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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
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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.
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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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3232
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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
150t BOLLARD ONMOORING DOLPHIN
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
150t BOLLARD ONMOORING DOLPHIN
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
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PRELIMINARY
3232840-CA-K002 L
MOORING DOLPHINAND ACCESS GANGWAYDETAILS SHEET 1 OF 2
CIVIL ENGINEERINGPANUKU DEVELOPMENT AUCKLAND
QUEENS WHARFCRUISE SHIP
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
150t BOLLARD ONMOORING DOLPHIN
1200mm DIA REINFORCED CONCRETEPILE WITH PERMANENT STEEL CASING
PEDESTRIAN ACCESS GANGWAYPEDESTRIAN ACCESS GANGWAY
0.40
0.40
1.75
0.20
PILE SOCKET INTOWAITEMATA SANDSTONE
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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3232
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MOORING DOLPHINAND ACCESS GANGWAYDETAILS SHEET 2 OF 2
CIVIL ENGINEERINGPANUKU DEVELOPMENT AUCKLAND
QUEENS WHARFCRUISE SHIP
BERTH MODIFICATIONS1:125
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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Drawing Plotted: 06 Jul 2018 2:08 PM
3232
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PRELIMINARY
3232840-CA-K004 C
PLAN OF PROPOSEDADDITIONAL FENDER
CLUSTER
CIVIL ENGINEERING
PANUKU DEVELOPMENTAUCKLAND
QUEENS WHARFCRUISE SHIP
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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Drawing Plotted: 06 Jul 2018 2:10 PM
3232
840-
CA-K
005.D
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3232840-CA-K005 C
MOORING DOLPHINAND ACCESS GANGWAY
TYPICAL FENDER DETAILS
CIVIL ENGINEERINGPANUKU DEVELOPMENT AUCKLAND
QUEENS WHARFCRUISE SHIP
BERTH MODIFICATIONS1:125
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
PILE SOCKET INTOWAITEMATA SANDSTONE
-26.0m CD ESTIMATED TOP OFCOMPETENT WAITEMATASANDSTONE / SILTSTONE
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3232
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CA-K
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3232840-CA-K006 A
QUEENS WHARFSOUTHERN BOLLARD UPGRADE
DETAILS SHEET 1 OF 1
CIVIL ENGINEERINGPANUKU DEVELOPMENT AUCKLAND
QUEENS WHARFCRUISE SHIP
BERTH MODIFICATIONS1:125
1:250
JAC 05.07.18JAC 05.07.18
A FOR RESOURCE CONSENTING JAC JAC SJP 06/07/18
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
NOT FOR CONSTRUCTION
PRELIMINARY
S
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Drawing Plotted: 12 Jul 2018 1:42 PM
3232
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3232840-CA-K007 A
HYDROGRAPHIC PLAN
CIVIL ENGINEERING
PANUKU DEVELOPEMENTAUCKLAND
QUEENS WHARFCRUISE SHIP
BERTH MODIFICATIONS
1:500
1:1000
JAC 12/11/18JAC 12/07/18
A FOR RESOURCE CONSENTING JAC JAC SJP 12/07/18
A-
DOLPHIN AND GANGWAY HYDROGRAPHIC PLANSCALE 1:125
NOT FOR CONSTRUCTION
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
ANCHOR BOLTS - NOMINAL 12 DIA.
ROW OF HANDRAILS TO BE REMOVED.
CHANNEL SECTION - 300 x 150 x 16
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
ANCHOR BOLTS - NOMINAL 12 DIA.
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
CHANNEL SECTION - 300 x 150 x 16
ANGLE SECTION - 100 x 150 x 10
ANGLE SECTION - 100 x 150 x 10
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
CIVIL ENGINEERINGPANUKU DEVELOPMENT AUCKLAND
QUEENS WHARFCRUISE SHIP
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
Queens Wharf Cruise Ship Berth Preliminary Design Report
Beca // 31 August 2018
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.
Queens Wharf Dolphin Design Criteria
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
Queens Wharf Dolphin Design Criteria
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
Queens Wharf Dolphin Design Criteria
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.
Queens Wharf Dolphin Design Criteria
Beca // 11 July 2018 // Page 2
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.
Queens Wharf Dolphin Design Criteria
Beca // 11 July 2018 // Page 3
3232840 // NZ1-12456321-38 5.0
Item Details Status When Agreed
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.
Queens Wharf Dolphin Design Criteria
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3 Design, Materials and Testing Standards
Item Details Status When Agreed
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.
Queens Wharf Dolphin Design Criteria
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4 Project Datum and Elevations
Item Details Status When Agreed
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
Queens Wharf Dolphin Design Criteria
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6 Design Vessel, Berthing and Mooring
Item Details Status When Agreed
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
Queens Wharf Dolphin Design Criteria
Beca // 11 July 2018 // Page 7
3232840 // NZ1-12456321-38 5.0
Item Details Status When Agreed
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.
Queens Wharf Dolphin Design Criteria
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7 Structure Loadings
Item Details Status When Agreed
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
Queens Wharf Dolphin Design Criteria
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8 Environmental Loads and Effects
Item Details Status When Agreed
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
Queens Wharf Dolphin Design Criteria
Beca // 11 July 2018 // Page 10
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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
Queens Wharf Cruise Ship Berth Preliminary Design Report
Beca // 31 August 2018
3232840 // NZ1-12691441-95 8.4 //
Appendix C
Decommissioning Methodology Technical Memo
Beca // 6 August 2018 // Page 1
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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
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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]