
th
Tengiz,
KPJV site offices
TCOV
• Review / Observe rail crossing at
RV
for Contractors Compound
• Review / Observe all rail crossings
for Contractors Compound
• Review / Observe Concrete Batch
Plant traffic patrons
• Review / Observe proposed roads
outsite of OPZ
and parkings for WACO
• Review / Observe access
requirements for construction of
New Camp
Photographic Record
March 10
th
Tengiz,
KPJV site offices
TCOV
• 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
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

of 3
involved
Remarks
March 11
th
Tengiz,
KPJV site offices
TCOV
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.

of 15
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

of 15
- 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.

of 15
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.

Final Report - TCO - KPJV - FGP Traffic Study- 2013, Kazakhstan

Final Report - TCO - KPJV - FGP Traffic Study- 2013, Kazakhstan

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