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Technical Report:
Summary:
Preliminary Design of Timber Jetty, Pontoon and Dredging at Doug's Boatyard Opua.
This report presents the preliminary design for a timber jetty with adjoining concrete pontoon which
is proposed to be constructed in small bay in the north west corner of Opua Bay in the Bay of Islands
(indicated by the blue mark and arrow). A 43m long 3m wide pile support timber jetty, with an
adjoining 12m aluminium gangway which provides access to a 12m x 4m polystyrene filled concrete
pontoon is propose. In addition, some dredging will be required to allow a vessel to navigate to and
berth alongside the pontoon. The design chosen, had the smallest environmental impact and is the
least invasive on the natural aesthetics of the bay, while still accommodating the working
requirements of the boatyard. However, to achieve these goals; construction difficulty, accessibility
and cost have been sacrificed.
1 429539.1
Table of Contents Technical Report:
Opua.
Preliminary Design of Timber Jetty, Pontoon
1
and Dredging at Doug's Boatyard
1.0 Introduction ................................................................................................................................ 3
2.0 Site Locality ................................................................................................................................. 4
2.1 Beach Morphodynamics .......................................................................................................... 5
2.2 Aesthetics ................................................................................................................................ 6
3.0 Construction ................................................................................................................................ 7
3.1 Design .............. ........................................................................................................................ 7
3.2 Dredging .................................................................................................................................. 8
3.3 Subsea Erosion Barrier ............................................................................................................ 9
3.4 Timber Jetty ........................................................................................................................... 10
3.5 Pontoon ................................................................................................................................. 10
4.0 Conclusion ................................................................................................................................. 11
5.0 References ................................................................................................................................. 11
2 429539.1
1.0 Introduction
A jetty and pontoon is proposed to be constructed in Walls Bay to replace the existing structure
directly off Doug's Boatyard located at 1 Richardson St Opua. The pontoon should be capable of
berthing a 50ft launch in all reasonable weather conditions.
An approximately 43m long 3m wide pile supported timber jetty will be constructed starting from the
grassy berm at the north side of the beach. It will arch north-west following approximately the same
arch as the natural bulkhead line of the northern end of the foreshore. The head of the jetty is a 4m x
6m timber turning area, which forms the abutment for the 12m long and 1.2m wide aluminium
gangway. The aluminium gangway provides access to a 12m long 4m wide polystyrene filled floating
concrete pontoon, which will be anchored in place using plastic sleeved driven steel piles. The area
will then be dredged to allow a vessel to approach and berth alongside the pontoon.
This report analyses the sites locality and design considerations as well as the construction
methodology.
3 429539.1
2.0 Site Locality Opua is part of a large confluence where the Kawakawa River/Inlet and Waikare River/Inlet meet. The
site of the wharf is in a small bay in the northwest corner of the main bay in Opua. The bay is comprised
of mud/sand gravel pocket beach separated by hard exposed rocky cusps on the boarders of the bay.
Currently the Opua Bay foreshore has many dwellings used as both permanent residents and holiday
batches. There are several access routes via Franklin St, Beechy St and Richardson St. There is
significant other marine development (large concrete wharf, ferry landing and extensive timber
boardwalks) in the bay itself and the immediate surrounding area.
The design and location proposed for the structure (Figure 1) is intended to have negligible or minor
impact on the unique natural aesthetics, environment, current residents and stakeholders in the area.
The exact site proposed is shown in detail in the accompanied drawing series 0155-0504
Figure 1: Opua Bay (Google Maps)
4 429539.1
2.1 Beach Morphodynamics Because the site is a juxtaposition of harder igneous rock at soft sedimentary clays the costal effects
of erosion and sediment transportation are still altering the coast line. Consideration was given to the
location of the site, so that the new structure and construction activities have negligible or minor
impact on the natural beach morphodynamics.
The morphodynamics acting in the proposed bay are a function of two primary morphodynamic
principles- swash and alongshore swash motion
Swash is simply the layer of turbulent water that travels up a beach, this moves material up and down
a beach, which results in cross-shore sediment exchange. However, over the length of beach, breaking
waves create a circulation system where the water-driven shoreward across the surface zone, travels
along the shore and returns to the offshore at the weakest point in the wave front at the centre of the
bay via a backwash mini-rip (as shown in Figure 2). Swash causes erosion of the material away from
the cusp horns (leaving only the hard, coarse material) and depositing it in the bay, from which point
it is then transported out by the backwash.
Original beach material
consisting of both coarse and ---+-'~
fine grains
Backwash returns as mini-rip
Uprush diverges at the cusp horn
Coarse deposition on cusp horn
Figure 2: Beach cusp morphology (Masselink & Hughes 2003)
Fine deposition on subaquous delta
When you have beach cusp swash combining with alongshore swash motion this results in a slightly
unsymmetrical beach cusp shape, which is exactly what we see when we look at an aerial shot of the
proposed bay.
This alongshore swash motion is believed to be caused by a current moving N-NW, the presence of
this current was confirmed by Brown {2018) current observations. MetOcean Solutions (2013) also
indicate this current is due to tidal flows on the site; their analysis work also indicated a N-NW
direction.
5 429539.1
It is likely this NW current is also enhanced by alongshore motion call longshore drift. This is when the
incoming wave approaches the beach at an oblique angle, as they can at the proposed site as the only
long fetch is from the E - SE, this creates an alongshore swash motion called longshore drift which is
illustrated by Figure 3.
Beach Backviash
Sea
Figure 3: Longshore drift (Brunn, 2005)
This understanding of the natural morphodynamics occurring on the beach has been used to influence
the design and positioning of the dredge cut, fixed structure and subsea erosion barrier.
2.2 Aesthetics It was important that the design does not visually inhibit the view of the residents of Opua. And despite
the existing structure already being there for years, for those residents that could see the structure it
was important it does not compromise the natural flow of the coast line and spoil the view.
Several different steps were taken to achieve this :
1. The positioning of the jetty as close as possible to the northern side of the proposed site
adjacent to the steep vertical bank, restricts it from the view of most residents to the north.
2. By shifting the structure north on the beach, it exposes more of the beach for other onlookers
and the general public.
3. For those residents that will be able to see the structure (to the south, east and by water) the
jetty does not protrude perpendicular to the beach, it arcs following the natural radius the
beach makes with the rocky cusp and hugs that bulkhead line as close as feasibly possible so as
not to impose on the beach front view.
4. For residents and public using the beach or the jetty, the jetty is designed with the lowest
possible freeboard so it does not look invasive at low tide when the gap between the deck and
the water is largest while still meeting the minimum engineering requirements for freeboard.
5. Lastly, the piles will be sleeved with PE sleeves, and the Joist and headstocks will be stained
recessive colours so the structure "blends" in with the natural backdrop.
6 429539.1
3.0 Construction All different companies within the Total Marine Group will be involved in this construction.
Total Marine Services Ltd. will conduct all engineering design and project management, as
well as conducting all the construction work on site.
Total Floating Systems Ltd. will conduct the design and construction of the polystyrene core
concrete floating pontoon.
Total Engineering Services Ltd. will fabricate all the bracketry and pile guides used on the
pontoon and jetty.
Total Dredging Ltd. will dredge the site to the required depth and batter angles, and then
dispose of the dredged tailings.
Total Marine will also work with Manson Marine and Engineering Ltd to design and build the
aluminium gangway.
3.1 Design Please refer to drawing series 0155-0504 Rev 5
The design of the Jetty, Pontoon and Gangway is in accordance with relevant international and
national standards.
AS-NZS 3962 Guidelines for Design of Marinas
AS-NZS 3600 Concrete Structures
AS-NZS 1720 Timber Structures
AS-NZS 1170 Structural Design Actions
AS-NZS 1664 Aluminium Structures
AS-NZS 1665 Welding of Aluminium Structures
DNV-RP-C205 Environmental Conditions and Environmental Loads
Preliminary analysis suggests the sea state will be as shown in Table 1, for design conditions in
accordance with AS-NZS 1170 for a 50year design life, derived from the JONSWAP wave spectrum
analysis shown in Figure 4.
Table 1: Sea State Parameters for fetch 6 SOOm, wind speed 35.49 ms·1
Sea state parameter Sym Value
Significant wave height Hs 1.4613 m
Zero crossing period T, 3.04 sec
Mean period Tm 3.21 sec
Wave length L 16.46 m
429539.1
7
JONSWAP Wave Spectrum 1.8 r-----,-----,,------r-------.----,-------,----....
~, Wind Speed= 35.49 ~ /s , Fetch = 6.5 km j 1.6 ... .. . .. .... . . ... .. ... r·· ··· ·· ·· ··t .. ... .. ···· 1· .... ...... r ......... ·· i .......... .
. . 1 . .4 . . . . . . . . . . . . . . . . .... . .. : ... .. .... ' . : . ......................... : ..... . .. .. ... : .... ... . . . .
N : ; ; : ~ : : 11.2 .......... ······· ·· ···;········ ···/····· ·····-r··· ········:········ ·· ·r····· ····· <I) • •
~ ·· ·· · ····· · .... . .. . ·:·-- -- ··· · ···, · ······ ·· ·· ;·--······· ·· :· ·· · · · ······(· · ··--···
Cl : : . . ~ 0:8 • • • • • • • • • • • • • • • • • • o • • • ~ • • • • • • o o o o o <• • • • • o • • • • • •: • • • 0 • • • • o o o •: o O • o • o O Io o O O = 0 0 0 0 I Io o O ,
u (I) 0..
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0.6 . . . .. ... ...... . ... ··· ··y·········· )·· ·········1· ······· ···)············; .. .. ...... . : . .
0.4
0.2
···· ·i·· ········· T· "'········:·· ··· ···· ··,:·-·· ··· ····· r ······ ···· : .. .... ... .. , ..... ..... : ... ... ... · r · .......... I .... .. ... .
o L--.....L....L_ _ _ J_ __ .:::::c===.=d-----.L....--....1....--_J o 0.2 0.4 0.6 0.8 1 1.2 1.4
Frequency (Hz)
Figure 4: JONSWAP Analysis Longest fetch onsite
3.2 Dredging Please refer to drawing series 0155-0504 Rev 5
The area will be dredged to allow all requi red vessels to access t he wharf and berth alongside the
pontoon. l·t is proposed to dredge t he channel and berth to a depth 0f CD -1.Sm. It is estimated that
the inground volume is 6743.8m3, based on a hydrographic survey that was conducted by Total
Marine.
Figure 5: Total Dredging Ltd.'s Longreach excavator and hopper barge
The primary method for dredging will be using a long reach excavator on a dredge barge, with a ripping
tooth and rock bucket. All work associated with the dredging will be undertaken from a barge on the
8 429539.1
water and material removed from the sea bed will be transported to a land-based disposal site. The
dredge barge will not be tidally restricted. However, due to the travel time between the disposal site
and dredge site it is most likely that the barge will only be onsite dredging for 4-5 hours per day. It is
proposed to use a silt curtain which will fully enclose the dredge barge to prevent sediment depositing
outside the dredge area and reduce the plume.
A desktop study was conducted on the design of the dredge cut to determine the most suitable batter
angles of the dredge profile, based on the predicted current and sediment volumes established by
MetOcean Solutions (2013). A convergence study was done of all the batter angles in the dredge
profile to maintain as high as possible average velocity, while also maintaining the lowest possible
deviation in the velocity profile. Based on some more extensive previous dredge model studies we
have conducted, this has proved to be a reliable method of determining an optimum dredge profile
without doing extensive sedimentation modelling. The established optimum profile is shown on the
attached 0155-0504 drawings.
3.3 Subsea Erosion Barrier Please refer to drawing series 0155-0504 Rev 5
It has been identified Brown (2018) that there is a small shellfish bed on the southern end of the beach.
Due to the alongshore swash motion discussed above, it was apparent that there may be a migration
of the shellfish bed north and onto the existing slipway.
To stabilise the shellfish bed and prevent material building up on the slipway it is proposed a groyne
is placed on the edge of the shellfish bed running parallel to the slipway. Given the nature of the beach
and in an attempt to manage the visual impact ofthis additional structure we have proposed a slightly
alternative design to a traditional groyne having a smaller subsurface erosion barrier constructed from
placed rock. This barrier will still have the same effect as a traditional groyne, being to interrupt the
alongshore swash motion and in turn limit the movement of the sediment. As shown in Figure 6, the
structure will maintain the shellfish bed by allowing material to be deposited but will keep the slipway
clear by scouring out the material sitting on the slipway. Because the slipway is a hard structure this
scouring will not cause any damage to the slipway structure.
1,)r gma.l s ho-rnh. c / -. . -.......
/ ..Ji../ - ---------
Figure 6: Illustration of how a groyne works
9 429539.1
3.4 Timber Jetty Please refer to drawing series 0155-0504 Rev 5
The timber jetty will be constructed using marine grade H6 timber and piles, as per the drawings.
The piles will be pile driven, drilled and piled or drilled and grouted depending on the strata
encountered. Preliminary geotechnical data suggests the latter option is most likely. In total there are
30 pine piles and 4 PVC sleeved steel piles. This work will be conducted from Total Marine's piling
barge. Considering tolerances and over drilling it is assessed that the total area affected for all the
piles will be approximately 4m2 and an average of about 0.25 m3 of seabed removed per pile.
Figure 7: sot Piling barge 'Northland Piler'
3.5 Pontoon The pontoon will be constructed to support the maximum bending moment and shearing forces that
will be incurred in the pontoon. As well it will be capable of resisting the berthing impact loads and
environmental forces of a 60' launch.
The pontoon is primarily comprised of a polystyrene core which gives it the required buoyancy, and
strategically placed steel rebar for strength. Then an approximately 50mm of concrete cover will be
used to bind it all together. Timber wale rs run down the sides of the pontoon and are held in place
with galvanized steel through rods to support the bending moment. The stainless-steel pile guides
and fenders are then attached.
10 429539.1
Figure 8: Concrete pontoon casting process.
4.0 Conclusion The proposed design, structure and methodology is consistent with other structures built by Total
Marine historically. The design and materials proposed will result in a structure that will be fit for
sound and fit for purpose with minimal maintenance for 35+ years.
5.0 References Masse/ink, G. and Hughes MG. 2003, Introduction to coastal processes and geomorphology, Hodder
Arnold, London
Reeve, D; Chadwick, A; Fleming, C 2004, Coastal engineering-processes, theory and design practice.
New York: Span Press.
Brown, S. 2018, Ecological Assessment: Doug's Opua Boatyard. 4Sight Consulting report prepared for
Doug Schmuck. July 2018.
Met Ocean Solutions Ltd. 2013, Opua Marina Stage 2 Development modelling. Report prepared for Far
North Holdings Ltd
Andrew Johnson BEng (Ocean)(HONS) BEng {NavArch){HONS)
Design & Project Engineer - Total Marine Group.
Date: 11/07/2018
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