northport ship maintenance facility

Northport Ship Maintenance Facility

Concept Design

2021-01-11

DRAFT

©WSP New Zealand Limited 2019 i

Contact Details

Melvin Auld

WSP 12 Moorhouse Avenue Christchurch 8011 +64 3 363 5507 +64 27 313 8922 [email protected]

Document Details:

Date: 11 January 2021 Reference: 6-DV652.00 Status: Draft Revision: 01 Prepared by

Melvin Auld

Peter Houba

Kevin McManus

Noel Band

Dwayne Claassen

Reviewed by

Gary Chalmers

Approved for release by

Gary Chalmers

©WSP New Zealand Limited 2019 ii

Contents

Executive Summary .............................................................................................................................................................................. 3

1 Introduction .................................................................................................................................................................................. 5

2 Scope of Engineering Report ............................................................................................................................................. 5

3 Operational Requirements .................................................................................................................................................. 5

3.1 High-level overview of reclamation ................................................................................................................... 5

3.2 High-level overview of the dry dock operation ........................................................................................... 6

3.3 Berth (and immediate surroundings) requirements .............................................................................. 6

3.4 Dolphin requirements ............................................................................................................................................... 6

3.5 Maintenance facilities & hard standing (away from berth faces) requirements .................... 7

3.6 Other requirements .................................................................................................................................................... 8

4 Inputs from other Sources ................................................................................................................................................... 8

5 Concept Design Methodology........................................................................................................................................... 8

6 Importance Level and Seismic Issues............................................................................................................................ 8

7 Preliminary Geotechnical Analysis ................................................................................................................................. 9

8 Design Options and Proposed Concept Design Solution ................................................................................. 9

8.1 Options Considered .................................................................................................................................................... 9

8.2 Selection Criteria .......................................................................................................................................................... 11

8.3 Proposed Concept Design .................................................................................................................................... 12

9 Proposed Construction Methodology ......................................................................................................................... 14

10 Indicative Construction Programme ........................................................................................................................... 15

Appendix A ....................................................................................................................................................................................................

Appendix B ....................................................................................................................................................................................................

Executive Summary

The objective of this report is to support an application for the consenting of a new ship

maintenance facility to the west of the current NorthPort wharf infrastructure. The entire proposed

port expansion includes number 4 and 5 berths to the east of the existing wharves. This report is

focused on the western expansion only.

The proposal provides for a Ship Maintenance facility consisting of Ship Yard 1 (SY1) Berth, SY2

Berth, SY3 Berth to house a floating dry dock, and SY4 Berth as indicated below. Approximately

1,000 metres of wharf is created to the west of the existing 570 metres of berth frontage. The key

feature of the maintenance facility is to provide mooring and infrastructure for a floating dry dock

to the SY3 Berth.

The features of the proposed maintenance facility are:

• The ship maintenance yard is located to the West immediately adjacent to the existing

Northport wharf frontage..

• To establish SY1, 2, 3 & 4 berths with the floating dry dock positioned alongside SY3.

• To provide 62,000 square metres of hardstanding consisting of asphaltic pavement.

• Approximately 1,000 metres in length of a king-pile sheet-pile wall to contain the

hardstanding and provide wharf frontage including bollards and fenders.

• The berth frontage is retained by king-pile and sheet-pile combined wall (combi-pile wall)

that is tied back by anchors into the hardstanding area.

• There are 3 mooring points to accommodate the floating dry dock. A vehicle entrance ramp

is also included to provide access to the floating dry dock from the south.

• Along the southern side diagonal of the site is a rock revetment retaining wall including a 4-

metre-high visual and noise mitigation wall.

• All stormwater is retained within the ship maintenance facility, mechanically treated, and

then discharged into the existing Northport stormwater management system.

• To extend the existing ship turning basin requires approximately 900,000 cubic metres of

dredging, approximately 40% is utilised in the construction of the western maintenance

berth: it is understood that the balance is to be used in the reclamation behind the eastern

berth extensions 4 and 5.

• The facility will require services including waste water, potable water, fire protection, power

and general yard lighting.

• A 900-metre-long access road from the port boundary to Marsden Bay Drive through

Marsden Maritimes Holding property.

From a Building Code perspective, an Importance Level 2 has been adopted for the facility,

meaning it is not required to perform a post disaster function.

The treatment and discharge of stormwater for the berths and hardstanding is beyond the scope

of this report.

From the geotechnical information available the key differences compared to the existing berth

reclamation are that this western area has a higher level of variability, with clay layers present at

critical depths. The density of the upper layers and reclaimed sand fill require ground

improvement.

Six different concepts were considered. The proposed concept based on the selection criteria

adopted was a steel combi-pile wall with one level of tie backs above low tide level with as much

length as possible constructed in the dry. Where dry working / land-based construction is not

possible a construction sequence utilising floating platforms is proposed. Whilst the actual

structural form may change through a detailed design process, the structure presented here is a

likely outcome and provides a good basis for related effects assessments by others.

The construction period is approximately 3 ½ years. The steel pile driving, a noisy activity, is for

approximately half this time period, 16months in the coastal marine area and 9 months

from/within the reclamation

1 Introduction

Northport, working in conjunction with stakeholders, has developed a concept design for a Ship

Maintenance Facility, together with the completion of other associated studies and investigations.

User Requirements for the facility have been provided to WSP by Northport. The user

requirements are presented in section 3 of this report. Changes to the user requirements may lead

to the need for revision of the concept design solution proposed.

2 Scope of Engineering Report

The scope of this engagement is to complete a high-level concept design suitable for resource

consent.

Specifically, the workstream undertaken by WSP for the resource consent application is:

• Concept design of the civils/ marine infrastructure needed for the facilitation and operation

of the proposed floating dry dock

• Concept design construction methodology and indicative works programme.

It should be noted that this phase of the work only covers the development of a proposed concept

design for this ship maintenance facility, it does not constitute a preliminary design for the ship

maintenance facility.

3 Operational Requirements

Stakeholder User Requirements for the ship maintenance facility have been provided to WSP by

Northport through a number of engagement meetings and are summarised below.

3.1 High-level overview of reclamation

• The proposed reclamation which forms the ship maintenance facility, is to have a design life

of at least 50 years, which is in line with the design life of the drydock.

• Additional durability interventions can be undertaken at 50 years to enable the ship

maintenance facility to achieve 100-year design life.

• The layout of berths and dimensions along the proposed reclamation is to be as follows:

3.2 High-level overview of the dry dock operation

• The dry dock to be considered, is offered by Damen:

• Dimensions are 251 x 44 m

• Vessel maximum displacement that can be handled by the dry dock is 22,000 tonnes

• The dry dock has a submerged draft of 12.75 m

• Keel blocks will sit on the deck of the dry dock by means of gravity only – they will not

be fixed to the structure

• The drydock is to be located along SY3.

3.3 Berth (and immediate surroundings) requirements

• The existing berth depths at the wharf frontage along:

• Berth 1 and 2 (chainage 0 – 390 m) is currently -13 m CD but can be cut to -14.5 m CD.

• Berth 3 (chainage 390 – 570 m) is -14.5 m CD but can be cut to -16 m CD.

• The berth depth along the north face of the proposed reclamation (along SY2 and Berth 1

extension to the corner of SY4) is to be -14 m CD. This allows for dredging tolerances and

siltation build-up

• The dredged depth of the drydock basin is to be -14 m CD, such that there is little difference

between the adjacent proposed depth at north face berths (-14.5m) and the dry dock basin (-

14m)

• The dredged depth along SY1 is to vary from -9 m CD (southern extent of the berth) to -14 m

CD (northern extent of the berth)

• The fendering and bollards are to be designed for current vessels

• SY1, SY2, and SY4 is to have fendering running along the entire length of each berth

• The dry dock will be moored to the SY3 berth by means of three spud pole connections (no

fendering will be required along berth SY3)

• The dry dock will be located 20 m from the southern face of the dry dock basin

• An access ramp is to be provided onto the dry dock from the south

– The ramp is to cater for Class 1 vehicles

– The ramp is to be 6 m wide and designed to +3 m CD

• The surrounding heavy-duty pavement loadings is to be as per the existing berth structure

loadings, including catering for harbour mobile crane operations

• There will be no need for crane rails (limited load carrying capacity) – crane operations will be

carried out by means of harbour mobile cranes and drydock mounted cranes

• To cater for the high windage associated with cruise ships/ferries:

• Normal bollards are to be spaced as per existing spacings (12.2 m – determined from As

- builts)

• Storm bollards are to be spaced at 45 m

3.4 Dolphin requirements

• A mooring dolphin is to be provided:

• The dolphin is to be located 55 m west of the SY1/SY2 interface and set back 25 m

(south) from the SY2 berth face

• The dolphin is to cater for 3 mooring lines (each line 100 tonnes) for a vessel from SY2,

therefore allow for 300 tonnes on the dolphin

• The maximum displacement of the vessel is assumed as 49,000 tonnes

• The maximum length of the vessel is assumed as 245 m by 32 m beam

• Mooring lines on the vessel are assumed at 12 m above the water level

• No mooring study has been undertaken at this stage for the dolphin to ascertain

horizontal arcs and vertical inclinations

3.5 Maintenance facilities & hard standing (away from berth faces) requirements

• The proposed facility operator will require basic buildings such as offices, ablutions, small

workshops, lunch rooms, etc.

• The following services will need to be supplied:

• Water:

– Stormwater infrastructure (subsurface) – which can flow into the existing

stormwater management system that is designed for a 100-year Annual

Reoccurrence Interval (ARI)

– The stormwater infrastructure will need to cater for mechanical treatment prior

to being discharged into the existing stormwater management system

– Sewer infrastructure (including infrastructure to cater for waste water contained

within the floating dry dock)

– Potable water and Firefighting infrastructure

• Power:

– 1000 kVA power supply; 60 Hz power supply for vessels

– Substation, which should be located in the vicinity of SY1, SY2, and SY3

• Lighting:

– The current grid layout for lights is to be extended along the proposed

reclamation as well

– It is assumed that the dry dock is self-contained for lighting

– Lights to be 35 m high

– It is assumed that any additional lighting required by the shipyard operator will

need to be supplied on a case-by-case basis

• All services need to be located away from crane operation locations – the harbour mobile

cranes will operate within 20 m of the berth face

• The finished level of the reclamation is to be +5.15 m CD, which ties into the existing berth

finish levels (along the perimeter)

• Allowance is to be made for surface water drainage falls at 1:50 and 1:100 (where

appropriate) – the reclamation is required to be as flat as possible

• The existing pavement design is deemed appropriate, given the good track record of the

existing pavements, consisting of :

• 70 mm AC

• 400 mm stabilised Basecourse

• A concrete beam will run along the perimeter of the proposed combi pile wall

• The existing noise wall will remain in its current location

• The proposed reclamation will require an additional visual and noise wall and security fence

along the southwestern border of the reclamation

3.6 Other requirements

• The access road will be a private road, designed for high loading capability (military

equipment):

• The road will run through Marsden Maritime Holdings land and connect to the

remainder of the public road network

• A separate high security access will need to be provided though the Northport site

• The tug facility will be redesigned (at some stage) – it is likely to be a tethered/floating

relocatable structure

4 Inputs from other Sources

This concept design has progressed without final information from other workstreams and studies,

such as:

Hydrodynamic study including sediment transport in the dry dock

Geotech investigations and laboratory testing results. The main known issue is requirement for

testing of the identified clay layers.

Additional vessel simulations continue to be undertaken by Northport, this may further inform

the dredging volume and extent requirements.

5 Concept Design Methodology

The design methodology adopted was:

1. Collect and assess the Stakeholder User Requirements and proposed layout and agree on the

adoption of the Importance Levels to develop design loadings.

2. Assimilate the existing port wide geotechnical information and site-specific investigation

results.

3. Review and where appropriate incorporate previous Northport wharf designs for re-use within

the new wharf and floating dry dock basin; this includes an assessment of the seismic

liquefaction, and any construction issues specific to this site.

4. Develop a proposed concept design solution to meet the Stakeholder User Requirements,

with a focus on buildability and construction methodology.

5. Develop an indicative construction programme including identification of risks and

opportunities.

6. Identify where further work may be required in the following stages.

6 Importance Level and Seismic Issues

Project Memorandum PM02 (September 2019) discusses the impact on the concept design of the

adoption of various Importance Levels (as set out in AS/NZS1170.0 2002), asset life, and any

implications of the CDEMA on this facility.

It was agreed with Northport that the development of the concept design is to be based on:

• The facility does not have a post disaster function. Post disaster emergency response is to be

provided by other port assets.

• An Importance Level 2 is to be adopted

• Asset life is to be at least 50 years

The seismic design consideration is focused on the ability of the reclamation to sustain the design

levels of shaking with an acceptable level of damage.

Current investigations suggest that at the design levels of shaking, liquefaction of the upper layers

of the sea bed and reclamation fill that is deposited through a water column cannot be

discounted and that some densification and improvement of these layers will be required.

7 Preliminary Geotechnical Analysis

A site specific preliminary geotechnical investigation was carried out including five new machine

boreholes with standard penetration testing. The results indicate that the site is underlain by loose

and medium dense sands to a depth of about 10 m to 12 m below chart datum, then clays to a

depth of 16 m to 20 m, and then dense sands.

The depth and thickness of the clay layer shows some variability, and the strength of the clay varies

from soft to firm. The upper section of the clay layer is relatively soft, becoming firmer with depth.

Preliminary analysis of the waterfront concept design was carried out using PLAXIS finite element

software and adopting conservative soil properties appropriate to the available data.

The concept design solution is sensitive to the undrained shear strength of the clay layer. Further

sampling and testing will be required to confirm the undrained shear strength in the following

design phase to refine the waterfront design.

8 Design Options and Proposed Concept Design

Solution

8.1 Options Considered

A number of options for the structural form of the wharves and the floating dry dock basin were

considered. These are as follows:

• “hybrid” wharves similar to Berths 1 and 2

• Twin combi-pile wall structure similar to Berth 3

• Diaphragm wall with tieback anchors

• Interlocking circular caissons gravel or sand filled

• Typical marginal wharf

• Single combi-pile wall with tieback anchors

8.2 Selection Criteria

Several criteria were considered when arriving at a proposed concept design solution. These

included:

• An acceptable programme and a limited period of exposure to construction noise with a

focus on driving resistance and pile type.

• The ability to select the construction form and methodology to manage environmental,

social and cultural considerations while also targeting construction cost optimisation.

• Workable construction sequencing including use of floating platforms and divers

• The benefits of repurposing the dredged fill from the vessel turning area into the

reclamation

• The availability of rock/gravel from nearby quarries and optimising use of construction

materials

• Consideration of contractor capability including labour and plant required

• The environmental benefits of construction in the dry rather than over water

• The extent of ground improvement required

• Ability to take advantage of the shallow water depth over the site (when compared to Berths

1, 2 & 3) and the opportunity to construct in the dry rather than over water

• Optimising materials required

• A robust approach to seismicity and liquefaction

8.3 Proposed Concept Design

The concept design solution includes enclosure of the reclamation area with a rock revetment to

the south and a combi-pile wall to all berthing faces, with tie back anchors in the reclamation. The

construction methodology proposed allows for partial dry working and use of marine plant along

SY2. (Refer drawings presented in Appendix A)

[Consideration has also been given to use of temporary fill and armour seaward of the SY1 and SY2

berths to maximise use of land-based plant working and potentially help with suppression of

water borne construction noise. This remains a practically possible construction approach but needs to also address the potential loss of material from storm damage.]

The benefits of the proposed concept design solution are:

• Uses less concrete and steel materials than a suspended deck structure

• There is no need for a concrete deck, so none is provided

• Includes partial construction in the dry

• Has very simple construction procedure

• No diving is required, and the tie backs constructed in the dry

• Requires two dredging campaigns but this is considered acceptable given mismatch in cut

to fill volumes. It is understood that the balance of over dredge can be used in the eastern

expansion.

• The combi pile capping beam can accommodate both bollards and fender systems, with

storm bollards being located as separate elements further back from the berth face

• Ground improvement is expected to be straight forward. There is flexibility in the selection of

a ground improvement technique.

• The geometry can be adjusted to respond to minor changes in User Requirements without

necessitating a complete change in construction form.

• Durability requirements can be readily addressed using proven technologies

• A separate mooring structure for the floating dry dock can be accommodated within the

basin in a straight forward manner.

9 Proposed Construction Methodology

A summary of an effective construction methodology is presented below, and a more detailed

description of the main construction activities follows:

1. Construction of the diagonal rock revetment to the south, the combi-pile walls for SY1, SY2

and temporary sheet piling across the entrance to the dry dock basin and sealing off against

the existing Berth 1. This will enclose the hard-standing area including the dry dock basin. SY1

and SY2 berths and the temporary sheetpiles along the entrance are to be installed from a

jack-up barge. .

2. Fill the site with dredged material from the turning basin

3. Install the dry dock basin perimeter combi-pile wall from on dry reclaimed land including SY3

and SY4.

4. Removal of the temporary reclamation material within the dry dock basin, followed by the

removal of the entrance temporary sheet pile wall

5. Approximately 400,000 cubic metres is used in the reclamation

6. Install dry dock mooring piles from land. Install dolphin piles and construct dolphin cap from

marine plant.

7. Construction of storm (shore) bollards, capping beams and mooring bollards,, mooring pile

restraints, corrosion protection systems and the hard standing and services.

The following is a more detailed description of activities:

SeaSeaSeaSea Wall Wall Wall Wall ---- this is constructed with traditional earthworks plant working forward from dry land at

the southern end. Geotextile will be laid over the wet areas prior to the core being placed. The

seawall crest will be built 8 m wide to allow trucks to pass each other. The core will be constructed

from greywacke (GAP 300) formed to final level with trucks progressively driving over it to deliver

rock to the digger at the advancing workface. Geotextile, filter rock, and rip rap will be placed

immediately as the seawall advances.

Removal of Soft Clays along CombiRemoval of Soft Clays along CombiRemoval of Soft Clays along CombiRemoval of Soft Clays along Combi----pilepilepilepile WWWWall all all all –––– these will be pre-dredged by a cutter-suction

dredger to spoil offshore.

Temporary Floating Breakwater Temporary Floating Breakwater Temporary Floating Breakwater Temporary Floating Breakwater – The purpose of the breakwater is to control the height/size of

waves impacting the combi-pile wall during installation, in high winds/weather, to prevent

deflection/damage to the combi-pile wall. This trestle structure will be tied to temporary steel H-

section piles driven into the seabed (by marine plant) at approximately 25 m centres.

CombiCombiCombiCombi----pilepilepilepile Wall and DWall and DWall and DWall and Deadeadeadead MMMManananan – this will be installed from water with a 150 tonne crane, vibro

hammer, and hydraulic impact hammer working off a 250 tonne Jack Up Barge (JUB). The combi-

pile wall king piles and intermediate sheet piles are approximately 39 m and 34 m long,

respectively. They will be procured and delivered to site by ship in full lengths with the sheet piles

pre-clutched into pairs. Corrosion protection painting will be done prior to driving, with touch-ups

to damaged areas being done after driving. A long purpose-built trailer will transfer the units from

the storage yard to a loading area with a wharf face, where a 70 tonne crawler crane will load the

units onto the service barge with a long lifting beam to control deflections. Two service barges will

be utilised to ensure that the JUB has a continuous supply of units moored to it.

The combi-pile wall units will be placed on the service barge on a purpose-made tilting cradle

which will enable the units to be lifted at one end and transferred into a vertical position slung by

the crane on the JUB. From there the unit will be placed into a “double-decker” piling gate welded

to the JUB in the correct position and alignment of the combi-pile wall. Once in the gate, the

crane will place a 12-14 tonne vibro hammer onto the unit and vibrate it down to refusal (which

may be on intermediate hard layers or it may go down to full design depth immediately). If

necessary, a 12-16 tonne hydraulic impact hammer will be used to drive the units through any hard

layers down to final design depth.

The dead man sheet pile wall will be installed in the same manner from the JUB, 25 m from the

combi-pile wall. Whalers and tieback anchors to the dead man wall will be installed with assistance of the crane on the JUB and workboats.

Dredged sand will then be pumped directly into the 25 m wide core between the dead man

sheet pile wall and combi-pile wall. Working from the seawall end, access will be gained to the

sand-filled combi-pile wall at level +5 m CD with a 150-ton crane, vibro hammer, and heavy duty

H- section steel “lance” which will be used to vibro-compact the sand within the combi-pile wall

core. The crane will progressively work forward over the stable compacted core.

Reclamation Reclamation Reclamation Reclamation –––– once the combi-pile wall, temporary steel bulkhead, and seawall have sealed off the

reclaimed area, the reclamation will be completed by pumping dredged sand directly into

progressive “settlement ponds” formed by a dozer and digger, allowing surplus water to decant off

at controlled positions on slightly lowered weirs on the pond walls. The sand will self-compact as it

dries out.

Partial temporary reclamation into the dry dock basin berth area will be done sufficiently to allow

the dry dock basin combi-pile wall to be installed from the reclaimed area.

Potential clay/silt layers will be separately pumped into “reserve” ponds from where it will be

carted to spoil on land at approved tip sites after it has sufficiently dried to be handled.

DryDryDryDry DDDDock ock ock ock Basin Basin Basin Basin CombiCombiCombiCombi----pilepilepilepile WWWWallallallall – once the reclamation and vibro-compaction has been

completed this wall will be installed from the reclamation by traditional land-based means.

When the dry dock basin combi-pile wall is installed, the dry dock basin will be dredged out to

spoil. A cutter suction dredger (CSD) will be assembled by crane in water in the dry dock basin,

where after it will pump the sand into settlement ponds behind the south end of the seawall.

Once the dry dock basin is fully dredged out the temporary bulkhead is then removed with crane

and vibro hammer from the JUB onto a service barge and then transported back to land storage.

The CSD can then travel out of the drydock basin to its next deployment.

Completion works – services, drainage, pavement layer works, and finishings can then be installed

in the traditional manner.

DolphinDolphinDolphinDolphin – the entire dolphin (piles, table top deck, furniture) will be constructed from the JUB.

Concrete can be pumped along a pump-line supported on temporary piles from the northwest

corner of the reclamation or delivered to the dolphin in a ready-mix truck driven onto a service

barge.

10 Indicative Construction Programme

The Construction activity programme is approximately 3 ½ years in duration, (refer Appendix B)

1. In order to achieve this programme, based upon the proposed concept combi-pile wall

design, two floating jack-up barges have been assumed.

2. Steel procurement may be a critical path item and will need to be considered early in the

process.

The noisiest aspects of construction activity are expected to last approximately half of the

construction period, 16months in the coastal marine area and 9months from/within the

reclamation

Appendix A

Drawings

1

1

3

m

5

0

m

A

P

P

R

O

X

1

1

0

m

3

7

m

2

0

0

m

MOORING DOLPHIN

MOORING

BOLLARD

ROCK

REVETMENT

SHEET PILE

WALL

TEMPORARY SHEET

PILE WALL

MOORING

BOLLARD

2

7

6

m

RECLAMATION

4

0

7

m

-

C-2301

0

SCALES

DRAWN

A1

DESIGN VERIFIED

PROJECT

SHEET NO.

TITLE

20

01

00

50

10

m

m3

00

m

m

WSP PROJECT NO. (SUB-PROJECT) REVISION

APPROVED

APPROVED DATE

ORIGINAL SIZE

DRAWING VERIFIED

Original sheet size A1 (841x594) Plot Date 2020-12-14 at 3:55:55 PM U:\ProjectsNZ\6d\6-DV652.00 Northport consent assistance\Home\DRAWINGS\(C) Civil\+AutoCAD\6-DV652.00_C-2101.dwg C-2101

DESIGNED

Christchurch Office PO Box 1482Christchurch 8140New Zealand

+64 3 363 5400

CIVIL - PORTS AND MARINE CONCEPT DESIGN

NORTHPORT

MARSDEN POINT

PROPOSED EXPANSION

WESTERN EXTENSION

SEQUENCING PLAN

1:2000 (1:4000 AT A3)

C LOWREY M AULD

G CHALMERS

G CHALMERS

2020-11-24

6-DV652.00 C-2101 B

1:2000

0 1404020 60 80 100 120 200160 180

m

@ A1

@ A31:4000

APPROVED DATEREVISION AMENDMENT

A ISSUED FOR CLIENT COMMENT JMS 2020-11-24

B ISSUED FOR CONSENT JMS 2020-12-14

NOTES:

1. CO-ORDINATES ARE TO MT EDEN 1949 PROJECTION

Northport

N

21.0 m

INCLUDING GROUND IMPROVEMENT

DEADMAN WALL FROM

AZ-36N SHEET PILES

COMBI PILE WALL WITH

HZ1180MB KING PILES AND

AZ-26-700N SHEET PILES

0.0m

CHART DATUM

14.0m

DREDGED SEABED

-34.0 m

COMBI PILE TOE

+5.0m

-7.0 m TO -13.0m

EXISTING SEABED

1

-

100mm LAYER OF GAP 100 FOR

PREVENTION OF INFILTRATION OF

FINES

GEOTEXTILE LAYER

GAP 300 ROCKFILL

PUMPED DREDGINGS

TI RODS

STRUCTRUAL PAVEMENT

GEOGRID

SCALE: 1:50

TYPICAL SECTION1

-

SEAWARD

LANDWARD

HZ1180MB KING PILES

AZ-26-700N SHEET PILES

1927 1927

10

79

41

4

Ø90 TIE RODS AT EACH

PILE

0

SCALES

DRAWN

A1

DESIGN VERIFIED

PROJECT

SHEET NO.

TITLE

20

01

00

50

10

m

m3

00

m

m


APPROVED

APPROVED DATE

ORIGINAL SIZE

DRAWING VERIFIED


DESIGNED


+64 3 363 5400


NORTHPORT

MARSDEN POINT

PROPOSED EXPANSION

WESTERN EXTENSION

INDICATIVE CROSS SECTION

1:510 (1:200 AT A3)

C LOWREY M AULD

G CHALMERS

G CHALMERS

2020-11-24

6-DV652.00 C-2301 B

1:500

0 5 10 2015 25 4530 35 40 50

m

@ A1

@ A31:1000




NOTES:

1. ALL LEVELS SHOWN TO MARSDEN POINT CHART

DATUM

2. FOR SITE PLAN REFER TO SHEET C-2101

Northport

1.0

2.5

STEP A

· INSTALL COMBI PILE WALL IN WATER FROM FLOATING

OR JACK-UP BARGE

STEP B

· INSTALL ROCKFILL FROM BOTTOM DUMP BARGE OR

GRAB CRANE FROM HOPPER BARGE.

STEP C

· PUMP DREDGED SANDFILL TO RECLAMATION TO

APPROXIMATELY -1.0m CD

STEP D

· INSTALL DEADMAN SHEET PILES FROM JACK-UP BARGE

AS SHOWN OR FLOATING BARGE AT HIGH TIDE AT

CLOSER RADIUS.

STEP E

· INSTALL TIE-BACKS FROM JACK-UP BARGE

INSTALL DEADMAN SHEETS

DEADMAN SHEETS

INSTALL TIE-BACKS

STEP F

· PUMP DREDGED SAND RECLAMATION TO FINAL LEVEL

+5.0m CD

· INSTALL GROUND IMPROVEMENT

DEADMAN SHEETS

PUMP DREDGED SAND TO

APPROXIMATELY -1.0m

JACK-UP

BARGE

100mm LAYER OF GAP 100 FOR

PREVENTION OF INFILTRATION OF

FINES

GEOTEXTILE LAYER

2.5

1

GAP 300 ROCKFILL

STEP G

· DREDGE BERTH TO -14.0m CD

21.0 m

DEADMAN SHEETS

FILL TO +5.0m CD

COMBI PILE WALL

COMBI PILE WALL

COMBI PILE WALL

COMBI PILE WALL

COMBI PILE WALL

COMBI PILE WALL

COMBI PILE WALL

21.0 m21.0 m21.0 m

JACK-UP

BARGE

JACK-UP

BARGE

JACK-UP

BARGE

0.0m

CHART DATUM

-7.0 m TO -13.0m

EXISTING SEABED

-34.0 m

COMBI PILE TOE

0.0m

CHART DATUM

-7.0 m TO -13.0m

EXISTING SEABED

-34.0 m

COMBI PILE TOE

0.0m

CHART DATUM

-7.0 m TO -13.0m

EXISTING SEABED

-34.0 m

COMBI PILE TOE

0.0m

CHART DATUM

-7.0 m TO -13.0m

EXISTING SEABED

-34.0 m

COMBI PILE TOE

0.0m

CHART DATUM

-7.0 m TO -13.0m

EXISTING SEABED

-34.0 m

COMBI PILE TOE

0.0m

CHART DATUM

-7.0 m TO -13.0m

EXISTING SEABED

-34.0 m

COMBI PILE TOE

0.0m

CHART DATUM

14.0m

DREDGED SEABED

-34.0 m

COMBI PILE TOE

-1.0m

-1.0m-1.0m

-10.0m

+1.0m

-1.0m

+5.0m +5.0m

-7.0 m TO -13.0m

EXISTING SEABED

0

SCALES

DRAWN

A1

DESIGN VERIFIED

PROJECT

SHEET NO.

TITLE

20

01

00

50

10

m

m3

00

m

m


APPROVED

APPROVED DATE

ORIGINAL SIZE

DRAWING VERIFIED


DESIGNED


+64 3 363 5400


NORTHPORT

MARSDEN POINT

PROPOSED EXPANSION

WESTERN EXTENSION

SEQUENCING CROSS SECTIONS

1:500 (1:1000 AT A3)

C LOWREY M AULD

G CHALMERS

G CHALMERS

2020-11-24

6-DV652.00 C-2311 B

1:500

0 5 10 2015 25 4530 35 40 50

m

@ A1

@ A31:1000




NOTES:

1. ALL LEVELS SHOWN TO MARSDEN POINT CHART

DATUM

2. FOR SITE PLAN REFER TO SHEET C-2101

Northport

Appendix B

Indicative Construction Programme

ID TaskMode

Task Name Duration

0 Northport Western Expansion Program - Method B - Reclaim behind walls - Rev 0920 days?

1 Preliminaries 231 days

15

16 Construct Rock-lined Seawall (50,000 m3) 110 days

22

23 Temporary piling bund 40m long north of seawall 22 days

27

28 Temporary Floating Breakwater (400m) 14 days

31

32 Install Combiwall + Temporary Bulkhead from JUB (420 m - 436 Combi units, 161 tiebacks + 221 deadmen)

496 days?

41

42 Install Drydock Combiwalls from reclamation (662m - 686 units)

181 days

48

49 Extract temporary Bulkhead (110m - 114 units) 30 days

52

53 Install Combiwall from Bund (40m - 41 units) 42 days

59

60 Dredging 751 days

66

67 Vibrocompaction behind Combiwall (5060#) 398 days

71

72 Concrete Works 80 days

76

77 Layerworks + Surfacing 418 days

83

84 Services 60 days

86

87 Berth protection to Drydock 25 days

91

92 Dolphin 75 days

96

97 Cathodic Protection system 66 days?

101

O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O2020 2021 2022 2023

Task

Split

Milestone

Summary

Project Summary

Inactive Task

Inactive Milestone

Inactive Summary

Manual Task

Duration-only

Manual Summary Rollup

Manual Summary

Start-only

Finish-only

External Tasks

External Milestone

Deadline

Critical

Critical Split

Progress

Manual Progress

Page 1

Project: Northport Western ExpDate: Sat 7/11/20

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northport ship maintenance facility

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