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Report

Queens Wharf Cruise Ship Berth: Preliminary Design Report

Prepared for Panuku Development Auckland (Client)

Prepared by Beca Ltd (Beca)

31 August 2018

Queens Wharf Cruise Ship Berth Preliminary Design Report

Beca // 31 August 2018

3232840 // NZ1-12691441-95 8.4 // i

Revision History

Revision Nº Prepared By Description Date

A James Cowderoy Draft Preliminary Report for Client Comment 06/07/2016

B James Cowderoy Issued for Approval 24/08/2016

0 James Cowderoy Final for Issue 22/09/2016

1 James Cowderoy / Jennifer Hart

Updated for Gangway Removal 26/10/2016

2 James Cowderoy Updated for 2 Dolphins and Gangways 06/11/2017

3 James Cowderoy Updated for RFT for the Downtown/Waterfront 05/04/2018

4 James Mortimer Amendments prior to consent lodgement 26/04/2018

5 James Cowderoy Amendments prior to consent lodgement 03/07/2018

6 James Cowderoy Amendments prior to consent lodgement 11/07/2018

7 James Cowderoy Document amended 15/08/2018

8 James Cowderoy Document amended 31/08/2018

Document Acceptance

Action Name Signed Date

Prepared by James Cowderoy

31/08/2018

Reviewed by Stephen Priestley

31/08/2018

Approved by Stephen Priestley

31/08/2018

on behalf of Beca Ltd

© Beca 2018 (unless Beca has expressly agreed otherwise with the Client in writing).

This report has been prepared by Beca on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Any use or reliance by any person contrary to the above, to which Beca has not given its prior written consent, is at that person's own risk.



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Contents

1 Introduction 2

2 Scope of Work 3

2.1 Design Vessels 3

2.2 Services and Ancillaries 4

3 Design Philosophy and Approach 5

3.1 Structural Design Standards and References 5

3.2 Geotechnical Design Parameters 7

3.3 Design Loads 9

3.4 Environmental Loads 9

3.5 Design Mooring Loads 11

4 Design Development 12

4.1 Mooring Dolphins 12

4.2 Dolphin Gangway 12

4.3 Southern Bollards and Wharf Modifications 12

4.4 Additional Fender Clusters 14

4.5 Maintenance Dredging 14

Appendices

Appendix A – Preliminary Design Drawings

Appendix B – Design Criteria

Appendix C – Decommissioning Methodology Technical Memo



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1 Introduction

Beca has been engaged by Panuku Development Auckland (Panuku) to carry out the preliminary

design for the proposed Queens Wharf upgrade to accommodate extra large cruise vessels.

This report has been prepared to accompany a resource consent application for modifications to the

cruise vessel berth at Queens Wharf, including a double mooring dolphin, fendering and bollards,

and associated strengthening of Queens Wharf.

The berth modifications are required to accommodate new generation extra large cruise ships, with

the design vessel of the 362m long ‘Oasis of the Seas’, capable of carrying more than 6000

passengers. Cruise ships up to 348m already visit Auckland and at present, vessels too large to be

berthed at Princes Wharf or Queens Wharf have to be berthed either within the Commercial Port or

in stream in the harbour holding position on thrusters, which is not sustainable given the increasing

number of these large vessels and security, safety and Port operation issues.

The purpose of this document is to describe:

The physical berth requirements for new generation extra large cruise ships.

The proposed modifications to the existing cruise berth.

Other documents address traffic, noise, ecology, heritage, navigational safety, and constructability.

Chainages referred to within this report are related to the Ports of Auckland chainage designation

for Queens Wharf whereby 0m chainage is located 21m from the root of the wharf at Quay Street.

All levels referred to in this report are in terms of Chart Datum (CD).

Detailed structural design calculations have not been undertaken for the dolphins at this stage.

Some preliminary design, however, as discussed in Section 4, has been conducted to confirm the

dolphin sizing and likely number of piles. This report is only intended to inform the resource consent

process. The design philosophy and methodology will be undertaken in the next engineering design

stage as described in this sections 2 and 3 of this report.



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2 Scope of Work

The scope of the berth modifications at Queens Wharf include:

Two mooring dolphins with a connecting access gangway;

Fendering and bollards (wharf furniture); and

Associated strengthening of the southern end of Queens Wharf.

2.1 Design Vessels

The bollards on the new mooring dolphins and existing Queens Wharf will be designed for the

mooring forces associated with the vessels described in Table 1. The mooring configurations

considered are shown in Figure 1.

Design Vessel: Oasis of the Sea Queen Mary 2 Carnival Vista 220m Vessel

Gross tonnage 225,282 t 151,400 t 144,216 t *55,820 t

Deadweight 19,750 t 19,189 t 11,277 t *7,500 t

Displacement 106,042 t 79,827 t 69,430 t *35,000 t

LOA 361.9 m 345.0 m 330.0 m *220.0 m

LBP 330.0 m *318.0 m 306.0 m *202.0 m

Beam 47.0 m 41.0 m 38.4 m *30.8 m

Max. Beam

(bridge wings) 67.0 m 45.0 m 44.9 m *36.0 m

Design draft 9.3 m 10.3 m 8.4 m *7.7 m

Wind lateral

area at design

draft

15,065 m2 *14,000 m2 13,446 m2 *6,500 m2

Wind front area

at design draft 3,354 m2 *1,840 m2 1,720 m2 *1,010 m2

Table 1 - Design Vessel Parameters (*Estimated value)



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Figure 1 - Design Vessel Mooring Arrangements

2.2 Services and Ancillaries

2.2.1 Navigation and Operational Lighting

Navigation and operational lighting has been provided in the form of steel light poles. Electrical

ducting has been routed to the base of each light pole.

2.2.2 Pedestrian Gangway

When the infrastructure is not in use, public access is enabled to almost 40m of the gangway. A 4m

retractable section has been provided where the gangway connects with the first dolphin to restrict

pedestrian access to the dolphin structures. The gangway will be 2.3m wide where public access is

provided for along the first section of gangway from Queens Wharf until the retractable section, with

the gangway between the two dolphins where only operational access is permitted being 1.4m

wide.

2.2.3 Electricity

Allowance has been made for electrical supply ducts on the mooring dolphins. Electricity supply

would be provided by a ducted cable from the existing wharf deck to the dolphin along the gangway.

The electrical supply will need to traverse the retractable gangway section to reach the dolphins,

this may be by submarine cable at this location.

2.2.4 Ladders and Buoys

An allowance has been made for ladders at each of the mooring dolphins. Each ladder is

anticipated to extend from approximately 0.0m CD to top of deck level.

2.2.5 Fenders

Light fendering only is anticipated to be provided along the vertical faces of the mooring dolphins.

2.2.6 Security Gates

Two low level security gates will be provided on the gangway at the start of the gangway at

chainage 0m and before the retractable gangway section at chainage 36m.



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3 Design Philosophy and Approach

3.1 Structural Design Standards and References

Queens Wharf and new mooring dolphins: The design, detailing and construction of the

structures has been performed in accordance with the following standards:

NZBC New Zealand Building Code

AS 4997-2005 Guidelines for the design of maritime structures

BS6349: Parts 1, 2 and 4 Code of Practice for Maritime Structures

AS/NZS 1170.0-2002 Structural design actions

AS/NZS 1170.1-2002 Permanent, imposed and other actions.

AS/NZS 1170.2-2011 Wind actions

NZTBM 3rd Edition New Zealand Transport Bridge Manual

NZS 1170.5-2004 Earthquake action

NZS 3101-2006 Concrete Structures Standard

NZS 3404-1997 Steel Structures Standard

NZS 3109-1997 Specification for Concrete Construction

AS 1657 Fixed Platforms, Walkways, Stairways and Ladders

PIANC – Design of Port Structures for Seismic Actions

PIANC – Guidelines for the Design of Fender Systems 2002

Refer to the design criteria document in Appendix B for a comprehensive list of standards,

information and loadings utilised for the preliminary design calculations.

3.1.1 Design Life

The dolphins and Queens Wharf strengthening modifications have been designed for a 50 year

design life.



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3.1.2 Durability and Materials

3.1.2.1 Concrete

a. Exposure Classification

The following exposure classifications in Table 2 have been adopted for the design in accordance

with NZS3101-2006 Table 3.1. These are based on achieving a 50 year design life for durability.

Element Exposure

Classification

Concrete

Grade Cover

Piles (concrete infill) B2 30 MPa 50 mm

Deck Slab C 50 MPa 75 mm

Wharf beams C 50 MPa 75 mm

Table 2 – Concrete Exposure Classification

3.1.2.2 Reinforcing steel

Reinforcement shall have minimum yield strength of 500MPa and be manufactured using the micro-

alloy process. All reinforcing steel shall comply with the requirements for Grade 500E as outlined in

AS/NZS 4671.

3.1.2.3 Steel Tube Piles

All steel tube piles shall be grade 250MPa. Design life has been achieved through allowance for

sacrificial corrosion losses. The following corrosion rates will be applied during detailed design to all

exposed surfaces of the steel piles in accordance with NZS3404.1:2009 C5.3.2.1. Corrosion rates

adopted for design are summarized in Table 3.

Location Depth (Chart Datum)

Corrosion Rate

(mm/year)

Splash zone ≥ +3.6m 0.075

Tidal zone +3.6m to +0.2m 0.075

Low water zone +0.2m to 0.0m 0.075

Immersion zone +0.0m to -15.5m 0.035

Embedment zone ≤-15.5m 0.015

Table 3 - Corrosion Rates



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3.2 Geotechnical Design Parameters

Geotechnical investigations undertaken in 2009 for seismic assessment of Queens Wharf have

been used to assess ground conditions at the location of the proposed dolphins. These are located

about 80m to the south of the outer dolphin. No site specific investigations have been undertaken

due to extensive geotechnical data available in the harbour and Beca’s existing understanding of

the underlying sandstone rock structures.

3.2.1 Geology and Historical Information

The Geological Map 2, Geology of the Auckland Urban Area, Scale 1:50,000 (1992) indicates that

the site is underlain by Waitemata Group East Coast Bays Formation.

3.2.2 Soil Profile

The soil profile encountered in the boreholes on Queens Wharf is summarised below and shown on

Figure 2.

Recent Marine Sediments – Very soft silt and clay to depths between -11 and -15mCD. Geonor

shear vane testing was undertaken in 2 machine boreholes, measured shear strengths were

between 1 and 11 kPa.

Pleistocene Sediments – Stiff to very stiff silt was encountered below the recent marine

sediments to depth -26m CD.

Waitemata Group Rock (WGR) – WGR (SPT N > 50 blows/300mm) dips from the southern end

of the wharf to the north. Based on BH1 and 5 rock is estimated at around -26mCD.

The key geotechnical issue relating to the mooring dolphins is lateral support from the underlying

soil and rock. The preliminary engineering design parameters developed from the adjacent

boreholes are summarised in Table 4 below.

Layer

Ultimate lateral

capacity

(kPa)

Coefficient of

Horizontal Subgrade

Reaction – Static

(MN/m3)

Coefficient of

Horizontal Subgrade

Reaction –

Seismic (MN/m3)

Recent Marine

Sediment (seabed to -

15mCD)

40 0.5 1.0

Pleistocene

Sediment (-15 to -

26m CD)

700 20 40

WG – Rock (below -

26m CD)

<2m

>2m

2,000

4,000

100

200

200

400

Table 4 - Geotechnical design parameters

A material reduction factor of 0.5 has been applied to the values in Table 4 during preliminary

design.



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Figure 2 - Queens Wharf borehole soil profile



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3.3 Design Loads

Design loads are in accordance with the New Zealand Building Code, AS/NZS1170:2002,

NZS1170.5:2005, AS4997:2005 and the New Zealand Transport Bridge Manual NZTBM 3rd Edition.

Refer also to the design criteria in Appendix B.

3.3.1 Permanent Loads

3.3.1.1 Dead Loads

Dead loads have been derived from material weights and structural component dimensions used for

construction. The following densities have been considered for this design package:

Precast Concrete 26.5 kN/m3

Reinforced concrete 25.0 kN/m3

Steelwork 78.5 kN/m3

Soil 18.0 kN/m3

Wood /Timber 10.0 kN/m3

3.3.2 Live Loads

3.3.2.1 Vessel Mooring Loads

The wharf will be used by extra large cruise ships. Seven 150t bollards have been placed along the

seaward face of the wharf at the southern end of Queens Wharf, and two new mooring dolphins

have been provided at the northern end of Queens Wharf. Three 150t bollards have been provided

on each of the mooring dolphin’s eastern faces and three 150t bollards on the western faces.

In the previously undertaken preliminary design calculations, consideration of the load combinations

and sensitivity checks have been carried out by assuming that up to three bollards will be fully

loaded to 150t (1500 kN) and one bollard will be partially loaded with the remainder of the mooring

load and also assuming that all four bollards share the load equally. During the next stage of

engineering a similar design approach will be undertaken for the revised dolphin and bollard

arrangements. A factor of safety of 1.5 has been adopted for mooring loads.

3.4 Environmental Loads

3.4.1 Seismic Loads

Seismic design has not been analysed in any detail at the preliminary design stage as the mooring

loads are the governing load case. Seismic loads are expected to be relatively small due to the total

mass of the dolphin structure being relatively small (approximately 1,400 kN lateral load at SLS

compared with 5,000 kN lateral mooring load at ULS).

During detailed design the seismic design will be carried out in accordance with NZ1170.5:2004 and

NZTMB 3rd Edition. An equivalent static force-based design approach will be adopted.

Design Life: 50 years

Classification: 2

Limit State Factor: Ultimate Limit State (ULS) Ru = 1.00 for 1/500 APE

Serviceability Limit State (SLS1) Rs = 0.25 for 1/25 APE

Site sub soil classification: C (Shallow soil sites)



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Zone Factor: Z = 0.13

Near-fault Factor: N(T,D) = 1.0

Structural Performance Factor: Sp = 0.80 except when considering the lateral stability of the whole

structure against sliding or toppling Sp = 1.00

3.4.2 Tidal Levels

The following tidal fluctuations have been considered for the site, see Table 5. All tidal levels are

relative to the Auckland Harbour Chart Datum (CD) which is approximately the level of Lowest

Astronomical Tide.

Tide Condition Level (m CD)

Highest Astronomical Tide (HAT) 3.70m CD

Mean High Water Springs (MHWS) 3.39m CD

Mean Sea Level (MSL) 1.90m CD

Mean Low Water Springs (MLWS) 0.41m CD

Lowest Astronomical Tide (LAT) 0.05m CD

Table 5 – Design Tidal Levels (LINZ, 2017)

3.4.3 Sea Level Rise

It is noted that the Auckland Unitary Plan predicts that a 1m sea level rise could occur over the next

100 years.

The mooring dolphins have been designed with the deck level 0.5m below the existing Queens

Wharf deck. It has not been specially designed to raise the deck level in the future.

3.4.4 Current Loads

For design purposes current velocities of 0.2m/s have been adopted from existing modelling studies

of the Waitemata Harbour.

3.4.5 Temperature Effects

Overall and differential temperature effects have been considered in accordance with the New

Zealand Transport Agency Bridge Manual 3rd Edition. Allowance was made for forces and

movements resulting from an overall temperature change of ±20ºC. Temperature gradient through

the depth of the structure was taken from the New Zealand Transport Agency Bridge Manual 3rd

Edition. Cracked section properties were adopted for the analysis of reinforced concrete members.

3.4.6 Wind Loads

Wind loads have been considered in determination of mooring loads acting on the wharf and

mooring dolphins. For Oasis class vessels the wharf is not designed for wind loading in accordance

with the New Zealand loadings code NZS1170, which requires a 30 second gust speed of 35.2 m/s

(68 knots) as from POALs simulations they will apply an operational ‘clear berth’ limit protocol at 40

knots. POAL have requested an increased design wind speed for the mooring system of 50 knots.



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3.5 Design Mooring Loads

We have undertaken mooring analysis for the scenario of the Oasis of the Seas berthed against

Queens Wharf east to determine the likely structural modifications required to accommodate the

vessel at Queens Wharf.

The Oasis of the Seas has been modelled to represent fairlead locations for westerly wind

conditions and the profile of the ‘flat-side’ of the vessel to pick up interactions with the fenders for

easterly wind conditions. We have assumed that each fender cluster structure on Queens Wharf

load multiple pile bents.

We have investigated wind directions of easterly, north-easterly, south-easterly, westerly, north-

westerly and south-westerly. Northerly and southerly wind directions have been omitted as the

windage area looking bow/stern on is not a governing case. Both the operating wind speed of 40

knots and the design wind speed of 50 knots have been analysed. Summary results from the

mooring analyses are shown in the table below:

Design Wind

Speed

Wind

Direction

Maximum Load

per Bollard

(tonnes)

Maximum Load per

Dolphin (tonnes)

Maximum Load per

Fender (tonnes)

40 Knots

NW 79.3 170.9 0.0

W 87.0 147.7 0.0

SW 99.6 125.9 0.0

NE 74.9 68.0 180.0

E 69.4 78.9 156.0

SE 64.2 87.5 130.0

50 Knots

NW 112.1 262.0 0.0

W 129.6 229.3 0.0

SW 147.9 195.2 0.0

NE 74.2 49.9 247.0

E 65.6 66.8 209.0

SE 57.3 80.5 167.0

Table 6 – Design Loads



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4 Design Development

4.1 Mooring Dolphins

It is anticipated that, based on the results of the mooring analyses undertaken, the mooring dolphins

will be of a similar size and construction as the dolphin at Fergusson Wharf in Auckland. The

dolphins will consist of a reinforced concrete deck supported by six to eight 1.8m diameter steel

cased reinforced concrete piles, socketed 10m into the Waitemata sandstone rock strata (-36.0m

CD). The diameter of the dolphins is 15m.

Consideration was given to using raking piles instead of vertical piles, however this would likely

result in the pile protruding beyond the footprint of the deck below the water line which may pose a

navigational risk. Additionally, a dolphin solution utilising raking piles was found to offer no

significant reduction in dolphin size of material quantities. Considering the additional construction

complication of installing large raked piles, and therefore the increased costs, this option was

discounted.

4.2 Dolphin Gangway

Access to the first mooring dolphin will be provided by three to four gangway spans up to 21m of

2.3m wide consisting of a 650mm deep single hollowcore precast unit with 200mm deck slab cast

insitu. Access between the two dolphins will be provided by one gangway span up to 21m of 1.4m

wide consisting of a 650mm deep single hollowcore precast unit with 200mm deck slab cast insitu.

The gangways will be supported on 1200mm diameter steel cased reinforced concrete piles capped

with a precast concrete capping beam. Consideration has been given to minimizing the visual

impact of the gangway leading to the dolphin. For this reason, a reinforced concrete gangway

structure is preferred over a more visually intrusive steel truss structure.

The first gangway span will facilitate a change in level from +5.50m CD to +5.00m CD at a slope

gradient of typically 3.5%, with a maximum gradient of 5% permissible.

The gangway balustrades will be Webforge standard balustrade panel or similar approved with a

protective coating applied with a matt black finish to the landscape architects requirements.

4.3 Southern Bollards and Wharf Modifications

To accommodate the new extra large size of cruise ship, seven 150t bollards will be provided

adjacent to the seaward face of the southern end of Queens Wharf, as indicated on drawing

3232840-CA-K-001 provided in Appendix A and in Figure 3 below.

A 3-dimensional SAP 2000 model was used to analyse the demands on the existing wharf due to

the increased bollard loads. The deck elements were modelled as a grillage of longitudinal and

transverse members with section properties defined according to the size/spacing of the deck

beams. Pile and pile bracing elements were modelled as line elements with section properties

defined according to the pile and bracing dimensions. Soil interaction was modelled using Winkler

Springs. Only limited drawings are available of the existing wharf and several assumptions had to

be made in relation to the structural layout of the wharf, in particular the location and arrangement

of the pile bracing. Further investigations will be required in the next design phase to confirm the

wharf general arrangement and dimensions in the vicinity of the bollards.



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Bollard loads were applied as described for the mooring dolphins under sections 3.3.2.1 and 0

above.

Analysis indicates that, in a global sense, the loads can be satisfactorily distributed around the

structure without exceeding the assessed/assumed structural capacities of the main members

(beams, piles, bracing). However, it is noted that capacities have generally been assessed using

comparative load methods rather than assessing specific capacities based on reinforcement

arrangements. This method is considered normal and adequate for preliminary design given the

lack of information and uncertainty in some of the reinforcement detailing/arrangements.

Accordingly, it will be necessary to carry out investigations to confirm the reinforcement

arrangements at selected areas in order to confirm capacities.

However, the geotechnical capacity of the existing piles to resist tensile (uplift) loads as a result of

the applied bollard loads were found to be an issue. The existing piles comprise square reinforced

concrete elements which were driven down to the top of the underlying sandstone. Geotechnical

tension capacity is achieved through friction between the pile surface and the surrounding ground.

Because the depth and quality of the soil surrounding the piles (above the sandstone) is limited, the

friction and therefore tension resistance provided is negligible.

To address existing pile tension load deficiencies in the vicinity of the bollards, it is proposed to

install five additional 600mm diameter bored piles through the existing wharf deck, directly beneath

the position of each of the new bollards to accommodate uplift loads. To allow installation of the pile

a small area of the existing deck will be broken out (approximately 1500mm by 1500mm), between

the transverse beams.

To address local load demands where the bollard is connected to the wharf, it is proposed to

position the new bollards slightly further back from the deck edge than the existing bollard positions

and within an area of deck slab framed on three sides by the transverse beams and a longitudinal

beam. Positioning the bollards within a section of deck slab, rather than over a beam, avoids the

complication of trying to install the bollard bolts through the beams and potentially damaging the

beam reinforcement. Additionally, the applied load is shared amongst the beams rather than applied

directly to just one beam. The small area of the existing deck which was broken out to

accommodate the pile installation will be reinstated by drilling connection bars into the sides of the

adjacent beams and then casting a thicker (approximately 600mm) reinforced section of slab

(inclusive of bollard hold down bolts) above the new pile. Refer to Figure 3 below for indicative

wharf strengthening arrangements to accommodate the bollards.

A topographic survey will be undertaken during detailed design to accurately locate the positions of

the heritage rail lines that traverse the area that the new southern bollards are required to be

located in. Minor adjustments to the bollard positions may be undertaken to avoid damage to the

existing rails. Where the concrete deck is to be broken out to strengthen the slab and install piles

underneath the new bollards hydro demolition techniques will be used leaving the rails intact. Once

the thickened slab is poured, the existing rails will set into the deck slab once again. No heritage

rails will be removed from the deck of Queens Wharf.



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Figure 3 - Southern Mooring Bollards: Wharf Strengthening

4.4 Additional Fender Clusters

Additional fender systems have been provided at chainages 90m and 290m to protect the wharf

from damage and help absorb kinetic energy of a berthing vessel. It is intended that the fender

cluster design will match the existing fender clusters located at chainages 130m, 170m, 215m and

250m.

4.5 Maintenance Dredging

The berth will be dredged to provide the notified depth of 10.5m below Chart Datum. This caters for

the design ship draught and under keel clearance, which allows for vessel movements at the berth.

The dredging is within the maintenance dredging envelope that is already consented under Ports of

Auckland Ltd’s Permit 34673.


Beca // 31 August 2018Beca // 31 August 2018

3232840 // NZ1-12691441-95 8.4 //

Appendix A

Preliminary Design Drawings

3232840-CA-K001

3232840-CA-K002

3232840-CA-K003

3232840-CA-K004

3232840-CA-K005

3232840-CA-K006

3232840-CA-K007

3232840-CA-K008

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DO NOT SCALE

Drawing No.

Discipline

Title:

Project:

IF IN DOUBT ASK.

Docu

ment

No.

Rev.

By

* Refer to Revision 1 for Original Signature

Client:

Dwg Check

Drawing Originator:

Scale (A3)

Revision

Dsg Verifier

Scale (A1)

Reduced

Drawn

Original

No.

Design

Date

Approved ForConstruction*

AppdChk Date

Drawing Plotted: 06 Jul 2018 1:52 PM

3232

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001.D

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NOT FOR CONSTRUCTION

PRELIMINARY

3232840-CA-K001 K

PLAN OF PROPOSEDMODIFICATIONS TO

QUEENS WHARF

CIVIL ENGINEERING

PANUKU DEVELOPMENTAUCKLAND

QUEENS WHARFCRUISE SHIP

BERTH MODIFICATIONS

1:1000

1:2000

JAC 27/06/16VDLT 27/06/16

QUEENS WHARF - DECK AND DOLPHINARRANGEMENT LAYOUT PLAN

SCALE 1:1000

AK002

EXISTING FENDERCLUSTERS

NEW FENDER CLUSTER TO MATCHEXISTING FENDERSREFER DRAWING 3232840 -CA-K004

NEW 150 TONNE BOLLARDS AND1500 x 1500 x 600 DEEPTHICKENED SLAB OVER NEW Ø600REINFORCED CONCRETE PILEWITH PERMANENT STEEL CASING

MOORINGDOLPHIN

KEY PLAN

QUAY ST.

CUSTOMS ST.

HOBS

ON S

T.

EASTERN VIADUCT

QUEE

NS W

HARF

PRIN

CES

WHA

RF

CAPT

COO

K W

HARF

QUAY ST.

B REVISED ACCESS GANGWAY JAC JACC ACCESS GANGWAY REMOVED JAC JAC SJP 21/10/16D DOLPHIN LAYOUT UPDATED JAC JAC SJP 03/11/17

MOORINGDOLPHIN

E REVISED DOLPHIN & GANGWAY JAC JAC SJP 07/02/18F REVISED DOLPHIN & GANGWAY JAC JAC SJP 28/03/18G REVISED DOLPHIN & GANGWAY JAC JAC SJP 24/04/18H REVISED ACCESS GANGWAY JAC JAC SJP 06/06/18I REVISED ACCESS GANGWAY JAC JAC SJP 27/06/18

NEW FENDER CLUSTER TO MATCHEXISTING FENDERSREFER DRAWING 3232840 -CA-K004

J REVISED ACCESS GANGWAY JAC JAC SJP 04/07/18K REVISED ACCESS GANGWAY JAC JAC SJP 05/07/18

49.0082.00

9.22 15.00m

150t BOLLARD ONMOORING DOLPHIN

15.00

m

NAVIGATIONLIGHT & AREA LIGHTING POLE

1800mm DIA REINFORCEDCONCRETE PILE

ELECTRICCAPSTAN

LADDER

NOTE:FENDERING DETAILSSHOWN ON DRAWING3232840-CA-K005.

5.94

6.50

45°

18.0015.00m

45°45°

33.00

AREA LIGHTINGPOLE


45°45°

45°45°

1.40

ELECTRICCAPSTAN

BULL RAIL

LADDER

LADDER

LADDER

BULL RAIL

2.30

13.85

1.38

1.38

1.38

1.40

4.001.38

SECURITY GATE

4.63

2.00

1.10

1.38

1.10

90.30

45°

EXISTINGWHARF

1K003

13.80

SECURITYGATE

GRATING OVERHERITAGE STAIRS

AREA LIGHTINGPOLE


45°45°

45°45°

ELECTRICCAPSTAN

LADDER

LADDER

BULL RAIL

2.30

1.38

1.38

1.38

1.40

4.001.38

SECURITY GATE

2.00

1.10

1.38

No. AppdRevision By Chk Date

Drawing Originator:

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PRELIMINARY

3232840-CA-K002 L

MOORING DOLPHINAND ACCESS GANGWAYDETAILS SHEET 1 OF 2

CIVIL ENGINEERINGPANUKU DEVELOPMENT AUCKLAND


BERTH MODIFICATIONS1:125

1:250

JAC 27.06.16VDLT 27.06.16

AK001

PLAN - DOLPHINS AND ACCESS GANGWAYSCALE 1:125

L REVISED FENDER DETAIL FOR CLARITY JAC JAC SJP 06/08/18

BK001

PLAN - DOLPHINS AND ACCESS GANGWAYSCALE 1:125

RETRACTABLEGANGWAY CLOSED

RETRACTABLEGANGWAY OPEN

I REVISED GANGWAY ACCESS JAC JAC SJP 27/06/18J REVISED GANGWAY ACCESS JAC JAC SJP 04/07/18K REVISED GANGWAY ACCESS JAC JAC SJP 05/07/18

+3.39m MHWS

-10.5m CD DREDGED LEVEL

PLEISTOCENE SEDIMENT

+5.0m DECK LEVEL

+1.90m MSL

+0.41m MLWS

0.05 LAT

RECENT MARINE SEDIMENTS

1800mm DIA REINFORCEDCONCRETE PILE WITHPERMANENT STEEL CASING

-26.0m CD ESTIMATED TOP OFCOMPETENT WAITEMATASANDSTONE / SILTSTONE

1.75

PILE SOCKET INTOWAITEMATA SANDSTONE

MOORING DOLPHINMOORING DOLPHIN


1200mm DIA REINFORCED CONCRETEPILE WITH PERMANENT STEEL CASING

PEDESTRIAN ACCESS GANGWAYPEDESTRIAN ACCESS GANGWAY

0.40

0.40

1.75

0.20


DUCTING FORCAPSTAN & LIGHTPOLE

AREA LIGHTING POLE.323.9mm OD STEEL CHSWITH 9.53mm WALLTHICKNESS.

NAVIGATION LIGHT ANDAREA LIGHTING POLE.323.9mm OD STEEL CHSWITH 9.53mm WALLTHICKNESS.

0.65

4.00

SUBMARINE HVCABLE

SECURITYGATE 6.0

0

6.00

3.5% GRADIENT

2K003

3K003

NOTE:FENDERING NOT SHOWN FOR CLARITY.FENDER DETAILS SHOWN ON DRAWING3232840-CA-K005.

EXISTINGWHARF

DECK LEVEL+5.50m

SECURITYGATE

MOORING DOLPHIN4.00SECURITYGATE

MOORING DOLPHIN4.00SECURITYGATE

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MOORING DOLPHINAND ACCESS GANGWAYDETAILS SHEET 2 OF 2




1:250

JAC 27.06.16VDLT 27.06.16

1K002

SECTION - DOLPHINS AND ACCESS GANGWAYSCALE 1:125

1.10m

0.20m

0.65m0.10m

0.20m1.38m

3K003

SECTION - GANGWAYSCALE 1:50

L REVISED FENDERING NOTE AND BALUSTRADE DETAIL JAC JAC SJP 15/08/18

4K002

SECTION - RETRACTABLE ACCESS GANGWAYSCALE 1:125

5K002

SECTION - RETRACTABLE ACCESS GANGWAYSCALE 1:125

RETRACTABLEGANGWAY OPEN

RETRACTABLEGANGWAY CLOSED

RETRACTABLE GANGWAYPARTIALLY OPEN

I REVISED GANGWAY ACCESS JAC JAC SJP 27/06/18

1.40m

J REVISED GANGWAY ACCESS JAC JAC SJP 04/07/18

2.00m

0.20m

0.65m0.10m

0.20m1.38m

2K003

SECTION - GANGWAYSCALE 1:50

2.30m

K REVISED GANGWAY ACCESS JAC JAC SJP 05/07/18

1.10m

1.10m

2.00m

0.12m

0.98m

0.10m TYP

32NB

32NB 76OD

12Ø

ROD

6-

TYPICAL BALUSTRADE DETAILSCALE 1:25

TYPICAL BALUSTRADE DETAIL WEBFORGESTANDARD BALUSTRADE PANEL - BAL1 ORSIMILAR APPROVED.PROTECTIVE COATING TO BE MATT FINISHAND BLACK COLOUR TO LANDSCAPEARCHITECTS REQUIREMENTS.

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PRELIMINARY

3232840-CA-K004 C

PLAN OF PROPOSEDADDITIONAL FENDER

CLUSTER

CIVIL ENGINEERING

PANUKU DEVELOPMENTAUCKLAND


BERTH MODIFICATIONS

NTS

NTS

JAC 27/06/16VDLT 27/06/16

A FOR DESIGN CRITERIA VDLT JACB REVISED ACCESS GANGWAY JAC JACC ACCESS GANGWAY REMOVED JAC JAC SJP 21/10/16

CUT AND BREAK OUT THECONCRETE KERB LOCALLYTO FIT STEEL WIRE FITTINGS

TYPICAL 24mm DIATHREADED ROD PLUS80x80x10 WASHER ANDNUTS EACH END

M24mm BOLTSDRILL & EPOXYGROUT

NEW 400mm DIATIMBER FENDERPILES

TYPICAL EXISTINGPILE RETAINED

BRACKETS 8 NO.PER CLUSTER

25mm DIA GALVSTEEL WIREROPE WALERTIES

50mm THICK UHMW-PEFENDER RACKING

TYPICAL 24mm DIACOACH SCREWS

CUT AND BREAK OUT THECONCRETE KERB LOCALLYTO FIT STEEL WIRE FITTINGS

EXISTING CONCRETEWHARF DECK

150 x 300mmTIMBER

NOTE:FENDER CLUSTER DETAILS AS PER EXISTINGFENDERS.

PLAN - ADDITIONAL FENDER CLUSTERNTS

CONCRETE DOLPHIN

300 x 150 CONTINUOUS WALINGCHECKED INTO BACK OF PILES

OF PILES, FIXED TO WALING WITH M24250 x 250 CHOCKS CHECKED INTO SIDE

400 OD. x 200 ID. x 900 LONGRUBBER FENDER

WALINGSCHOCKS

+4.85 CD.

2750 TYP.

500 1125600

28 DIA. HOLES FORM24 LADDER BOLTS

300x150 WALING

250x250 CHOCKS

@ 600 CSK 30mm ON BERTHING FACE ONLY

FENDER PILES 450mmLARGE END DIAMETER (L.E.D.)WITH 2.0mm GALVANISED SHEET

75

800 40

0

RUBBER FENDER

300x150 TIMBER SUPPORT

CAP TO SUIT

FOR LADDER

NAILED TO CHAMFERED GALVANISED SHEET PILE CAP

TOP OF PILE

+5.00 CD.

+0.75 CD.

RECENT MARINE SEDIMENTS

-10.5m CD DREDGED LEVEL

+5.00 CD.

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005.D

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3232840-CA-K005 C

MOORING DOLPHINAND ACCESS GANGWAY

TYPICAL FENDER DETAILS




1:250

JAC 23.04.18JAC 23.04.18

A FOR RESOURCE CONSENTING JAC JAC SJP 24/04/18

1K001

SECTION - DOLPHINSCALE 1:125

AK005

PLAN ON FENDERSSCALE 1:250

BK005

ELEVATION ON FENDERSSCALE 1:250

1K005

PLAN ON FENDERSSCALE 1:250

CK005

DETAIL OF GALVANISED SHEET PILE CAPNTS

B UPDATED GANGWAY PROFILE JAC JAC SJP 04/07/18C UPDATED GANGWAY PROFILE JAC JAC SJP 05/07/18

+3.39m MHWS

+5.5m DECK LEVEL

+1.90m MSL

+0.41m MLWS

0.05 LAT

NEW 600mm DIA REINFORCEDCONCRETE PILE WITHPERMANENT STEEL CASING

1.50

0.60

3.00

QUAY

STR

EET

0 2221 23

20181614121019171311 15

86

P

R

42

T

95 731

O

Q

U

S

N

1500 x 1500 x 600mm BETWEEN 3GIRDERS.NEW 600mm DIA REINFORCEDCONCRETE PILE WITH PERMANENTSTEEL CASING UNDER.

LONGITUDINAL BEAMS

TRANSVERSE BEAMS

NOTE:BOLLARDS WILL BE POSITIONED TO AVOIDTHE HERITAGE RAILS ON THE DECK

APPROXIMATE AREA OFDECK TO BE BROKEN OUT

NEW 150t BOLLARD


-26.0m CD ESTIMATED TOP OFCOMPETENT WAITEMATASANDSTONE / SILTSTONE

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3232840-CA-K006 A

QUEENS WHARFSOUTHERN BOLLARD UPGRADE

DETAILS SHEET 1 OF 1




1:250

JAC 05.07.18JAC 05.07.18


NEW 150T BOLLARD

EXISTING DECK SLABBROKEN OUT TO PROVIDEANCHORAGE OF BARS

NEW 1500X1500 X 600mm DEEP THICKENEDSLAB BELOW DECK TIEING INTO 3 GIRDERSAND DECK SLAB REINSTATED

EXISTING WHARFSTRUCTURE SHOWNINDICATIVELY ONLY

AK006

PLAN - SOUTHERN BOLLARD UPGRADESSCALE 1:125

1K006

SECTION - TYPICAL 150t BOLLARD UPGRADE DETAILSCALE 1:125

1K006


PRELIMINARY

S

H

E

D

1

1

S

H

E

D

1

0

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3232840-CA-K007 A

HYDROGRAPHIC PLAN

CIVIL ENGINEERING

PANUKU DEVELOPEMENTAUCKLAND


BERTH MODIFICATIONS

1:500

1:1000

JAC 12/11/18JAC 12/07/18


A-

DOLPHIN AND GANGWAY HYDROGRAPHIC PLANSCALE 1:125


PRELIMINARY

1.96m

HEA

DROO

M

3.10m2.33m5.50m

EXISTING DAVIT AND HANDRAIL POST TO BE RETAINED

MILD STEEL GRATING - FIXED

CHANNEL SECTION - 300 x 150 x 16

MILD STEEL GRATING - HINGED

ANCHOR BOLTS - NOMINAL 12 DIA.

GANGWAY TO MOORING DOLPHINSREF: 3232840-CA-K002DETAILS TO BE CONFIRMED DURING DETAILEDDESIGN PHASE


ROW OF HANDRAILS TO BE REMOVED.


ANGLE SECTION - 100 x 150 x 10

MILD STEEL GRATING - FIXED 5500 x 1005

MILD STEEL GRATING HATCHES ON HINGE1005 x 1005

LIFTING OF HATCH ON HINGE

GANGWAY TO MOORINGDOLPHINSREF: 3232840-CA-K002DETAILS TO BE CONFIRMEDDURING DETAILED DESIGN PHASE

CHEQUER PLATE BETWEENGANGWAY AND GRATING250 WIDTH


GANGWAY TO MOORING DOLPHINSREF: 3232840-CA-K002DETAILS TO BE CONFIRMED DURING DETAILEDDESIGN PHASE

3 NO. MILD STEEL GRATING HATCHES ON HINGE1005 x 1005

CENTRELINE OF HINGE

MILD STEEL GRATING - FIXED 5500 x 1005

MILD STEEL GRATING - FIXED2326 x 1005




EXISTING REINFORCED CONCRETESTEPS TO LANDING

EXISTING GRATINGTO BE REMOVED

ROW OF HANDRAILSTO BE REMOVED.

EXISTING DAVIT AND HANDRAIL POST TOBE RETAINED


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3232840-CA-K008 A

MOORING DOLPHINAND ACCESS GANGWAY

DETAILS - WHARF INTERFACE



BERTH MODIFICATIONS1:50 - 1:10

1:100 - 1:20

NJH 23/08/1823/08/18

AK008

SECTION - HATCH DETAILSCALE 1:10

1K008

PLAN - EXISTING LAYOUTSCALE 1:50

2K008

PLAN - PROPOSED LAYOUTSCALE 1:50

3K008

ELEVATION - PROPOSED LAYOUTSCALE 1:50

AK008

A FOR RESOURCE CONSENT NJH JAC SJP 28/08/18



3232840 // NZ1-12691441-95 8.4 //

Appendix B

Design Criteria

Report

Queens Wharf Dolphin Design Criteria

Prepared for Panuku Development Auckland (Client)

By Beca Ltd (Beca)

11 July 2018

© Beca 2018 (unless Beca has expressly agreed otherwise with the Client in writing).

This report has been prepared by Beca on the specific instructions of our Client. It is solely

for our Client’s use for the purpose for which it is intended in accordance with the agreed

scope of work. Any use or reliance by any person contrary to the above, to which Beca has

not given its prior written consent, is at that person's own risk.


Beca // 11 July 2018

3232840 // NZ1-12456321-38 5.0

Revision History

Revision Nº Prepared By Description Date

A James Cowderoy For Review 23/05/2016

B James Cowderoy Issued for Approval 27/06/2016

0 James Cowderoy Issued to Client 27/10/2016

1 James Cowderoy Revised for 2 Dolphins 06/11/2017

2 James Cowderoy Updated 05/04/2018

3 James Mortimer Final amendments prior to consent lodgement

26/04/2018

4 James Cowderoy Final amendments prior to consent lodgement

03/07/2018

5 James Cowderoy Final amendments prior to consent lodgement

11/07/2018

Document Acceptance

Action Name Signed Date

Prepared by James Cowderoy

11/07/2018

Reviewed by Stephen Priestley

11/07/2018

Approved by Stephen Priestley

11/07/2018

on behalf of Beca Ltd


Beca // 11 July 2018 // Page i

3232840 // NZ1-12456321-38 5.0

Table of Contents

1 Introduction .......................................................................................................... 1

2 General – Mooring Dolphin ................................................................................. 2

3 Design, Materials and Testing Standards .......................................................... 4

4 Project Datum and Elevations ............................................................................ 5

6 Design Vessel, Berthing and Mooring ................................................................ 6

7 Structure Loadings .............................................................................................. 8

8 Environmental Loads and Effects ...................................................................... 9

Appendices

Appendix A – Typical Capstan Dimensions


Beca // 11 July 2018 // Page 1

3232840 // NZ1-12456321-38 5.0

1 Introduction

Beca has been engaged by Panuku Development Auckland (Panuku) to carry out the preliminary

design for the proposed Queens Wharf upgrade to accommodate extra large cruise vessels.

This report has been prepared to accompany a resource consent application for modifications to the

cruise vessel berth at Queens Wharf, including two mooring dolphins, fendering and bollards, and

associated strengthening of Queens Wharf.

The berth modifications are required to accommodate new generation extra large cruise ships, with

the design vessel of the 362m long ‘Oasis of the Seas’, capable of carrying more than 6000

passengers. The proposed dolphins will be located 49m and 82m from the northern end of the

centre of Queens Wharf.

This document details the standards, information and loadings that will be used in the design of the

dolphins and associated infrastructure. It will also serve to define the design loads and parameters,

material characteristics and design methodology intended to be adopted for the design.



3232840 // NZ1-12456321-38 5.0

2 General – Mooring Dolphin

The proposed Queens Wharf Mooring Dolphin structure will comprise the following main elements:

Item Details Status When Agreed

Dolphin

Location

For mooring the 362m long design vessel POAL

has confirmed that the two dolphins will be located

49m and 82m to their centres from the northern

end of Queens Wharf, and centrally positioned.

The actual distance will correspond to the Queens

Wharf girder spacing.

Dolphin Deck

Deck to be cast insitu flat slab approx. 15mx15m

plan dimensions. There will be no pre-stressed or

post-tensioned members.

Queens Wharf deck level is about +5.0m CD. The

dolphin deck level will be set at +5.0m CD.

Dolphin Piles

Reinforced concrete steel-cased bored piles

approx. 1800mm diameter. The piles will be

socketed into the underlying Waitemata

sandstone/siltstone located at varying depths.

Dolphin

Furniture

Bull rail to be included along perimeter of mooring

dolphins as per existing POAL mooring dolphins.

6 x 150t capacity bollards to be installed on the

mooring dolphins.

Motorised capstan to be installed.

Light fendering only on the dolphins (not to be

used for berthing).

Gangway Deck Deck to consist of 650mm deep single hollowcore

precast unit with 200mm deck slab cast insitu.

Gangway Piles

Reinforced concrete steel-cased bored piles

approx. 1200mm diameter. The piles will be

socketed into the underlying Waitemata

sandstone/siltstone located at varying depths.



3232840 // NZ1-12456321-38 5.0


Services

Light mast to be provided on each mooring

dolphin for deck lighting and denoting light.

Electrical ducting to be provided for light.

2 No. provisional ducts and brackets for lighting to

be provided on the dolphins.

Electrical ducting and holding down bolts for

motorised capstans to be provided.

No comms ducts required to be provided to the

dolphins.

Stormwater

Stormwater collection is to be discharged directly

into the coastal marine area.

Health and Safety

2 No. safety ladders to be installed on dolphins. No timber kerbing required on dolphins as bull rail is included. Detailed design to be subject to a safety in design workshop.



3232840 // NZ1-12456321-38 5.0

3 Design, Materials and Testing Standards


Primary

Design Code

The mooring dolphin and all other elements shall comply with the New Zealand Building Code (NZBC).

Material

Standards

Materials and testing will conform to the current

editions of relevant NZ, British or Australian

standards.

Deck: Reinforced concrete flat slab to be used.

No pre-stressing or post-tensioning to be used.

Piles: Steel cased reinforced concrete piles.

Piles to be bored inside driven casing.

Berthing and

Mooring

Forces

Berthing and mooring forces and other loadings will be based on AS 4997: 2005 and/or BS 6349-4: 1984 and/or BS 6349-1:2000 and/or PIANC Guidelines for the design of Fender Systems: 2002, as applicable. Trelleborg design guidelines will be used to assist with design of the fenders.

The forces will be developed on the basis of the

design vessel and environmental conditions

detailed below.

Design Life

A design life of 50 years will be used for all structures. Durability for reinforced concrete will be 50 years.

Note that this excludes fixings and furniture.

These will have a design life as recommended by

the manufacturers.



3232840 // NZ1-12456321-38 5.0

4 Project Datum and Elevations


Reference

Datum

All elevations are to be referenced in terms of

Auckland Harbour Chart Datum (CD).

All survey information will be in terms of NZTM

2000

Detailed

Design Levels

Dredged level:

Dredged pocket width:

Finished level of mooring

dolphins:

100 year ARI highest tide

and storm surge level

Mean High Water Springs

(MHWS):

Mean Low Water Springs

(MLWS):

Lowest astronomical tide

100 year allowance for

sea level rise. (For future

operation deck level

could be raised by 0.5m).

-10.5m CD

55m

+5.0m CD

+4.20m CD

+3.38m CD

+0.39m CD

0.00m CD

1.0m



3232840 // NZ1-12456321-38 5.0

6 Design Vessel, Berthing and Mooring


Design and

Operation

The wharf and fender system

will be designed for the

following vessel parameters.

The wharf and offloading will

remain operational during

design mooring and berthing

loads

Design Vessel

Parameters

(*Estimated)

Design Vessel

Oasis

Class

Vessels

Queen

Mary 2

Carnival

Vista

220m

Vessel

Gross tonnage 225,282 t 151,400 t 144,216 t *55,820 t

Deadweight 19,750 t 19,189 t 11,277 t *7,500 t

Displacement 106,042 t 79,827 t 69,430 t *35,000 t

LOA 361.9 m 345.0 m 330.0 m *220.0 m

LBP 330.0 m *318.0 m 306.0 m *202.0 m

Beam 47.0 m 41.0 m 38.4 m *30.8 m

Max. Beam

(bridge wings) 67.0 m 45.0 m 44.9 m *36.0 m

Design draft 9.3 m 10.3 m 8.4 m *7.7 m

Wind lateral

area at design

draft

15,065 m2 *14,000 m2 13,446 m2 *6,500 m2

Wind front area

at design draft 3,354 m2 *1,840 m2 1,720 m2 *1,010 m2

Mooring

configuration

for dolphin

Design vessel berthed at the

eastern berth

3 x 150t load rating on

mooring dolphin

Berthing

(with tugs)

Ship impact to be

accordance with British

Standards or PIANC

guidelines. As Queens Wharf

is an existing structure, the

extreme and normal berthing

velocities will be established



3232840 // NZ1-12456321-38 5.0


Design Vessel

Oasis

Class

Vessels

Queen

Mary 2

Carnival

Vista

220m

Vessel

Maximum berthing angle

3º 3º 3º 3º

Water Cushion Effect Cc

1.0 1.0 1.0 1.0

Softening Effect Cs

1.0 1.0 1.0 1.0

No berthing on mooring

dolphins is required.

Mooring loads

The maximum

bollard pull in

any direction

150t

Maximum line

angles

Vertical

angles to

be based

on vessel

at MHWS

and

horizontal

angles to

be based

on outer

dolphin

position

Mooring loads to include

wind and currents.

Fendering

Design structure for new

fendering in accordance with

BS 6349 Part 4.

New fender cluster will be

similar to existing.



3232840 // NZ1-12456321-38 5.0

7 Structure Loadings


Dead Load Dead load to include the weight of all construction

materials.

Live Load

The live load due to use and occupancy of the

wharf structure is to include one or more of the

following loads and is to be arranged to produce

the worst effect on the overall structure or the

structural member under consideration.

The live loads stated below are service

(unfactored) loads and are to be increased to

allow for safety factors and dynamic effects in

accordance with relevant standards. (Refer also to

the Design Criteria Report)

Mooring

dolphins and

connecting

gangway

Uniform live load of 5kPa



3232840 // NZ1-12456321-38 5.0

8 Environmental Loads and Effects


Wind

For Oasis class vessels the wharf is not designed

for wind loading in accordance with the New

Zealand loadings code NZS170, which requires a

30 second gust speed of 35.2 m/s (68 knots) as

from POALs simulations they will apply an

operational ‘clear berth’ limit protocol at 40 knots.

POAL have requested an increased design wind

speed for the mooring system of 50 knots.

Temperature

The load effects arising from thermal expansion and contraction of the structure assume local temperature oscillations of ±20°C.

Rainfall From Auckland Council TP108

Waves

The height and period of the significant wave estimated during the design life of the structure will be included in the load analysis of the quay structures. The maximum expected significant wave height at the site is 0.2 metres and the wave period is estimated in the order of 4 seconds.

Seismic Design

Ultimate Limit State: Importance level 2 (1/500 – year earthquake) Serviceability Limit State: SLS 1 (1/25 year earthquake)

Geotechnical

Existing site investigation parameters from previous work in the area. Refer to note on geotechnical parameters.

Climate change

Pile system to be designed to take a 1m rise in deck level in the future


Beca // 11 July 2018 // Page 10

3232840 // NZ1-12456321-38 5.0

Appendix A

Typical Capstan Dimensions

140

9 OVE

RALL

986

9

61 O

VERA

LL

4 HOLES 42 EQUISPACEDON A 900 PCD

786

REF

.

786 REF.

LIFTING EYE

305

ROPE GUIDE

MOTOR STARTER ENCLOSURE

FOOTSWITCH

LIFTING EYE

50

30

15 G

ROUT

M36x500(4 OFF)

VIEW SHOWING MOUNTING AND GROUT DETAILS

GENERAL ARRANGEMENT NOTES :-1, GROUT TO BE NON-SHRINK WITH MINIMUM COMPRESSIVE STRENGTH OF 60 MPa

DRAWING No DESCRIPTIONREV DATE DESCRIPTION DRN CHK APP

REVIS

ION

REFE

RENC

E

CHECKED APPROVED

DRAWN

SHT SIZE: SHT: 1

THIS DRAWING IS CONFIDENTIAL AND ISTHE PROPERTY OF TRELLEBORGMARINE SYSTEMS.IT MUST NOT BE DISCLOSED TO ATHIRD PARTY, REPRODUCED,COPIED ORLENT WITHOUT THE WRITTEN CONSENTOF THE PROPRIETOR.

DRG No.

REV DATE OF

AFMRBJT

26/08/2013

D.N.S

A00310-001-G-011A3

FREE STANDING CAPSTANCAST UNIT, NON HAZARDOUS

GENERAL ARRANGEMENT

DRAWING APPROVAL SCALE: DO NOT SCALEIF IN DOUBT - ASK

G:\C

AD\so

lidwo

rks\P

ARTS

\

AS SUPPLIEDMATERIAL

1

APPROX WEIGHT 1010 K.G

Trelleborg Marine Systems www.trelleborg.com/marine



3232840 // NZ1-12691441-95 8.4 //

Appendix C

Decommissioning Methodology Technical Memo

Beca // 6 August 2018 // Page 1

3232840 // NZ1-15556377-3 0.3

Memorandum

To: John Smith Date: 6 August 2018

From: James Cowderoy Our Ref: 3232840

Copy:

Subject: Queens Wharf Cruise Upgrades - Decommissioning Methodology Technical Memo

The purpose of this technical memo is to detail a method of decommissioning the new mooring

dolphins and piled gangway structures to be constructed off the northern end of Queens Wharf

once the operational life of the structures has been exhausted.

The Dolphin structures comprise of a reinforced concrete deck slab supported by reinforced

concrete filled steel tubular piles, 1800mm in diameter.

To demolish the deck slabs, it is anticipated that either a mechanical breaker will be used or hydro

demolition equipment utilised to break-out the concrete, the steel reinforcement may then be cut

using mechanical tools or flame cut. It is likely that these operations will be conducted from marine

based plant, likely a jack-up barge. Figure 1 shows hydro demolition being used on Queens Wharf

during remediation of the piles.

Figure 1 Hydro demolition during Queens Wharf remediation works

To remove the piles, it is envisaged that they would be cut-off at seabed level. In order to do this it

is likely that 1m depth of marine sediments will need to be excavated locally around the piles to

allow cutting equipment to be positioned to make the cut at bed level. It is likely that equipment

commonly used in the Oil and Gas industry for decommissioning platforms and pipelines would be

used such as a diamond wire cutting saw, see Figure 2. This equipment is commonly used for

cutting through grout filled steel members up to 2.2m in diameter and can be mounted on an ROV

or operated by a crane.

Memorandum

Beca // 6 August 2018 // Page 2

3232840 // NZ1-15556377-3 0.3

Figure 2 Diamond Wire Cutting Saw

The gangway is expected to be decommissioned in a similar manner to the dolphins as the deck

and piles are smaller than those on the dolphins.

The timber fender piles are likely to be either vibrated out of the seabed in one piece using a vibro-

hammer or can be cut off at seabed level.

James Cowderoy

Senior Civil Engineer – Ports and Marine

Phone Number: +61 7 3733 0600 Email: [email protected]

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