northport ship maintenance facility
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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 Melvin.auld@wsp.com
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
WSP PROJECT NO. (SUB-PROJECT) REVISION
APPROVED
APPROVED DATE
ORIGINAL SIZE
DRAWING VERIFIED
Original sheet size A1 (841x594) Plot Date 2020-12-14 at 3:57:28 PM U:\ProjectsNZ\6d\6-DV652.00 Northport consent assistance\Home\DRAWINGS\(C) Civil\+AutoCAD\6-DV652.00_C-2301.dwg C-2301
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
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
APPROVED DATEREVISION AMENDMENT
A ISSUED FOR CLIENT COMMENT JMS 2020-11-24
B ISSUED FOR CONSENT JMS 2020-12-14
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
WSP PROJECT NO. (SUB-PROJECT) REVISION
APPROVED
APPROVED DATE
ORIGINAL SIZE
DRAWING VERIFIED
Original sheet size A1 (841x594) Plot Date 2020-12-14 at 3:59:25 PM U:\ProjectsNZ\6d\6-DV652.00 Northport consent assistance\Home\DRAWINGS\(C) Civil\+AutoCAD\6-DV652.00_C-2311.dwg C-2311
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 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
APPROVED DATEREVISION AMENDMENT
A ISSUED FOR CLIENT COMMENT JMS 2020-11-24
B ISSUED FOR CONSENT JMS 2020-12-14
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
wsp.com/nz
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