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CST60323353 05 App3 Design Report PDF
CST60323353 05 App3 Design Report PDF
31 August 2018
Queens Wharf Cruise Ship Berth Preliminary Design Report
Revision History
Revision Nº Prepared By Description Date
Document Acceptance
Action Name Signed Date
© 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.
Contents
1 Introduction 2
2 Scope of Work 3
2.1 Design Vessels 3
2.2 Services and Ancillaries 4
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
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 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.
2 Scope of Work
The scope of the berth modifications at Queens Wharf include:
Design Vessel: Oasis of the Sea Queen Mary 2 Carnival Vista 220m Vessel
Max. Beam
67.0 m 45.0 m 44.9 m *36.0 m
(bridge wings)
Wind lateral
area at design 15,065 m2 *14,000 m2 13,446 m2 *6,500 m2
draft
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.
2.2.5 Fenders
Light fendering only is anticipated to be provided along the vertical faces of the mooring dolphins.
Refer to the design criteria document in Appendix B for a comprehensive list of standards,
information and loadings utilised for the preliminary design calculations.
3.1.2.1 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.
Exposure Concrete
Element Cover
Classification Grade
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.
Coefficient of Coefficient of
Ultimate lateral
Horizontal Subgrade Horizontal Subgrade
Layer capacity
Reaction – Static Reaction –
(kPa)
(MN/m3) Seismic (MN/m3)
Recent Marine
Sediment (seabed to - 40 0.5 1.0
15mCD)
Pleistocene
Sediment (-15 to - 700 20 40
26m CD)
WG – Rock (below -
26m CD)
2,000 100 200
<2m
4,000 200 400
>2m
A material reduction factor of 0.5 has been applied to the values in Table 4 during preliminary
design.
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.
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.
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)
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.
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.
Maximum Load
Design Wind Wind Maximum Load per Maximum Load per
per Bollard
Speed Direction Dolphin (tonnes) Fender (tonnes)
(tonnes)
4 Design Development
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.
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.
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.
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.
Appendix A
3232840-CA-K002
3232840-CA-K003
3232840-CA-K004
3232840-CA-K005
3232840-CA-K006
3232840-CA-K007
3232840-CA-K008
MOORING
DOLPHIN
A
K002
MOORING
DOLPHIN
www.beca.com
320
ARF
310
300
WH
290
NS
280
E
QUE 270 NEW FENDER CLUSTER TO MATCH
EXISTING FENDERS
260 REFER DRAWING 3232840 -CA-K004
250
240
230
F ARF
HAWHR
220
CES
F
HAR
ESP W
RIN
W
SON
210 320
F
ARF
310
PRIN
HOB
HS WAHR
300
290
200
EEN
280
QUW
270
ENS
260
250
190 240
QUE
230
220
210
180 200
190
180
170
10
170 EXISTING FENDER 160
SHED
150
0
140
CLUSTERS
D1
EASEASTE 130
FF
TERRN VIAD
16 0
HAHRAR
120
N VUCIA 110
KW
T
DU
SHE
100
CT
OO
OCAKPT. W
90
C
150 80
70
60
T CO
50
40
140 30
CAP
20
QUA
F
10
Y ST
HAR
0
130 .
NW
F
SDE
HAR
MAR
120
110
KW
ST.
ST.
G REVISED DOLPHIN & GANGWAY JAC JAC SJP 24/04/18
80 F REVISED DOLPHIN & GANGWAY JAC JAC SJP 28/03/18
SON
CAP
HOB
D DOLPHIN LAYOUT UPDATED JAC JAC SJP 03/11/17
EXISTING FENDERS
60 REFER DRAWING 3232840 -CA-K004
C
B
ACCESS GANGWAY REMOVED
REVISED ACCESS GANGWAY
JAC
JAC
JAC
JAC
SJP 21/10/16
THICKENED SLAB OVER NEW Ø600 Scale (A3) Dwg Check Date
0
NW
www.beca.com
SDE
Client:
PANUKU DEVELOPMENT
MAR
AUCKLAND
Project:
QUEENS WHARF
CRUISE SHIP
QUA BERTH MODIFICATIONS
Y ST
.
CIVIL ENGINEERING
ARRANGEMENT LAYOUT PLAN PRELIMINARY Drawing No. Rev.
www.beca.com
90.30
82.00
49.00 33.00
13.80 13.85 9.22 4.63 15.00m 18.00 15.00m
GRATING OVER
HERITAGE STAIRS 1800mm DIA REINFORCED
CONCRETE PILE
AREA LIGHTING
0
LADDER
6.5
SECURITY
1.38 1.38 1.38 POLE
GATE 4.00 LADDER
SECURITY GATE 5.94
15.00m
LADDER
2.00
2.30
1.38
1.38
1.10
1.40
1.10
1.40
1
K003
45°
45°
45°
4 5°
RETRACTABLE
GANGWAY CLOSED
45° LADDER 45°
45° 45°
EXISTING
WHARF
150t BOLLARD ON 150t BOLLARD ON
MOORING DOLPHIN MOORING DOLPHIN
NOTE:
FENDERING DETAILS
SHOWN ON DRAWING
ELECTRIC 3232840-CA-K005. ELECTRIC
CAPSTAN CAPSTAN
BULL RAIL
1.38
1.10
1.40
45°
45°
RETRACTABLE
www.beca.com
GANGWAY OPEN
45° LADDER
45°
150t BOLLARD ON
MOORING DOLPHIN
ELECTRIC
CAPSTAN
150t BOLLARD ON
MOORING DOLPHIN
AREA LIGHTING POLE. NAVIGATION LIGHT AND
2 RETRACTABLE 323.9mm OD STEEL CHS 3 AREA LIGHTING POLE.
K003
GANGWAY CLOSED WITH 9.53mm WALL K003 323.9mm OD STEEL CHS
MOORING DOLPHIN THICKNESS. MOORING DOLPHIN WITH 9.53mm WALL
SECURITY SECURITY 4.00 PEDESTRIAN ACCESS GANGWAY THICKNESS.
6.00
6.00
GATE 3.5% GRADIENT PEDESTRIAN ACCESS GANGWAY GATE
+5.50m
DECK LEVEL
+5.0m DECK LEVEL
www.beca.com
1.75
1.75
+3.39m MHWS
0.20
DUCTING FOR
0.65
CAPSTAN & LIGHT +1.90m MSL
0.40
0.40
POLE
+0.41m MLWS
EXISTING
WHARF
0.05 LAT
NOTE:
FENDERING NOT SHOWN FOR CLARITY.
1200mm DIA REINFORCED CONCRETE 1800mm DIA REINFORCED FENDER DETAILS SHOWN ON DRAWING
PILE WITH PERMANENT STEEL CASING CONCRETE PILE WITH 3232840-CA-K005.
PERMANENT STEEL CASING
SUBMARINE HV
CABLE RECENT MARINE SEDIMENTS
PLEISTOCENE SEDIMENT
www.beca.com
0.20m
0.20m
1.10m
1.10m
12Ø ROD
STANDARD BALUSTRADE PANEL - BAL1 OR
0.98m
SIMILAR APPROVED.
PROTECTIVE COATING TO BE MATT FINISH
0.65m
0.65m
0.12m
32NB
0.20m
0.20m
1.38m 1.38m
NOTE:
FENDER CLUSTER DETAILS AS PER EXISTING
FENDERS.
www.beca.com
CUT AND BREAK OUT THE
CONCRETE KERB LOCALLY CUT AND BREAK OUT THE
TO FIT STEEL WIRE FITTINGS CONCRETE KERB LOCALLY
TO FIT STEEL WIRE FITTINGS M24mm BOLTS
DRILL & EPOXY
EXISTING CONCRETE GROUT
WHARF DECK
TYPICAL EXISTING
PILE RETAINED
www.beca.com
COACH SCREWS 150 x 300mm
TIMBER Client:
Project:
QUEENS WHARF
CRUISE SHIP
BERTH MODIFICATIONS
CIVIL ENGINEERING
PRELIMINARY Drawing No. Rev.
www.beca.com
1 SECTION - DOLPHIN
K001 SCALE 1:125
300x150 WALING
400
800
600
75
500 1125 250x250 CHOCKS
A PLAN ON FENDERS
K005 SCALE 1:250
2750 TYP.
CHOCKS
WALINGS
RUBBER FENDER
RUBBER FENDER
300 x 150 CONTINUOUS WALING 400 OD. x 200 ID. x 900 LONG
CHECKED INTO BACK OF PILES
www.beca.com
-10.5m CD DREDGED LEVEL
1 PLAN ON FENDERS
K005 SCALE 1:250
N
1
K006
O
Q
R
www.beca.com
APPROXIMATE AREA OF
LONGITUDINAL BEAMS DECK TO BE BROKEN OUT
U
0 2 4 6 8 10 12 14 16 18 20 22
1 3 5 7 9 11 13 15 17 19 21 23
QUAY STREET
3.00
0.60
+3.39m MHWS
+1.90m MSL
EXISTING WHARF
+0.41m MLWS
STRUCTURE SHOWN
INDICATIVELY ONLY
0.05 LAT
www.beca.com
PILE SOCKET INTO
WAITEMATA SANDSTONE
www.beca.com
1
D1
SHE
www.beca.com
Client:
PANUKU DEVELOPEMENT
AUCKLAND
Project:
QUEENS WHARF
CRUISE SHIP
BERTH MODIFICATIONS
HYDROGRAPHIC PLAN
0
D1
Discipline
CIVIL ENGINEERING
DOLPHIN AND GANGWAY HYDROGRAPHIC PLAN
SHE
ROW OF HANDRAILS
TO BE REMOVED.
EXISTING GRATING
TO BE REMOVED
www.beca.com
MILD STEEL GRATING HATCHES ON HINGE
1005 x 1005
EXISTING DAVIT AND HANDRAIL POST TO
BE RETAINED MILD STEEL GRATING - FIXED
EXISTING REINFORCED CONCRETE 5500 x 1005
STEPS TO LANDING
CHEQUER PLATE BETWEEN
GANGWAY AND GRATING
250 WIDTH
REF: 3232840-CA-K002
DETAILS TO BE CONFIRMED DURING DETAILED
DESIGN PHASE
www.beca.com
Document No. 3232840-CA-K008.DWG
3 ELEVATION - PROPOSED LAYOUT PRELIMINARY
K008 SCALE 1:50 NOT FOR CONSTRUCTION
Drawing Originator: Original Design NJH 23/08/18 Approved For Client: Project: Title: Discipline
Scale (A1)
1:50 - 1:10
Drawn 23/08/18
Construction* PANUKU DEVELOPMENT QUEENS WHARF MOORING DOLPHIN CIVIL ENGINEERING
Reduced
Dsg Verifier
Dwg Check
AUCKLAND CRUISE SHIP AND ACCESS GANGWAY Drawing No. Rev.
A FOR RESOURCE CONSENT NJH JAC SJP 28/08/18 Scale (A3) Date
No. Revision By Chk Appd Date 1:100 - 1:20 * Refer to Revision 1 for Original Signature BERTH MODIFICATIONS DETAILS - WHARF INTERFACE 3232840-CA-K008 A
Appendix B
Design Criteria
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
Revision History
Document Acceptance
11/07/2018
Reviewed by Stephen Priestley
11/07/2018
Approved by Stephen Priestley
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
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.
Oasis
Queen Carnival 220m
Design Vessel Class
Mary 2 Vista Vessel
Vessels
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.
The maximum 150t
bollard pull in
any direction
Maximum line Vertical
angles angles to
be based
on vessel
at MHWS
Mooring loads and
horizontal
angles to
be based
on outer
dolphin
position
Mooring loads to include
wind and currents.
Design structure for new
fendering in accordance with
Fendering BS 6349 Part 4.
New fender cluster will be
similar to existing.
7 Structure Loadings
Item Details Status When Agreed
Mooring
dolphins and
connecting
Uniform live load of 5kPa
gangway
Appendix A
4 HOLES 42 EQUISPACED
ON A 900 PCD
50
30
961 OVERALL
15 GROUT
786 REF.
M36x500
(4 OFF)
305
ROPE GUIDE
FOOTSWITCH
G:\CAD\solidworks\PARTS\
DRAWING APPROVAL DO NOT SCALE
SCALE: D.N.S IF IN DOUBT - ASK
REFERENCE
REVISION
Appendix C
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.
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.
James Cowderoy
Senior Civil Engineer – Ports and Marine
Phone Number: +61 7 3733 0600
Email: james.cowderoy@beca.com