construction excection plan - auckland council · 2018. 11. 14. · construction activity at the...

CLIENT: AUCKLAND TRANSPORT

PROJECT: DIDP ECI

LOCATION: AUCKLAND

PROJECT NO: DN1158

DRAFT CONSTRUCTION MANAGEMENT PLAN

TITLE: DOWNTOWN FERRY BASIN

REDEVELOPMENT – STAGE 1

Rev Date Description By Approved

A 29th June 2018 ECI Draft Methodology Based On No Design Information GJ JG

B 3rd September 2018 Updated GJ JG

C 14th September 2018 Updated HP GJ

D 20th September 2018 Updated HP BC

E 26th September 2018 Updated HP BC

F 6th November 2018 Updated HP GJ

G 13th November 2018 Updated HP GJ

Document number: DN1150

Revision History

Revision Issue By To Date Received Aconex Ref. A For Comment GJ 29/06/2018 B For Comment GJ 3/09/2018 DOW-LETTER-000116

B' Comments Received MP GJ 7/09/2019 Outlook Comments Received JS GJ 10/09/2019 AUCKT-LETTER-00001

Comments Received GW GJ 10/09/2018 AUCKT-LETTER-00002

Comments Received RK, CE GJ 10/09/2019 Outlook Comments Received KO GJ 11/09/2018 Outlook

C For Comment HP 14/09/2018 DOW-LETTER-000155

C' Comments Received HM BC 20/09/2018 Outlook D For Comment HP 21/09/2018 DOW-LETTER-000183

D’ Comments Received MF BC 24/09/2018 Outlook Comments Received GW BC 24/09/2018 Outlook Comments Received HM HP 26/09/2018 Outlook

E Draft Issue HP HM 26/09/2018 F Minor Amendments added HP 6/11/2018 DOW-LETTER-000304

F' Comments Received HM, TA-S 9/11/2018 Outlook Minor Amendments added HP 9/11/2018 DOW-LETTER-000305

Amendments added per TA-S HP 13/11/2018 DOW-LETTER-000311

G Draft Issue HP HM 13/11/2018

CMP Review Status Information

Code 1 - Approved, reviewed and accepted as final, proceed and submit certified final.

Expected Revision to be Returned at:

Code 2 - Reviewed and accepted as noted. Revise and re-submit. Acceptance of this CMP

document does not relieve the contractor of its

obligations under contract

Code 3 - Reviewed with comments, make corrections and re-submit.

Code 4 - Review not required, information only. Accepted as submitted. NAME:

Code 5 - As Built SIGN: DATE:

Downer Infrastructure Downtown Ferry Basin Redevelopment – Stage 1 Project No DN1158 Revision E AUCKLAND TRANSPORT Date: 26th September 2018

TABLE OF CONTENTS

1. PURPOSE 3

2. SITE LOCATION 4

3. GEOLOGY 4

4. REFERENCE INFORMATION 5

5. CONSTRUCTION STAGING DRAWING & PROGRAMME 7

6. GENERAL CONSTRUCTION METHODOLOGY 8

CONSTRUCTION ACTIVITY ON QUEENS WHARF 8 CONSTRUCTION ACTIVITY AT THE TERMINAL BUILDING 9 NOISE AND VIBRATION MITIGATION AND MANAGEMENT 10 NAVIGATIONAL SAFETY REQUIREMENTS DURING CONSTRUCTION 10

7. PONTOON, GANGWAY AND BREAKWATER CONSTRUCTION METHODOLOGY 10

SUMMARY 10 GENERAL SITE ACCESS 11 SITE LAYOUT AND STORAGE 12 PEDESTRIAN & TRAFFIC MANAGEMENT 12 MARITIME TRAFFIC SAFETY AND MANAGEMENT 13 CONSTRUCTION LIGHTING 13 WORK METHOD 14 OPTIONS FOR PONTOON CONSTRUCTION 14 MATERIALS 20

PILE CONSTRUCTION 21 INSTALLING THE PONTOONS, AND GANGWAYS 25 INSTALLING THE COVERED WALKWAY & TERMINAL BUILDING 26

8. FERRY TERMINAL CONSTRUCTION METHODOLOGY 27

STAGE 1 27 STAGE 2 30 STAGE 3 31 STAGE 4 31 ADJACENT WORKS 32

9. PIER 3 & 4 DEMOLITION METHODOLOGY 33

SUMMARY 33 WORKS METHODOLOGY 33

10. APPENDICES 34

APPENDIX A – TEMPORARY WORKS DRAWING 35 APPENDIX B – CONSTRUCTION STAGING DRAWING 36

APPENDIX C – CRUISE SHIP & EVENTS CALENDAR 37

APPENDIX D – CROSS SECTIONAL DRAWINGS 38

APPENDIX E – ISTHMUS DRAFT: PROPOSED FERRY TERMINAL PLAN 39

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Downer has been engaged to provide a construction methodology to support the resource consent application for the Downtown Ferry Basin Redevelopment – Stage 1 (referred to as ‘Ferry Redevelopment’) project, which includes the construction of new berthing pontoons at Queens Wharf. The construction methods developed are flexible enough to allow a range of different construction methods depending on stakeholder requirements and the preferred contractor's plant, equipment and expertise.

The purpose of this draft Construction Management Plan (CMP) is to provide a description of the methods of construction for the Downtown Ferry Basin Redevelopment – Stage 1. This CMP outlines the proposed methodology for the installation of the pontoon and gangway installation for the works. It also outlines the proposed methodology of the terminal upgrade and demolition of Piers 3 & 4. It acknowledges construction activities associated with the Mooring Dolphins project (which is subject to a separate resource consent application) as these may occur concurrently with the Ferry Redevelopment.

This CMP should be read in conjunction with the following reports and draft management plans prepared for the resource consent application:

Draft Construction Noise and Vibration Management Plan

Integrated Transport Assessment

Heritage Impact Assessment

Contamination Assessment

Maritime Operations and Navigational Safety Assessment

Coastal Processes Assessment

Ecology Assessment

This CMP is provided as part of the Early Contract Involvement (ECI) process and will be developed further upon any award of contract.

1. PURPOSE

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The site is located off the western side of the existing Queens Wharf and adjacent to, as well as within, certain working areas of the port for ferry and cruise ship operations. The wharf is also used for public events. Access to the wharf is from Quay Street.

It is anticipated that the geology consists of East Coast Bays Formation overlaid by marine sediments. There may also be some fill materials and loose rock in the marine sediments that the piling method will need to accommodate.

The method has been developed based on the steel casings for the piles being driven to seal in the East Coast Bays Formation, drilled out to give a 7m socket in the rock and then concreted. The socketed casing will provide water cut off below the seabed.

2. SITE LOCATION

3. GEOLOGY

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Downer has been provided the following conceptual design & specification information at this time, and the proposed methodology of how the construction works would be carried out is based on this information.

Document No. REV No.

TITLE

1004393.1000-ENG01 02 Drawing List & Location Plan

1004393.1000-ENG02 02 Existing Arrangement

1004393.1000-ENG03 02 Existing Bathymetric Survey

1004393.1000-ENG04 02 Demolition Plan

1004393.1000-ENG05 02 Proposed Physical Infrastructure

1004393.1000-ENG06 02 Proposed Site Plan

1004393.1000-ENG07 02 Proposed Pier 4 Detail Plan

1004393.1000-ENG10 02 Berth ‘A’ Pontoon Layout Plan

1004393.1000-ENG11 02 Berth ‘B’ Pontoon Layout Plan

1004393.1000-ENG12 02 Berth ‘C’ Pontoon Layout Plan

1004393.1000-ENG13 02 Berth ‘D’ Pontoon Layout Plan

1004393.1000-ENG14 02 Berth ‘E’ Pontoon Layout Plan

1004393.1000-ENG15 02 Berth ‘F’ Pontoon Layout Plan

1004393.1000-ENG20 02 Proposed General Services Arrangement

1004393.1000-ENG21 02 Proposed Sullage Arrangement

1004393.1000-ENG22 02 Proposed Pier 4 Service Plan

1004393.1000-ENG23 02 Berth ‘A’ Pontoon Service Plan

1004393.1000-ENG24 02 Berth ‘B’ Pontoon Service Plan

1004393.1000-ENG25 02 Berth ‘C’ Pontoon Service Plan

1004393.1000-ENG26 02 Berth ‘D’ Pontoon Service Plan

1004393.1000-ENG27 02 Berth ‘E’ Pontoon Service Plan

1004393.1000-ENG28 02 Berth ‘F’ Pontoon Service Plan

1004393.1000-ENG30 02 Pontoon Typical Section

1004393.1000-ENG31 02 Pontoon Flap Typical Section

4. REFERENCE INFORMATION

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1004393.1000-ENG32 02 Gangways & Platforms Plan & Section

1004393.1000-ENG33 02 Gangway Landing Pontoons

1004393.1000-ENG34 02 Gangways Plan

1004393.1000-ENG35 02 Gangway Elevation & Sections

1004393.1000-ENG40 02 Fender Dolphin Piles

1004393.1000-ENG41 02 Fender Dolphin Details – Sheet 1

1004393.1000-ENG42 02 Fender Dolphin Details – Sheet 2

1004393.1000-ENG45 02 Breakwater Details

DN1158-MA-DWG01 01 Ferry Basin Construction Zone & Marine Navigational Area – Option 1 No Cruise Ship

DN1158-MA-DWG02 01 Ferry Basin Construction Zone & Marine Navigational Area – Option 2 Cruise Ship

DN1158-MA-DWG03 01 Ferry Basin Construction Zone & Marine Navigational Area – Option 3 Cruise Ship &

Bunker

DN1158-MA-DWG04 01 Ferry Basin Construction Zone & Marine Navigational Area – Option 1A No Cruise Ship &

Events

DN1158-MA-DWG05 01 Ferry Basin Construction Zone & Marine Navigational Area – Option 2A Cruise Ship &

Events

DN1158-MA-DWG06 01 Ferry Basin Construction Zone & Marine Navigational Area – Option 3A Cruise Ship /

Bunker & Events

DN1158-MA-DWG07 01 Ferry Basin Cross Section & Marine Navigational Area – Option 1 No Cruise Ship

DN1158-MA-DWG08 01 Ferry Basin Cross Section & Marine Navigational Area – Option 2 Cruise Ship

DN1158-MA-DWG09 01 Ferry Basin Cross Section & Marine Navigational Area – Option 3 Cruise Ship / Bunker

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The final methodology and construction staging will be developed prior to construction (refer to Appendix A for Temporary Works Drawings and Appendix B Construction Staging Drawings). The detailed construction plan will include the following documentation:

Detailed Construction Management Plan

Detailed Construction Programme

Construction Traffic Management Plan

Marine Safety Management Plan

Queen Wharf Construction Management

Demolition Plan for Piers 3 & 4

Construction Staging Plans

Ferry Berths Piling Schedule

Construction Noise and Vibration Management Plan

Built Heritage Management Plan

Site Management Plan (related to management of contamination)

Construction of the Ferry Redevelopment works is anticipated to take 9-12 months. The proposed indicative summary programme for the various components of the construction is as follows:

Please note, notwithstanding the indicative programme above, Piers 3 and 4 will not be removed until such time as the new ferry berths are in operation and sign off has been received from AT. This indicative programme is subject to change based on; Issue of resource consent/conditions of consent Final Design Methodology and Productivity Ground Conditions Procurement Lead Times Extreme Weather Events Events Calendar Stakeholder Feedback

A detailed construction programme will be developed prior to construction commencing.

5. CONSTRUCTION STAGING DRAWING & PROGRAMME

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There will be minimal impact for pedestrians and vehicles accessing Queens Wharf during the construction period. It is expected that access to Queens Wharf for the general public will be maintained except on the western side of The Cloud. Access for specific events, such as when Cruise ships are in dock or events at The Cloud will be maintained and managed via a Construction Traffic Management Plan (CTMP) that will be prepared in consultation with the key stakeholders. The proposed temporary works will have a consistent layout through the works to minimise confusion for users of Queens Wharf. During the construction period the estimated maximum number of trucks will be 20 per day. The truck movements will be staged to not coincide with ferry or cruise ship peak activities or other events. Some construction traffic, such as for the delivery of over-dimension equipment and materials, will be delivered out of peak periods to minimise the impact on any Queens Wharf activities. The primary truck movements to the site will be for concrete deliveries to the western side of Queens Wharf. Concrete pours will be coordinated with the broader wharf activities to minimise disruption and conflicts. As shown in Figure 1, the construction of the new berths, pontoons and associated works requires the western edge of the wharf, between the Cloud and the wharf edge, to be closed during some of the construction works. Construction access and activities in this area will be limited when events are on or when a cruise ship is in the dock. Construction activity will be planned around the Event and Cruise ship schedules. Coaches and other large vehicles associated with cruise operations will either continue to travel along the western side of the wharf, turning and heading south along the central spine road or will use a new turning area to be constructed within the central area. It is not anticipated that there will be any construction parking or site offices on Queens Wharf. A site office will be sought near the construction area to minimise any further traffic in the area and construction personnel will be encouraged to use public transport, walk or cycle to enter the city to reduce traffic further.

6. GENERAL CONSTRUCTION METHODOLOGY CONSTRUCTION ACTIVITY ON QUEENS WHARF

Figure 1: Depiction of construction works on Western Strip of Queens Wharf

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The agreed CTMP and Construction Programme for Queens Wharf will accommodate the events as per the Schedule in Appendix C and will cater for the following scenarios; Normal operations A Cruise Ship in Dock, non-exchange day A Cruise Ship in Dock, exchange day An Event A Cruise Ship and Event.

For both land-based and marine-based construction, a portion of the car parks on the north-eastern corner of the wharf may be required for the contractor for site establishment and a laydown area. Materials may include temporary jetty modules and structural elements, permanent pile casings, and pile reinforcing cages. These works may occur concurrently with Mooring Dolphin construction, therefore any overlapping requirements in this space will be closely managed. Temporary use of a portion of the central roadway may also be required to be used for the splicing and storage of pile casings and reinforcing steel cages for the piles. Delivery of casings and reinforcing cages would be staged to keep the space requirements on the wharf to a minimum. Additional space may be required from time to time for loading and unloading activities; these will be for short durations will be planned to minimise disruption to other users. Working areas will be fenced off using temporary mesh security fencing to protect the public, and all transportation and lifting operations would be covered by the CTMP.

Figure 2: Terminal Building Construction (Refer to Appendix E for full detail)

The ferry services/passengers connectivity and flow associated with Piers 1, 2, 3, and 4, will be maintained during the construction work at the Terminal Building to avoid confusion and to ensure passenger delays are minimised (refer Figure 3). The existing walkway and shelter leading from Quay Street to the terminal are planned to be removed. The timing of these works will be such as to minimise the disruption to ferry passengers and as much work as possible will be undertaken over a weekend or at night. The most disruptive element for ferry passengers is during the removal of the front section surface between the terminal and Quay Street and the subsequent resurfacing work. This stage

CONSTRUCTION ACTIVITY AT THE TERMINAL BUILDING

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will require an alternative entry and exit point for passengers with only partial front access available. The specific details of the access alternatives will be included in the detailed Construction Management Plan and will seek to minimise the disruptions to passengers.

The construction work is proposed to be undertaken during normal construction hours of 7am – 10pm, Monday – Saturday. There is the potential for low noise activities such as equipment/material deliveries and concrete pours to take place outside of these hours where it is less disruptive to do so. Activities that create significant noise and / or vibration such as impact pile driving, vibro pile driving, concrete cutting and concrete breaking will not be undertaken at night (10pm to 7am) or on Sundays. It is understood that there are a small number of pre-booked events in The Cloud during the construction period, and the construction programme will accommodate these to avoid conflict. Shed 10 is further from the construction works and it is expected that effects can be managed using standard adaptive management and communication protocol. Awareness of current noise and vibration matters on, or near active worksites, will be addressed during regular site meetings and/or ‘toolbox’ training sessions. General site measures will be put in place to avoid unnecessary noise, such as noise awareness training, equipment selection, minimizing the use of horns, loud site radios, reversing beepers, rough handling of material and equipment, and banging or shaking of excavator buckets. Temporary noise barriers will be used where practicable for noise reduction from sources such as concrete cutting. Impact and vibro pile driving, concrete cutting and concrete breaking will be undertaken with equipment and methodologies that minimizes noise levels. Equipment such as hammer cushions and saws with ‘quiet’ blades will be utilized and piling methods that minimise noise and vibration will be prioritised (e.g. augured, screw or press-in piles over impact driven or vibratory piling methods).

Controls mentioned in section 7.5 are proposed to maintain an acceptable level of navigational safety. These controls represent the extent of practical measures that can be applied to reduce navigational risk to a level that can be considered to be as low as reasonably practical. The controls will be incorporated into the Marine Safety Management Plan (MSMP), which will form an integral part of the Construction Management Plan.

The main construction activities will take place in a busy ferry basin and adjacent to and on a wharf that is used for cruise ship operations and events (refer Figure 3). It has also been assumed that works will be carried out concurrently with the Mooring Dolphin (subject of a separate resource consent application) and these works are shown in figure 3 also. The continuity and safety of both ferry operations and of members the public using Queens Wharf are paramount. All works will be carried out in accordance with the approved Construction Management Plan and other plans as listed in Section 1, the agreed construction programme, contract specifications, documents and drawings and any consent conditions.

NOISE AND VIBRATION MITIGATION AND MANAGEMENT

NAVIGATIONAL SAFETY REQUIREMENTS DURING CONSTRUCTION

7. PONTOON, GANGWAY AND BREAKWATER CONSTRUCTION METHODOLOGY

SUMMARY

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The construction of the new structures for the Ferry Redevelopment will require construction vehicle access to Queens Wharf and along the west side of The Cloud. There will also need to be construction storage areas designated on Queens Wharf. As much storage and fabrication of materials as possible (such as the pontoons, guides, and gangways) will occur off site at an approved fabrication company. This will help to reduce the footprint of the construction and storage areas on Queens Wharf

This section provides the details of the pontoon and gangway installation. The methods described in this CMP may be modified at times to suit specific circumstances that may arise such as Client requirements, Operational requirements, planned public and event use of Queens Wharf, adverse weather, and the availability of suitable plant.

GENERAL SITE ACCESS Existing pedestrian and traffic movements on the wharf will be maintained and managed, particularly when cruise ships are berthed or events are being held. In preparing the final CTMP, all stakeholders will be consulted.

It is proposed that the existing one way bus/large vehicle access will be maintained along the western side of Queens Wharf for cruise ship transport as well as direct pedestrian and vehicle access to The Cloud during events. Pedestrian entry and exit to/from The Cloud will be via the Southern and Eastern sides.

Construction of the pontoons, gangways and associated work will require construction plant to be located along the section of deck on the western side of The Cloud. These construction activities can be planned in conjunction with the Cruise Ship and Event schedule to minimise disruption.

Concrete delivery would be by agitator trucks either to the jetty or to a concrete pump installation at the Western side of Queens Wharf with loads closely monitored so as to adhere to any load restrictions applicable on the wharf. Concrete pours will be coordinated with port activities to minimise disruption.

Figure 3: Construction Zone & Marine Navigational Area (Refer to Appendix B for full detail)

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Refer to the Temporary Works Drawings (Appendix A) and the Construction Staging Drawings (Appendix B) that show the various layouts for each construction method.

SITE LAYOUT AND STORAGE

For both land based and marine based construction activities, the contractor will require a compound and laydown area for handling materials and preparing piles and structures. It is understood that a portion of the car park on the north east corner of the wharf may be made available to the contractor for site establishment. Materials requiring short term storage include temporary jetty modules and structural elements, permanent pile casings and pile reinforcing cages.

Working areas will be fenced off using temporary mesh security fencing to protect the public and all transportation and lifting operations would be covered by the CTMP. For the jetty option, a gated security fence will be provided at the junction with the existing wharf.

The principal activity requiring temporary access to a portion of the central roadway will be for splicing and storage of pile casings and reinforcing steel cages for the piles. Splicing may be carried out off site with night time delivery of the over length loads or carried out on site in a section of the roadway. Alternatively, casing and reinforcing steel cage assembly and storage will be carried out elsewhere with delivery by barge.

Additional space may be required from time to time for loading and unloading activities, but these are short duration and can be planned to minimise disruption to other users. The final size of the area to be used may vary depending on the preferred construction method.

Pedestrian and vehicular access from Quay St to Queens Wharf will generally be maintained throughout construction, the inner access carriageway along the centre of Queens Wharf will be

PEDESTRIAN & TRAFFIC MANAGEMENT

Figure 4: Site Layout and Storage Area - Proposed Turnaround Included (Refer to Appendix A for full detail)

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maintained with the exception of being limited during splicing of pile casings and steel caging for piles. Other areas, particularly the northern strip will also be limited at times. The construction methodology requires the complete strip (or alternatively a minimum of 7m) on the western edge of the wharf to be closed to public access for the duration of construction works.

When required by Ports of Auckland Ltd (POAL) or Regional Facilities Auckland (RFA), who use the wharf for activities, access to the western side of the wharf can be temporarily opened for vehicle movements. Construction machines and associated equipment will be accordingly removed by the contractor.

Steel plates will be placed and fixed across the construction area ensuring the operation of passenger transport services is maintained as currently provided. The plates will be no thicker than 5mm so that the overall surface will be flush across the western sidewalk. Specific details will be outlined in the CTMP.

The Cloud is a prominent event venue for the city and as such where, and when required, construction works will periodically cease and construction machines and associated equipment will be removed from the wharf by the contractor. The calendar of events during the construction period is being discussed with RFA and the construction methodology will take into account the scheduled events during the construction period (Appendix C).

General vehicle pick-ups and drop-offs during the construction period are expected to be unchanged on Queens Wharf, given that access to each pier is maintained with passengers utilising the same transport mode to get to the ferry services.

Maritime safety during construction for nearby operating ferries and other ships is of paramount importance. This will be managed primarily through separation of ferry and construction activities, establishment of a Basin Control Service for the duration of construction, implementation of a Marine Safety Management Plan (MSMP) which is to be developed to the satisfaction of the Harbourmaster and in consultation with basin users and POAL, and through ongoing consultation and communication with ferry operators and users. The Construction Zone will need to include areas within the harbour and these will need to be set aside for the exclusive use of the contractors. Only contractors’ vessels will be allowed to manoeuvre or anchor in this Construction Zone during the period of the construction. The Construction Zone will be reduced in width at times when cruise ships are berthed or bunkering on Princes Wharf East, so as to ensure continuing sufficiency of water space for safe ferry operations. At such times on-water construction activities may need to be restricted or curtailed.

Exclusion Zones will be communicated to ferry operators and visual or radio communications will be implemented via Basin Control to mitigate key risks such as suspended loads, risk of crane toppling, and limitations on sight lines for manoeuvring ferries. It is expected that Basin Control will manage the timing of key construction activities with higher risks (e.g. heavier lift) and ferry movements.

It is expected that construction vessels may manoeuvre outside the Construction Zone in off-peak periods and only after gaining permission to do so from Basin Control.

The Harbourmaster will need to be satisfied with the controls on the interface between construction activities and ferry operations. In addition, the Harbourmaster will need to promulgate the existence of the zone by issuing a suitable Local Notice to Mariners.

CONSTRUCTION LIGHTING Temporary lighting may be required at the site for activities such as concrete pours which may continue after dark. Lighting will be localised and directed at the specific activities to minimise light spill to adjacent areas. Task lighting may be required for specific activities and will also be required on marine vessels. Lighting levels will be designed to comply with the requirements of the Unitary Plan.

MARITIME TRAFFIC SAFETY AND MANAGEMENT

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The construction method has been developed based on previous similar projects, utilising techniques that are commonly used for this type of development.

The project works consist of the following key activities:

• Preparation of management plans, programme, and temporary works design and resource planning including selection of the project team. This will include the CMP and the CTMP that will consider the impact on local roads, particularly over-length deliveries, pedestrians and vehicles using Queens Wharf.

• Prepare and implement MSMP specific to working in the ferry basin in consultation with ferry operators (Fullers, Sealink and Belaire), AT Metro Service Delivery, POAL and other basin users and to the satisfaction of the Harbourmaster.

• Liaise with AT to ensure a Basin Control service is established prior to the commencement of construction and for the duration of construction.

• Mobilisation of construction equipment and facilities including temporary security fencing.

• Establishment of environmental controls including noise barriers and measures to protect the marine environment.

• Provision of safe access for construction equipment & personnel to each pile locations.

• Procurement and delivery of materials including pile casing, concrete, reinforcing steel cages, formwork, hollow core beams for the access-way, bollards, fenders and other marine fittings, noting that delivery of some items including casing and bollards will have lead times which need to be included in the programme.

• Setting out the works.

• Construction of the mooring piles including; supply, splicing, delivery and installation of pile casings, excavation including socketing, fabrication and placing of pile reinforcing steel and concreting piles.

• Breaking out and reinstating the existing wharf deck tie in the gangway deck.

• Forming, placing reinforcing steel, setting out & locating bollard, lighting, holding down bolts and electrical ducting and pouring and finishing concrete for the gangway decks.

• Commissioning and testing for operational use.

• Demobilising

The construction method has been developed based on working from either the existing Queens Wharf structure using temporary access staging, or from floating marine plant, with a reduced footprint at Queens Wharf. Following this general concept, three construction methods have been developed:

• Construction of and working from a temporary jetty at the Western side of Queens Wharf

• Using a jack-up type barge to work at each location

• Using a floating type barge with simple spuds and dynamic positioning (primarily for piling works) or alternatively using a conventionally moored barge with a casing mounted drill such as a Bauer Fly Drill or a reverse circulation drill.

WORK METHOD

OPTIONS FOR PONTOON CONSTRUCTION

7.8.1 Option 1 - working from a temporary Jetty

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Option 1 is to construct a temporary jetty from the Western side of Queens Wharf, parallel to the breakwater alignment with fingers to access each berth. Indicative layout is shown in Figures 5 and 6 and in Appendix A.

The structure for the temporary jetty comprises modules of steel tube piles with transverse steel pile crosshead beams and steel longitudinal beams and cross bracing. The connection of the transverse crosshead to the piles is usually by means of short lengths of pipe with a larger diameter than the pile, welded to the transverse beam at the spacing of the piles and which fit over the driven piles.

The jetty piles would be installed using a vibro hammer suspended from a crawler crane using a guide frame to ensure accuracy. Piles may require finishing with a suspended hydraulic piling hammer. Once the piles in a bent have been installed, the transverse crosshead and longitudinal beam and deck structure are installed, and the crane walks forward to install the next bent.

The jetty will be designed by the contractor to support the piling crane, drill, concrete delivery trucks and ancillary equipment. The fingers will be constructed to allow the drilling rig to reach each pile casing. Pile casings will be installed through guide frames constructed below the working deck which will keep them vertical and correctly located during driving.

To mitigate the impact of the works it is anticipated that the piling equipment would be mobilised in a single operation and remain in place for the full duration of the works. The wharf will be used throughout the project for delivery of general construction materials and specifically for ready mix concrete, either to a concrete pump or to the pour site on the jetty and for construction personnel access.

The initial stages of the construction jetty will be constructed from the wharf. Material for the temporary jetty will be progressively stockpiled within the construction yard at the end of the wharf. Delivery of other items such as pile casings, reinforcing steel and formwork could be delivered by dumb-barge from loading sites elsewhere if access to Queens Wharf is too restricted. On completion of the works the jetty and temporary piles will be removed. This may require the use of a vibro hammer to complete these works.

Figure 5: Example of Piling Works Taking Place from Staging Platform

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Option 2 is to use a jack up barge to provide a stable platform for piling activities, particularly drilling as shown in Figures 7 and 8.

A working platform that can be floated into position and then raised above the high- water mark for construction activities. Benefits for piling works are:

• Stability during drilling

• Improved pile accuracy

• Wider range of working conditions

7.8.2 Option 2 - working from a jack-up barge

Figure 6: Conceptual Cross Section Drawing of Staging Works (Refer to Appendix D for full detail)

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This will be serviced by dumb barge delivering materials loaded within the port. The jack up rig will be manoeuvred by tug. Personnel will access the work face by workboat that could be operated from the Western side of Queens Wharf. There are two jack-up barges currently located in New Zealand. One ("Tuapapa”) has been used previously for construction of the Viaduct Harbour and for dolphins at Devonport. It can support a working 100 tonne crawler crane.

A crane mounted drill rig would give the reach required to clean out the pile casings and drill the sockets. A combination 100 tonne crane with a drill would have the capacity to undertake the 600mm – 1200mm diameter piles but this is at the upper range of capacity and a 100-125 tonne crane is recommended to safely handle the heavy casings and reinforcing cages. Alternatively it may be an option to consider more, smaller diameter piles, installed using lighter construction equipment which might better suit available equipment.

Because the drill needs to work close to the pile, the jack up rig will work backwards as each pile / pile- group is completed. The direction of construction will need to take into consideration activities in the port to ensure that the barge does not encroach on ferry and cruise ship operations. For this option concrete will need to be delivered by a floating pump line from Western side of Queens Wharf or delivery by barge. Another issue is that is likely that the rig might extend beyond the berth line on one side of Queens Wharf but, to balance this, it will not require mooring lines such as required by a floating barge.

Figure 7: Example of Jack-Up Barge

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7.8.3 Option 3 - working from a floating barge Option 3 is to utilise a floating work barge to support the crane and drilling equipment as shown in Figures 9 and 10. While lifting activities and driving the casings can accommodate some movement of the barge, drilling inside the casings cannot, so the barge will require spuds (like a jack-up barge, but without lifting the vessel's hull out of the water) or dynamic positioning. Alternatively, the use of a drill supported on the pile casing such as a Fly Drill or a reverse circulation drill would allow the use of a conventionally moored barge.

The barge will be supported by a tug/mooring boat. The barge will be located to work backwards from the outermost pile bent as each pile bent is completed. Mooring lines will be located in consultation with port operations and the barge may have to be moved off station when the berth is needed for cruise ship operations. This method is also susceptible to weather delay if conditions are too choppy to allow safe or accurate construction of the pile, sand may also be affected by prop wash in the port from ferry operations.

As with the jack up barge method, a floating concrete pump delivery pipe or delivery of concrete by barge will be required.

Figure 8: Conceptual Cross Section Drawing of Jack-Up Barge Works (Refer to Appendix D for full detail)

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Figure 9: Example of Floating Barge

Figure 10: Conceptual Cross Section Drawing of Floating Platform Works (Refer to Appendix D for full detail)

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Major materials to be delivered to the construction activity include:

• 600mm – 1200mm dia. steel pile casings up to 32m long and weighing approximately 8-10 tonnes each (assuming a wail thickness of 9.5mm), depending on the casing wall thickness.

• Ready mix concrete.

• Temporary jetty components (if this method is used).

• Formwork materials.

• Hardware for the pontoons including bollards and fenders.

• Fabricated Gangways for the walkway.

• Diesel fuel and lubricants for the construction equipment.

7.9.1 Materials handling at Queens Wharf and the Port While access at Queens Wharf is restricted, all construction operations will require some access to the wharf for handling of construction materials.

Option 1, using a temporary jetty, provides the easiest and most cost-effective means of delivering materials and would utilise the wharf for the laydown of materials and could be used for splicing of piles and reinforcement cages. Options 2 and 3 will require delivery of materials by barge either from Queens Wharf or from an additional worksite away from Queens Wharf. Queens Wharf will still be required for construction support to the marine operations.

Concrete delivery to the piling construction is a critical activity given the size of the pours (roughly 35m3 - 40m3 for each 1200mm diameter pile). Option 1 would allow ready mix concrete trucks to drive to the point of use, which mitigates the risk of disruption to the concrete pour and cold joints being formed. For Options 2 and 3 concrete can be pumped from the end of Queens Wharf via a floating pump line, similarly mitigating the risk of disruption to the concrete pour. Whilst concrete can be delivered to the site by a landing craft type barge, or a barge equipped with an access ramp suitable for the agitator trucks.

Complete pile casings and reinforcement cages will be delivered to the work site from Queens Wharf, or by barge from the port. Using a combination of access from Queens Wharf and barging from offsite is an effective way of constructing the works and provides the greatest level of flexibility to contractors.

For all activities, equipment refuelling will be carried out in specified areas to avoid or contain any spillage and will require specific planning by the contractor. Refuelling will require a small fuelling barge for marine based operations.

MATERIALS

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Based on the information available, the following piling methodologies are proposed to be used, in rank order;

1. Southernmost piles (Approximately 90m of breakwater and pontoon piles) are intended to be driven to design embedment depth.

2. Remaining piles intended to be vibro-hammered to design embedment depth

3. Should, either driving or vibro-hammering methodologies be unable to be used, drilling/auguring and casing of piles may be employed.

It is noted that the piles installed using the vibro-hammer methodology may require minor driving at completion to achieve socketing.

All piling activities will implement the use of a piling gate. A piling gate is used to enable accurate positioning and spacing of piles (typical marine pile tolerance is around 150mm), a grid with two or three levels of adjustable horizontal beams to guide the pile as it is being driven would ideally be constructed as well to maintain verticality. Piles will then be lifted and pitched from the materials barge and fed into the dedicated slots on the gate, see figure below.

There are several different systems to driving a pile, most common of which is the hydraulic impact hammer. With a correctly selected and sized hammer it is the most effective way of completing deep penetration into hard soils in most conditions. The disadvantage is that it can be a noisy operation, measures will be implemented to reduce noise as much as practically possible, refer to CNVMP for more detail on construction noise constraints. Most impact hammers involve a piston or mass ram and an anvil block with a driving cap which spreads the blow to the pile head. The machines are usually supported by a heavy frame or chassis and normally need leg guides or sleeve set up to fit snugly to the pile section being driven to maintain a vertical position during operation.

PILE CONSTRUCTION

7.10.1 Driving Method

Figure 11: Piling Gate Setup

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Construction of the breakwater will take place off the western edge of Queens Wharf, either concurrently with the marine construction of the new ferry berths or ahead of ferry berths while waiting for pontoon fabrication. The size and required spacing for the breakwater H-piles is such that an excavator mounted rig will be sufficient to drive these. A crane will still be utilised for placement of piles as these vary in length between 16 to 32m. Each pile is lifted individually in to place inside the gate, once plumbness is checked the crane is positioned out of the way and excavator moves in to attach the impact hammer, the rough rate of the hammer is 30 blows per minute, plumbness will be gauged throughout the driving process – these will be driven until design depth is reached or until refusal. If refusal is short of design depth the client’s representative may verify the occurrence and confirm the rock socketing criteria.

Pontoon and gangway piles will be driven using a crane mounted rig, this is to accommodate the differing type of pile which in this case is steel casing. It is noted that should there be early refusal or the use of this method is not approved, the use of vibro-hammering or drilling and auguring will then be considered.

Figure 12: Excavator Mounted Impact Hammer

Figure 13: Crane Mounted Impact Hammer

Page 22


In a similar fashion to the aforementioned driving method, piles will be lifted and pitched off the materials barge and then positioned within the gate. The vibro-hammer is then attached to the pile and vibration is then generated by the engine unit and thusly transferred into the pile. Vibration is created in the gear case by rotating eccentric weights powered by hydraulic motors. Only vertical vibration is created in the gear case as the paired eccentrics that are connected with gears to maintain synchronization and cancel horizontal vibration.

The vibration created in the gear case is transmitted into the pile being driven by means of a hydraulic clamp attached to the bottom of the gear case. The complete vibratory hammer is held by a crane. To prevent the vibration created in the gear case from affecting the crane line, a vibration suppresser is attached to the top of the gear case. The suppresser contains rubber elastomers that dampen the vibration reaching the crane by 90% or more.

This method is particularly effective in sand as the vertical vibration in the pile disturbs or "liquefies" the soil next to the pile causing the soil particles to lose their frictional grip on the pile. The pile moves downward under its own weight, plus the weight of the vibrator. Adding additional non-vibrating weight (bias weight) will usually aid driving in granular soil. Vibrators are usually very effective on non-displacement piles such as sheet piling, H-beams, and open-end pile or casings. Noise and vibration from the vibro hammer can be limited using noise reduction equipment and techniques, noise power packs can also be reduced. The affected area of seabed is limited to the area immediately adjacent to the casing using this method. Each casing will take between 2 and 4 hours to pitch and drive providing they are driven in one length, again, these will be driven until design depth is reached or until refusal. If refusal is short of design depth the client’s representative may verify the occurrence and confirm the rock socketing criteria. Both vibro and impact hammer methods are largely non-invasive as they are, as previously mentioned, non-displacement pile installation methods, therefore will not create the substantial silt plumes that drilling will cause due to the disturbance in sea bed. It is worth noting that the breakwater piles will be installed in this fashion with no further work once designed embedment is achieved, however, with the pontoon piles there will need to be further drilling works to ensure socketing into the bedrock.

7.10.2 Vibro-hammer Method

Figure 14: Example of Vibro-Hammer Rig

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For all other instances, if embedment is still deemed insufficient, and due to the fact that the impact hammer will not achieve any further embedment, drilling and auguring will then be considered as a potential remediation method.

As previously mentioned, once other preferred methods have been exhausted – drilling will be the final method implemented in which to install piles.

Casings will still need to be driven in this method of piling. This is to encase and provide a guide for drilling works. Once the pile casing is sufficiently embedded, the crane mounted drill is used to clean out the marine sediments and drill the required depth socket into the rock. Skips will be placed on the temporary jetty or the barge to receive spoil excavated during drilling. Excavation of the soil inside the casing/bored holes will be carried out using the rotary kelly bar and the drill or auger head. Upon reaching the final depth, loose and re-moulded material and debris will be removed using ‘cleaning bucket’. The cleaning bucket is a specially design flat bottom bucket which will pick up all the loose material at the bottom of the hole. The base of the hole shall be checked by the measuring the depth of the base. During this operation there can be a risk of material spilling from the pile and silt curtains will need to be placed around the casing to contain this. Dependant on which option, should drilling take place from land - spoil can be loaded directly in to skips or stockpiled in contained spoil zone. If by sea – spoil will be removed by barge to temporary jetty or stockpile area, for drying before being loaded and removed off-site to a licenced tip. Control of water including de-silting and spillage and safe removal of spoil skips will be covered in the final construction management plan to suit the selected contractor's methodology.

Silt plumes due to piling activities are unavoidable as any disturbance to the seabed will result in this. Silt curtains will be utilised to contain these plumes as much as possible. Water will be pumped out of the casing before installing the steel, the section will be place inside the temporary casing using a spacer to keep the column plumb prior to concreting the base of the column.

The temporary jetty option will allow the crane to be used to handle all the casings before being rigged with the drill and then used to place reinforcing and concrete after drilling is completed. This will improve efficiency. With the jack up and barge options, a second crane may be required as each pile will need to be completed before the jack up or barge moves and setting up and dismantling the drill each time is inefficient. With the jetty option, it is also possible to use a self-propelled crawler drill such as a Soilmec SR40 instead of the crane mount rig as access may be able to be provided close to each pile. The final approach will be determined by the contractors selected barge and the size of plant that can be established on it.

Working off a jetty as per Option 1, will allow all casings for an individual piles to be installed before drilling and concreting operations commence. Options 2 and 3 using marine plant as shown in Figure 15 will require individual or pairs of piles to be fully completed or, at least, drilled, before the barge relocates, otherwise the drill may not be able to reach the driven casing.

While the casing is designed to finish approximately 1m above Mean High Water Springs, temporary night caps can be placed over the piles when they are unattended to prevent risk of flooding from wave action.

Once the pile has been drilled, the prefabricated reinforcing steel cage can be lifted into place and lowered into the casing. This operation will dictate the size of the crane and the length of boom. The cage will be fitted with centralisers to ensure the cover to the pile casing is maintained uniformly.

7.10.3 Drilling/Augering Method

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Figure 15: Barge mounted piling rig

Concreting will then take place either using a tremie chute or concrete pump to ensure any water in the casing is displaced and the concrete does not segregate. Wand vibrators will be used to compact the concrete. If the tremie chute is used, concrete can be placed directly from the delivery truck for Option 1, or by skip using the crane on the barge in Options 2 and 3. Alternatively a concrete pump located at the end of Queens Wharf can be used for all options.

Spillage of concrete from the top of the pile casing is a risk. This will be caught by a temporary trough placed around the pile casing to prevent it entering the water. Concrete pump lines will be cleaned into a skip. Waste will be disposed of offsite before it sets.

A practicable order of construction is to complete piling for the berths A first including gangway structure between the berths & Queens Wharf, followed by the piling for the Berth B to F including gangway installation.

For Option 1, temporary jetty method, construction of the Berth A can commence while piling for the breakwater wall is being undertaken. For these activities to be constructed concurrently in Options 2 and 3 working from barges, a second, smaller floating barge would be required.

The pontoon and gangways will be prefabricated off-site and delivered to site via ship/barge. The potential for this to be delivered via land is determined by any load or laydown restrictions that can be brought onto the wharf as well as the safe working lifting radius of cranes. Before installation of the pontoon the ladders, fenders for the main section will be fixed into position on the pontoon. The pontoon will be lifted into the water using the crane barge or land based crane (pending safe working lift radius), and manoeuvred into position using a small vessel and temporary locating guides attached to pontoon (refer Figure 16).

INSTALLING THE PONTOONS, AND GANGWAYS

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The gangway will be lifted onto the gangway landing deck using the crane barge, and manoeuvred into position using a small vessel and temporary locating guides attached to gangway deck. Once secured within the landing guides with fabricated gangway will be bolted together and lower onto the gangway pontoon section, and then unhooked from the crane.

Figure 16: Pontoon Pile Guide Detail

The covered walkway will be fabricated off-site and delivered to site via ship /barge or via Western side of Queens Wharf. Before installation of the covered walkway the main pontoon and gangway will be in place.

INSTALLING THE COVERED WALKWAY & TERMINAL BUILDING

Pontoon guides bolted together, and fenders attached on supply barge before installation (detail to be confirmed)

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Figure 17: Concept of Pontoon and Gangway Layout

Erection of Pre-Engineered steel frame is a standard operation. The light weight of built-up and cold formed members used in pre-engineered steel buildings will require less crane capacity but will need more temporary bracing during the erection stages.

Receiving and unloading of materials will take place as near as possible to the place of erection along the Western side of Queens Wharf. The lay-down area will be clean and levelled. A suitable forklift or telescopic handler is ideal for unloading, but a mobile crane is equally suitable.

The Terminal Upgrade will be completed in four stages, as detailed below.

Demolition will be undertaken in such a way that there is minimal disturbance to general public and ferry commuters. Within the planned demolition works, the current walkway and shelter leading from Quay St to the terminal will be removed. As this will result in major disruption to pedestrian and commuter flow, particular care will be given to the timing of this works. Possible time periods this can be carried out will be during a weekend, outside of the busier summer period (reduced flow) or during a night shift if it is deemed that this could be completely removed in one shift, subject to noise limitations. It is likely that this will be performed by using a hiab truck or small crane to remove the shelter/canopy structure. Once this has been removed the columns and associated bearing foundations will be removed via a concrete cutter and a small 5T excavator. After the structure and foundations are removed a temporary strip of coldmix asphalt will be laid until the next window of opportunity to tie the work in to final apron and realignment of kerb of approach to terminal.

8. FERRY TERMINAL CONSTRUCTION METHODOLOGY

STAGE 1

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The Quay St Shelter and walkway (refer Figure 18) will be the first scheduled items deconstructed, the intended purpose of this is to ensure that the main access is operable as soon as possible. The separate removal of the pedestrian walkway leading from the entrance enables greater clearance for demolition of the currently adjacent two story ‘Info’ building (aka ‘Eastern Annex’).

The demolition and subsequent redevelopment works within the terminal building itself will impact on pedestrian flow in the area. Thoroughfare via the heritage walkway can be maintained with the erection of hoarding along the eastern side of the heritage walkway – with roughly 300mm clearance between the walkway and hoarding, the walkway itself can still be kept live as shown in Figure 19.

Figure 18: Shelter Leading from Quay St

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The intention is to have the main access to Quay St operable again by the time the hoarding has been erected in a bid to minimise impact on daily operations. Very loud tasks such as work using concrete saws, jack-hammers etc. will be kept to a minimum during peak hours to alleviate any disturbance to commuters. The utilisation of shore loading props as temporary works (refer Figure 20) will be reviewed. It may be beneficial, programme pending to perform this work to coincide with when berth 1C is non-operational.

Figure 19: Heritage walkway, facing north – depiction of hoarding position & erection.

Figure 20: Shore load propping of floor beams

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Terminal Building redevelopment works, with the northeast section of the terminal offline and enclosed with hoarding, will then take place (refer Figure 22). The upper floor is to remain as is, with access to the stairwell maintained, while the lower floor will have two new glass shop fronts installed with two additional exit points leading out of the building as well as upgraded public toilets and additional timber framed office section. The floor slab will require breaking up and repouring to allow for capping of deleted services as well as installation of additional services. Daily commuter movements will continue in this stage as per normal via the heritage walkway. The existing entry at front of terminal will remain operational with exception of the footprint of the ‘Info Building’ which, with additional clearances, will be fenced/hoarded off in preparation for internal removal of all non-structural elements (framing, plaster, doors, windows etc.) as well as capping of services.

The building will be removed with a 15T wheeled excavator or similar rubber track concurrently with the shelter to the west of the building – requiring this western access point to be temporarily (weekend period) closed off for pedestrian safety whilst main the (eastern) access remains operable.

A temporary wall or shrink wrapped scaffolding will remain at the interface of where the Info building previously connected to the terminal and both access points operable again. This will coincide with louver installation work of this section - allowing the remaining front end of terminal to be utilised by pedestrians

STAGE 2

Figure 21: Demolition Set Out

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Installation of AT Hop Fare Validation Points will take place prior to decommissioning of existing gates. This will enable a seamless switchover to the new system which can be carried out independently of the redevelopment works taking place in the northeast wing. Removal of existing aluminium louvers will be performed via mobile and semi-permanent scaffolding which will remain erect until installation of glass louvers is complete. There will be an exclusion zone of 1.8m from the perimeter of the building where louver works is required.

The most disruption to the commuter flow will occur while work is being completed at the front between Quay St and the Ferry Terminal front (Refer Figure 23). This will require breaking out of current asphalt paving and pouring of new approaches to ramp down towards terminal building. The transition between the outside and inside of the building is required to be seamless. There will be sufficient points of access around the building therefore it is not anticipated to adversely impact the operation and management of the wharf at this point. There may need to be alternative entry/exit points set up elsewhere around the building during construction of this stage as this will require closure of the entire terminal frontage. If possible part of the access will remain open meaning this will be complete in two phases. This work would be executed over consecutive night shifts or in one complete weekend shift.

STAGE 3

STAGE 4

Figure 22: Phasing of access/thoroughfare during Stage 2 Works

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It is recognised that there will be significant adjacent work fronts which will in some way directly or indirectly effect the front end of the ferry terminal. These, will be regarded as separate from this methodology as they are covered in detail elsewhere in accompanying CMP’s. These adjacent works include:

• Utility Services Relocation • Quay Street Strengthening • Quay Street Enhancement • Mooring Dolphin • Quay Street Waterfront Park

However, it will be important that each construction zone is overlaid onto a masterplan to understand the combined impact and to ensure that the interfaces between the sites are well managed.

ADJACENT WORKS

Figure 23: Proposed plan of front entrance of Ferry Building (Refer to Appendix E for full detail)

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Once the relocation works of Piers 3 & 4 have been completed and ferry services have been relocated and diverted to their new ports of operation, plant can be mobilised to set up for commencement of the demolition of superseded Piers. The heritage fence and Kiosks will be protected for the entire duration.

Piers 3 & 4 demolition will likely be performed concurrently with the Seawall works, therefore this area will already have delineation devices in place to divert any foot traffic. This, however, means that construction activities will be restricted with regards to plant access from the road to the piers. As a result, there are two possible methodologies for the works to be completed. Dependant on access, one option would be to use demo barges and deconstruct by sea; the other scenario is deconstruct by land.

Depending on the programme and management of Seawall works between Princess Wharf and Queens Wharf there is potential that there will not be sufficient working space and/or access in the Ferry Basin for crane and truck movements. For this reason deconstruction may need to be carried out via sea. As mentioned previously regarding pontoon construction there is an option to utilise floating barges. Pier 4 gangway will be disassembled and lifted onto platform of transport barge via moored barge crane. Once gangways are cleared, pontoons will then be split into sections with concrete saws and/or jackhammers and lifted onto the transport barge. Removal of the existing piles will involve cutting at seabed level using an underwater wire saw and lifting onto barge, embedded sections will remain within seabed. Barge movements will be agreed with Harbour Master, however, it is envisaged that Ferry Operations will have right of way and the barge will slot in where and when convenient.

If the Seawall methodology allows an opportunity to gain plant access, demolition can be performed from land. Coordination will be required to ensure there will be a 5m access point at all times between the road and the Ferry Basin area. This will enable a crane and truck movements to remove gangway, pontoons, and majority of piles in a similar fashion as mentioned above. Subject to the CTMP requirements it is envisaged that there will be no pedestrian access on the northern side of Quay St between Princess and Queens Wharves. The remaining piles at the end of Pier 4 may be out of reach depending on crane capacity, however these can be removed via a barge.

9. PIER 3 & 4 DEMOLITION METHODOLOGY SUMMARY

WORKS METHODOLOGY

9.2.1 Option 1

9.2.2 Option 2

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• Appendix A Temporary Works Drawing (working document)

• Appendix B Construction Staging Drawings (working document)

• Appendix C Cruise Ship & Events Calendar (working document)

• Appendix D Cross Sectional Drawings (working document)

• Appendix E Isthmus Draft: Proposed Ferry Terminal Plan

10. APPENDICES

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APPENDIX A – TEMPORARY WORKS DRAWING

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PROPOSED TEMPORARYMATERIAL STORAGE JETTY

LAYDOWN AREAFEB 19 -> DEC 2019

FLOATING MATERIALSUPPLY BARGE

PROPOSED CONSTRUCTIONTEMPORARY STAGING

PROPOSED COMPOUND &LAYDOWN AREA

FEB 19 -> DEC 2020

PROPOSED TEMPORARYVEHICLE RAMP &

TURNING CIRCLE AREAFEB 19 -> JAN 2020

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* Refer to Revision 1 for Original Signature

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NOT FOR CONSTRUCTION

DRAFT

Project: Title:

DOWNTOWN INFRASTRUCTURE

DEVELOPMENT PROGRAMME

FERRY BASIN

CONSTRUCTION COMPOUND

TEMPORARY STORAGE JETTY

TEMPORARY STAGING AREAS

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-010

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1

IF IN DOUBT ASK.

25.09.18

1

No. Revision

GJ

By

Chk

Appd

Date

FIRST DRAFT ON MARINE CONSTRUCTION AREA'S GJ GJ 25/09/18

Notes:1. All dimensions are in millimeters unless noted otherwise.2. Coordinate Datum: NZ Geodetic Datum 2000 Mt Eden Circuit,

Level Datum: Auckland Vertical Datumn 1946 (MSL) CD= -1.743mAVD-46

3. Aerial Photo soured from www.linz.govt.nz4. Navigational operational widths provide by Navigatus5. Minimum Safe Working Construction width of 60m required for

Marine Construction Barges including a safe working zone of 5m6. When Cruise Ship & Bunker Barge are berth all marine piling

operation will be stood down and 20m of water space will begiven back to the ferry operation maintaining a 80m operationalchannel

7. All Construction dates are indicative and will change dependenton the final design solution (Final Construction Dates to beconfirmed)

8. Ferry / Cruise & Events will impact on the construction durationswhen finalized.

9. Navigational areas will be handed back progressively during theconstruction period

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CONSTRUCTION STAGE 2 MAY 2019 - JAN 2020

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CONSTRUCTION STAGE 1 FEB 2019 - DEC 2019

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%%ULORRY


APPENDIX B – CONSTRUCTION STAGING DRAWING

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FERRY BASIN

CONSTRUCTION ZONES &

MARINE NAVIGATIONAL AREA

OPTION 1 - NO CRUISE SHIP

Discipline

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MARINE CONSTRUCTION

DN1158-MA-DWG-001

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14.09.18

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By

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FERRY OPERATIONS

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CONSTRUCTION STAGE 3 OCT 2019 - OCT 2020

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PWF CH 111.4

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CONSTRUCTION STAGE 1B MAY 2019 - MAY 2020 (BREAKWATER ACCESS)

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MP4 50mm PE

AutoCAD SHX Text

For Details see 00615

AutoCAD SHX Text

(0.8)

AutoCAD SHX Text

SR-00413-AK

AutoCAD SHX Text

C-3732

AutoCAD SHX Text

C-3736

AutoCAD SHX Text

C-3730

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C-3731

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C-2863

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C-3768

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1

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1

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8.20

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7.00

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5.10

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Bridge btwn Shed 19 & Shed 22

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BERTH B

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BERTH C

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BERTH D

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BERTH E

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BERTH A

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BERTH F

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MATERIAL BARGE

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36 m CONSTRUCTION BARGE

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CONSTRUCTION STAGE 2A APRIL 2018 - DEC 2020

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Scale (A1)

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Reduced

NTS

NTS

Design

Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

14.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN



OPTION 2 - CRUISE SHIP ONLY

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-002

Rev.

1

IF IN DOUBT ASK.

14.09.18

1

No. Revision

GJ

By

Chk

Appd

Date








8. Ferry / Cruise & Events will impact on the construction durationwhen finalized

9. Navigational area will be handed back progressively during theconstruction period

AutoCAD SHX Text

INBOUND

AutoCAD SHX Text

OUTBOUND

AutoCAD SHX Text

FERRY OPERATIONS

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CONSTRUCTION ZONE

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PIER 2D

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PIER 1C

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PIER 1B

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PIER 2E

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PIER 2C

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PIER 2C

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PIER 2B

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BERTH A

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CONSTRUCTION STAGE 1B MAY 2019 - JAN 2020

AutoCAD SHX Text


AutoCAD SHX Text

PWF CH 111.4

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PWF CH 111.4

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PIER 4

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CONSTRUCTION STAGE 1A MAY 2019 - JAN 2020 (BREAKWATER ACCESS)

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REV

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BY

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DATE

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APP'D

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REVISION/ COMMENTS

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TITLE

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PROJECT

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ORIG.

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ZONE

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LOC.

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TYPE

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RL.

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DRG No.

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SUIT.

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REVIEWED

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APPROVED

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DATE

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DRAWING CHECK

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DES. REVIEW

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DRAWN

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DESIGNED

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ZONING

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SCALE @ A3

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SURVEYED

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SCALE @ A1

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DATE

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REV

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BY

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APP'D

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REVISION/ COMMENTS

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TITLE

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PROJECT

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ORIG.

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ZONE

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LOC.

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TYPE

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RL.

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DRG No.

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SUIT.

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REV

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PROJECT/LOCATION

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REVIEWED

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APPROVED

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DATE

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DATE

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CLIENT

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DRAWING CHECK

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DES. REVIEW

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DRAWN

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DESIGNED

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ZONING

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SCALE @ A3

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SURVEYED

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SCALE @ A1

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DATE

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CAPTAIN COOK WHARF

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1.5

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7.5

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0.7

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50mm PE

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MP4 50mm PE

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MP4 50mm PE

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MP4 50mm PE

AutoCAD SHX Text


AutoCAD SHX Text

(0.8)

AutoCAD SHX Text

SR-00413-AK

AutoCAD SHX Text

C-3732

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C-3736

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C-3730

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C-3731

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C-2863

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C-3768

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1

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1

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MH

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MH

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14.70

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39.80

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43.10

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8.20

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7.00

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5.10

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5.00

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4.10

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4.90

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AutoCAD SHX Text


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CONSTRUCTION STAGE 2B APRIL 2018 - DEC 2020

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BERTH B

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BERTH C

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BERTH D

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BERTH E

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BERTH F

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BERTH A

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MATERIAL BARGE

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NTS

NTS

Design

Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

14.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN



OPTION 3 - CRUISE & BUNKER

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-003

Rev.

1

IF IN DOUBT ASK.

14.09.18

1

No. Revision

GJ

By

Chk

Appd

Date










AutoCAD SHX Text

INBOUND

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OUTBOUND

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FERRY OPERATIONS

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CONSTRUCTION ZONE LIMITED CONSTRUCTION SPACE NO PILING OPERATION

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PIER 2D

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PIER 1C

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PIER 1B

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PIER 2F

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PIER 2E

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PIER 2C

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PIER 2C

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PIER 2B

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PIER 2A

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BERTH A

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PWF CH 111.4

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PWF CH 111.4

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PIER 4

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PIER 3B

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CONSTRUCTION STAGE 1A MAY 2019 - MAY 2020 (BREAKWATER ACCESS)

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AutoCAD SHX Text

QUAY STREET

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CAPTAIN COOK WHARF

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1.5

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7.5

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0.7

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0.8

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3.2

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5.5

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50mm PE

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MP4 50mm PE

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MP4 50mm PE

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MP4 50mm PE

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AutoCAD SHX Text

Refer SK 441

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4in ST

AutoCAD SHX Text

(0.8)

AutoCAD SHX Text

(0.7)

AutoCAD SHX Text

SR-00413-AK

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QUAY STREET

AutoCAD SHX Text

C-3732

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C-3736

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C-3730

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C-3731

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C-2863

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C-3768

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1

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1

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QUAY STREET

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MH

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MH

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14.70

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39.80

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43.10

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8.20

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7.00

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19.50

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2.5 m

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4.7 m

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5.10

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5.00

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4.10

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4.90

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BERTH B

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BERTH C

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BERTH D

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BERTH E

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BERTH A

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BERTH F

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MATERIAL BARGE

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Scale (A3)

Reduced

NTS

NTS

Design

Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

14.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN



OPTION 1A- NO CRUISE SHIP (EVENTS)

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-004

Rev.

1

IF IN DOUBT ASK.

14.09.18

1

No. Revision

GJ

By

Chk

Appd

Date










AutoCAD SHX Text

INBOUND

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OUTBOUND

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FERRY OPERATIONS

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CONSTRUCTION ZONE

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PIER 2D

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PIER 1C

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PIER 1B

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PIER 2E

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PIER 2C

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PIER 2C

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PIER 2B

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BERTH A

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CONSTRUCTION STAGE 1B MAY 2019 - MAR 2020

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AutoCAD SHX Text

PWF CH 111.4

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PIER 4

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REV

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BY

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DATE

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APP'D

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REVISION/ COMMENTS

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TITLE

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ORIG.

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ZONE

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LOC.

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TYPE

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RL.

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DRG No.

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SUIT.

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REV

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PROJECT/LOCATION

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REVIEWED

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APPROVED

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DATE

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DATE

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CLIENT

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DRAWING CHECK

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DES. REVIEW

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DRAWN

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DESIGNED

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ZONING

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SCALE @ A3

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SURVEYED

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SCALE @ A1

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DATE

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ZONE

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SURVEYED

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SCALE @ A1

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DATE

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70.5

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1.5

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7.5

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0.7

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50mm PE

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MP4 50mm PE

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AutoCAD SHX Text

(0.8)

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SR-00413-AK

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C-3732

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C-3736

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C-3730

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C-3731

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C-2863

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C-3768

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1

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1

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8.20

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7.00

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5.10

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BERTH B

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BERTH C

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BERTH D

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BERTH E

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BERTH A

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BERTH F

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MATERIAL BARGE

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STAGE 1A -WHARF ACCESS RE-OPENED DURING AGREED EVENTS & CRUISE SHIP LOADING & UNLOADING

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Original

Scale (A1)

Scale (A3)

Reduced

NTS

NTS

Design

Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

14.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN



OPTION 2A- CRUISE SHIP ONLY EVENTS

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-005

Rev.

1

IF IN DOUBT ASK.

14.09.18

1

No. Revision

GJ

By

Chk

Appd

Date








8. Ferry / Cruise & Events will impact on the construction durationwhen finalized

9. Navigational area will be handed back progressively during theconstruction period

AutoCAD SHX Text

INBOUND

AutoCAD SHX Text

OUTBOUND

AutoCAD SHX Text

FERRY OPERATIONS

AutoCAD SHX Text

CONSTRUCTION ZONE

AutoCAD SHX Text

PIER 2D

AutoCAD SHX Text

PIER 1C

AutoCAD SHX Text

PIER 1B

AutoCAD SHX Text

PIER 2E

AutoCAD SHX Text

PIER 2C

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PIER 2C

AutoCAD SHX Text

PIER 2B

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BERTH A

AutoCAD SHX Text


AutoCAD SHX Text


AutoCAD SHX Text

PWF CH 111.4

AutoCAD SHX Text

PWF CH 111.4

AutoCAD SHX Text

PIER 4

AutoCAD SHX Text


AutoCAD SHX Text

REV

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BY

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DATE

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APP'D

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REVISION/ COMMENTS

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TITLE

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PROJECT

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ORIG.

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ZONE

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LOC.

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TYPE

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RL.

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DRG No.

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SUIT.

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REV

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PROJECT/LOCATION

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REVIEWED

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APPROVED

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DATE

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DATE

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CLIENT

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DRAWING CHECK

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DES. REVIEW

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DRAWN

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DESIGNED

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ZONING

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SCALE @ A3

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14.09.18


DO NOT SCALE

Approved For

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Client:


DRAFT

Project: Title:



FERRY BASIN



OPTION 3A - CRUISE & BUNKER EVENTS

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-006

Rev.

1

IF IN DOUBT ASK.

14.09.18

1

No. Revision

GJ

By

Chk

Appd

Date










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INBOUND

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CONSTRUCTION ZONE LIMITED CONSTRUCTION SPACE NO PILING OPERATION

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APPENDIX C – CRUISE SHIP & EVENTS CALENDAR

Page 37

Date Event/Cruise Start Date Finish DateThursday, 28 March 2019 The Cloud 28/03/2019 29/03/2019

Friday, 5 April 2019 The Cloud 5/04/2019 7/04/2019Friday, 26 April 2019 The Cloud 26/04/2019 6/05/2019Friday, 10 May 2019 The Cloud 10/05/2019 13/05/2019

Sunday, 26 May 2019 The Cloud 26/05/2019 26/05/2019Thursday, 30 May 2019 Whole Wharf Event 30/05/2019 4/06/2019

Monday, 3 June 2019 HolidayFriday, 14 June 2019 The Cloud 14/06/2019 15/06/2019

Wednesday, 10 July 2019 Whole Wharf Event 10/07/2019 14/07/2019Monday, 2 September 2019 The Cloud 2/09/2019 9/09/2019Monday, 2 September 2019 The Cloud 2/09/2019 9/09/2019Friday, 27 September 2019 The Cloud 27/09/2019 28/09/2019

Wednesday, 2 October 2019 The Cloud 2/10/2019 2/10/2019Thursday, 3 October 2019 The Cloud 3/10/2019 3/10/2019

Friday, 4 October 2019 The Cloud 4/10/2019 6/10/2019Monday, 7 October 2019 Cruise 7/10/2019 7/10/2019

Wednesday, 9 October 2019 Cruise 9/10/2019 9/10/2019Friday, 11 October 2019 The Cloud 11/10/2019 13/10/2019

Tuesday, 15 October 2019 Cruise 15/10/2019 15/10/2019Wednesday, 16 October 2019 The Cloud 16/10/2019 20/10/2019

Saturday, 19 October 2019 Cruise 19/10/2019 19/10/2019Sunday, 20 October 2019 Whole Wharf Event 20/10/2019 20/10/2019Monday, 21 October 2019 Whole Wharf Event 21/10/2019 5/11/2019Monday, 28 October 2019 Holiday

Saturday, 2 November 2019 Cruise 2/11/2019 2/11/2019Saturday, 2 November 2019 Cruise 2/11/2019 2/11/2019

Friday, 8 November 2019 Cruise 8/11/2019 8/11/2019Sunday, 10 November 2019 Cruise 10/11/2019 10/11/2019

Wednesday, 13 November 2019 Cruise 13/11/2019 13/11/2019Friday, 15 November 2019 The Cloud 15/11/2019 16/11/2019

Thursday, 21 November 2019 The Cloud 21/11/2019 21/11/2019Saturday, 23 November 2019 Cruise 23/11/2019 23/11/2019

Wednesday, 27 November 2019 Cruise 27/11/2019 27/11/2019Friday, 29 November 2019 The Cloud 29/11/2019 1/12/2019

Saturday, 30 November 2019 Cruise 30/11/2019 30/11/2019Saturday, 30 November 2019 Cruise 30/11/2019 30/11/2019

Sunday, 1 December 2019 Cruise 1/12/2019 1/12/2019Monday, 2 December 2019 Cruise 2/12/2019 2/12/2019

Tuesday, 3 December 2019 Cruise 3/12/2019 3/12/2019Wednesday, 4 December 2019 Cruise 4/12/2019 4/12/2019

Friday, 6 December 2019 The Cloud 6/12/2019 6/12/2019Friday, 6 December 2019 The Cloud 6/12/2019 8/12/2019

Saturday, 7 December 2019 Cruise 7/12/2019 7/12/2019Sunday, 8 December 2019 Cruise 8/12/2019 8/12/2019Sunday, 8 December 2019 Cruise 8/12/2019 8/12/2019

Wednesday, 11 December 2019 Cruise 11/12/2019 11/12/2019Friday, 13 December 2019 The Cloud 13/12/2019 13/12/2019

Saturday, 14 December 2019 The Cloud 14/12/2019 14/12/2019Sunday, 15 December 2019 Cruise 15/12/2019 15/12/2019Monday, 16 December 2019 Cruise 16/12/2019 16/12/2019

Friday, 20 December 2019 Cruise 20/12/2019 20/12/2019Saturday, 21 December 2019 Cruise 21/12/2019 21/12/2019

Sunday, 22 December 2019 Cruise 22/12/2019 22/12/2019Monday, 23 December 2019 Cruise 23/12/2019 23/12/2019Monday, 23 December 2019 Cruise 23/12/2019 23/12/2019

Wednesday, 25 December 2019 HolidayThursday, 26 December 2019 Holiday

Friday, 27 December 2019 Cruise 27/12/2019 27/12/2019Sunday, 29 December 2019 Cruise 29/12/2019 29/12/2019Monday, 30 December 2019 Cruise 30/12/2019 30/12/2019

Tuesday, 31 December 2019 Cruise 31/12/2019 1/01/2020Wednesday, 1 January 2020 Holiday

Thursday, 2 January 2020 HolidaySunday, 5 January 2020 Cruise 5/01/2020 5/01/2020Monday, 6 January 2020 Cruise 6/01/2020 6/01/2020

Tuesday, 7 January 2020 Cruise 7/01/2020 7/01/2020Wednesday, 8 January 2020 Cruise 8/01/2020 8/01/2020

Thursday, 9 January 2020 Cruise 9/01/2020 11/01/2020Sunday, 12 January 2020 Cruise 12/01/2020 12/01/2020Sunday, 12 January 2020 Cruise 12/01/2020 12/01/2020Monday, 13 January 2020 Cruise 13/01/2020 13/01/2020

Tuesday, 14 January 2020 Cruise 14/01/2020 14/01/2020Friday, 17 January 2020 Cruise 17/01/2020 17/01/2020

Sunday, 19 January 2020 Cruise 19/01/2020 19/01/2020Monday, 20 January 2020 Cruise 20/01/2020 20/01/2020

Tuesday, 21 January 2020 Cruise 21/01/2020 21/01/2020Thursday, 23 January 2020 Cruise 23/01/2020 23/01/2020Thursday, 23 January 2020 Whole Wharf Event 23/01/2020 28/01/2020

Friday, 24 January 2020 Cruise 24/01/2020 24/01/2020Saturday, 25 January 2020 Cruise 25/01/2020 25/01/2020

Sunday, 26 January 2020 Cruise 26/01/2020 26/01/2020

Monday, 27 January 2020 HolidayTuesday, 28 January 2020 Cruise 28/01/2020 29/01/2020Saturday, 1 February 2020 Cruise 1/02/2020 1/02/2020Monday, 3 February 2020 Cruise 3/02/2020 3/02/2020

Tuesday, 4 February 2020 Cruise 4/02/2020 4/02/2020Thursday, 6 February 2020 HolidayThursday, 6 February 2020 Cruise 6/02/2020 8/02/2020Monday, 10 February 2020 Cruise 10/02/2020 10/02/2020

Wednesday, 12 February 2020 Cruise 12/02/2020 12/02/2020Thursday, 13 February 2020 Cruise 13/02/2020 13/02/2020Saturday, 15 February 2020 Cruise 15/02/2020 16/02/2020Monday, 17 February 2020 Cruise 17/02/2020 17/02/2020

Tuesday, 18 February 2020 Cruise 18/02/2020 19/02/2020Thursday, 20 February 2020 Cruise 20/02/2020 20/02/2020

Friday, 21 February 2020 Cruise 21/02/2020 21/02/2020Sunday, 23 February 2020 Cruise 23/02/2020 23/02/2020Monday, 24 February 2020 Cruise 24/02/2020 24/02/2020

Tuesday, 25 February 2020 Cruise 25/02/2020 25/02/2020Thursday, 27 February 2020 Cruise 27/02/2020 27/02/2020

Friday, 28 February 2020 Cruise 28/02/2020 28/02/2020Sunday, 1 March 2020 Cruise 1/03/2020 2/03/2020

Tuesday, 3 March 2020 Cruise 3/03/2020 3/03/2020Wednesday, 4 March 2020 Cruise 4/03/2020 4/03/2020

Saturday, 7 March 2020 Cruise 7/03/2020 7/03/2020Sunday, 8 March 2020 Cruise 8/03/2020 8/03/2020Sunday, 8 March 2020 Cruise 8/03/2020 8/03/2020Monday, 9 March 2020 Cruise 9/03/2020 9/03/2020


Thursday, 12 March 2020 Cruise 12/03/2020 12/03/2020Friday, 13 March 2020 Cruise 13/03/2020 13/03/2020

Sunday, 15 March 2020 Cruise 15/03/2020 15/03/2020Monday, 16 March 2020 Cruise 16/03/2020 16/03/2020Monday, 16 March 2020 Cruise 16/03/2020 16/03/2020


Thursday, 19 March 2020 Cruise 19/03/2020 19/03/2020Monday, 23 March 2020 Cruise 23/03/2020 23/03/2020Monday, 30 March 2020 Cruise 30/03/2020 30/03/2020Monday, 30 March 2020 Cruise 30/03/2020 30/03/2020

Wednesday, 1 April 2020 Cruise 1/04/2020 1/04/2020

Friday, 3 April 2020 Cruise 3/04/2020 3/04/2020Sunday, 5 April 2020 Cruise 5/04/2020 5/04/2020Friday, 10 April 2020 Holiday

Sunday, 12 April 2020 Cruise 12/04/2020 12/04/2020Monday, 13 April 2020 Holiday

Tuesday, 14 April 2020 Cruise 14/04/2020 14/04/2020Saturday, 25 April 2020 HolidayMonday, 27 April 2020 Holiday

Wednesday, 29 April 2020 Cruise 29/04/2020 29/04/2020Friday, 8 May 2020 Cruise 8/05/2020 8/05/2020

Wednesday, 27 May 2020 Cruise 27/05/2020 27/05/2020Monday, 1 June 2020 Holiday

Wednesday, 22 July 2020 Cruise 22/07/2020 22/07/2020Thursday, 23 July 2020 Cruise 23/07/2020 23/07/2020

Sunday, 23 August 2020 Cruise 23/08/2020 23/08/2020Saturday, 5 September 2020 Cruise 5/09/2020 5/09/2020Sunday, 27 September 2020 Cruise 27/09/2020 27/09/2020

Monday, 26 October 2020 HolidayFriday, 25 December 2020 Holiday

Saturday, 26 December 2020 HolidayMonday, 28 December 2020 Holiday

Friday, 1 January 2021 HolidayMonday, 4 January 2021 Holiday

Monday, 1 February 2021 HolidaySaturday, 6 February 2021 HolidayMonday, 8 February 2021 Holiday


APPENDIX D – CROSS SECTIONAL DRAWINGS

Page 38

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WHARF ALIGNMENT

80 - 100 TON JACKUP BARGE CRANE

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Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

25.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN

CROSS SECTION


OPTION 1 - NO CRUISE SHIP

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-007

Rev.

1

IF IN DOUBT ASK.

25.09.18

1

No. Revision

GJ

By

Chk

Appd

Date










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80 - 100 TON PILING BARGE CRANE

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Design

Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

25.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN

CROSS SECTION


OPTION 2 - CRUISE SHIP ONLY

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-008

Rev.

1

IF IN DOUBT ASK.

25.09.18

1

No. Revision

GJ

By

Chk

Appd

Date










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FERRY

THE CLOUD

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Dwg Check

Dsg Verifier

Drawn

G Jones

G Jones

25.09.18


DO NOT SCALE

Approved For

Construction*

Date

Client:


DRAFT

Project: Title:



FERRY BASIN



OPTION 3 - CRUISE & BUNKER

Discipline

Drawing No.

MARINE CONSTRUCTION

DN1158-MA-DWG-006

Rev.

1

IF IN DOUBT ASK.

25.09.18

1

No. Revision

GJ

By

Chk

Appd

Date











APPENDIX E – ISTHMUS DRAFT: PROPOSED FERRY TERMINAL PLAN

Page 39

25Downtown Ferry Basin Redevelopment Stage 1 | Auckland Transport | August 24, 2018

2.2 Proposed Plan.

LP

LP

LP LP

LP

S5A3-01

S5A3-01

S6A3-01

S6A3-01

Existing upper floor to remain:

- No work required.

- Exisitng tenancy to be fully functional

throughout construction

Existing platform edge to remain

Existing Pou forest to remain

Heritage shelter to remain in place

Refer to drawing section:

2.1 - Heritage Structure

Construct new retail/ food and beverage facili . Allow for two tenancies.Include for:

New frameless glass shop front perimeter withSliding doors.

Provide water, electricity, data and phone,Wastewater connec .

Allow to make good o sEnsure smooth transi .

Allow to construct new steel UB frame to support exis p

Provide a new concrete to open space between kerb lineand terminal building

Ramp new slab downto exis

Upgrade pedestrian arrivalspace. New sea ein raised planters.

Allow to install 3x newautoma s ssliding doors and shop frontto new eleva .

Make good transi eoutside and inside.

Terminal internal works:

New furniture suite(sea , bins, lockers).New signage and way-and interpreta lterminal

New ligh : funcfeature to full terminal.

Ticket to remain

Allow for new AT HOP gates. Include for:

2x standard gates1x wide gates: in each direc (embarking anddisembarking).Also allow for Fullers Galaxy s .Provide all necessary foundaelectrical servicesNew frameless glass balustrades with stainless steelstructure to enclose wai

Existing transformer to remain

New balustrade to match exis

Allow to install new verglass louvres above glazing

Allow to install new verglass louvres above glazingNew public w/c

New dual glass interface

Waiting

Tickets

Pier 1C

Pier 1B Pier 1A

General notes:

All work to be within NZBC and territorial authorityregula .Provide all temporary support, bracing and weatherproocap all redundant services.Allow to re-route all exisfuncconstruc .All waste and excavated material to be removed from site

Heritage Shelter

Existing Container Village

Existing

Ferry Terminal

Existing

Ferry Terminal

Gangway

Gangway

Ga

ng

wa

yG

an

gw

ay

Gangway

Gangway

Pontoon

Gangway

Gangway

No work to exisitng gangway or pontoons



To remain

Refer to section 2.1 - H

eritage Structure

Fullers

Freight

& Staff

W/C

W/C

W/C

Retail /

F&B

Retail /

F&B

01A2-01

01A2-01

01A2-03

01A2-02

01 Ground Floor Proposed

Scale: 1:500

Draft for discussion only

construction excection plan - auckland council · 2018. 11. 14. · construction activity at the...

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