individual report bembridge _ vol 2

MEng 4 Integrated Design Project-2007 Final Report – Volume 2Bembridge Lifeboat Station Project- L.I.S.T Project 378769

Slipway- Slab- Walkway

TABLE OF CONTENTS

1- SYNOPSIS_______________________________________________________5

2- INTRODUCTION_________________________________________________7

3- Project Development_______________________________________________8

3.1- Introduction_______________________________________________________8

3.2- Research__________________________________________________________83.2.1- Problem Areas and Solutions______________________________________________103.2.2- Health and Safety_______________________________________________________103.2.3- Aesthetics_____________________________________________________________103.2.4- Stability______________________________________________________________11

3.3- Conceptual Design_________________________________________________123.3.1- Conceptual Criteria_____________________________________________________123.3.2- Problem Areas_________________________________________________________13

3.4- Initial Design_____________________________________________________163.4.1- Alternative Solutions____________________________________________________17

i/ General arrangement:____________________________________________________18ii/ Corrosion and treatments_________________________________________________18iii/ Essential considerations__________________________________________________19iv/ Buildability____________________________________________________________19v/ Slipway:______________________________________________________________20vi/ Walkway______________________________________________________________21vii/ Slab structure._______________________________________________________21

3.4.2- Feedback from Group Conceptual Design Interview____________________________22

3.5- Initial Design_____________________________________________________233.5.1- Slab__________________________________________________________________233.5.2- Slipway_______________________________________________________________233.5.3- Walkway______________________________________________________________243.5.4- Feedback from Individual Design Interview__________________________________24

i/ Slab: Bison hollow composite flooring.______________________________________25ii/ Slipway: UB beams._____________________________________________________25iii/ Walkway: UB beams.____________________________________________________25

3.6- Detailed Design.___________________________________________________263.6.1- Introduction___________________________________________________________263.6.2- Planning and Site Access_________________________________________________263.6.3- Slab:_________________________________________________________________27

i/ Pre-cast concrete structure:_______________________________________________27ii/ Steel grid structure:_____________________________________________________28

3.6.4- Slipway:______________________________________________________________29i/ Steel framework:_______________________________________________________29ii/ Steel framework summary:_______________________________________________31

3.6.5- Walkway:_____________________________________________________________31i/ Steel framework:_______________________________________________________31

3.6.6- Feedback from Design Seminar____________________________________________323.6.7- Action Taken as a Result of the Detailed Design Interview______________________323.6.8- Feedback from Design Seminar____________________________________________33

3.7- The Final Design__________________________________________________34

4- Construction Management_________________________________________35

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4.1- Method statement_________________________________________________354.1.1- METHOD STATEMENT 1: SLAB FLOOR__________________________________354.1.2- METHOD STATEMENT 2: SLIPWAY_____________________________________394.1.3- METHOD STATEMENT 3: WALKWAY___________________________________43

4.2- Material Specifications_____________________________________________484.2.1- Material properties/ characteristics._________________________________________48

i/ Steel framework: Universal Beam – UB._____________________________________48ii/ Walkway and Slipway guardrails.__________________________________________50iii/ Walkway and Slipway open metal grid floor surfacing__________________________51iv/ Precast Hollow Composite Floor.__________________________________________53

4.2.2- Testing Procedures______________________________________________________60i/ Thickness test__________________________________________________________60ii/ Liquid penetrant inspection_______________________________________________60

4.2.3- Performance criteria_____________________________________________________62i/ Corrosion protection_____________________________________________________62ii/ Fire protection: intumescent coating________________________________________65

4.3- Risk Assessments__________________________________________________674.3.1- HEALTH AND SAFETY PRECAUTIONS__________________________________674.3.2- Cost of Risk___________________________________________________________684.3.3- Whole Life Costing_____________________________________________________684.3.4- Major Risk Mitigation___________________________________________________71

i/ Risk with highest impact = Working at Height (Fatality)________________________71ii/ Working over water_____________________________________________________77iii/ Lifting operations:______________________________________________________78iv/ Plant and vehicles:______________________________________________________80v/ Slips and trips:_________________________________________________________80vi/ Workforce:____________________________________________________________81

4.3.5- Health mitigation measures for construction processes (HSE, 2007):_______________81

5- Construction Processes____________________________________________83

5.1- Construction Programme___________________________________________83

5.2- Construction Processes_____________________________________________83

6- CDM Appraisal__________________________________________________87

6.1- Introduction______________________________________________________87

6.2- CDM Compliance:_________________________________________________88

6.3- Obligation of persons involved in the construction process________________906.3.1- The Client (HSE, 2007):__________________________________________________906.3.2- The Principal contractor (HSE, 2007):_______________________________________906.3.3- As part of Designers we have to (HSE, 2007):________________________________91

6.4- CDM during the whole life project: Health and Safety___________________916.4.1- Demolition____________________________________________________________926.4.2- Pre-construction________________________________________________________926.4.3- Construction___________________________________________________________946.4.4- Post-construction_______________________________________________________946.4.5- Maintenance___________________________________________________________95

7- Environmental Assessment_________________________________________96

7.1- General requirements______________________________________________967.1.1- Life Station duration:____________________________________________________967.1.2- Certification ISO 14001:_________________________________________________97

7.2- Environmental issues_______________________________________________987.2.1- Land Contamination_____________________________________________________99

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7.2.2- Environmental Land Areas________________________________________________997.2.3- Climate Change – Possible Sea Levels Rising________________________________1007.2.4- Durability____________________________________________________________1017.2.5- Corrosion of Marine Structures___________________________________________1027.2.6- Sediment Zone________________________________________________________1037.2.7- Immersion Zone_______________________________________________________1037.2.8- Inter-tidal Zone________________________________________________________1037.2.9- Splash Spray Zone_____________________________________________________1047.2.10- Marine Atmosphere Zone_____________________________________________1057.2.11- Techniques used for Corrosion Control__________________________________1057.2.12- Tides and Adverse Sea Conditions______________________________________1067.2.13- Safety for other sea users______________________________________________106

7.3- Life Cycle Analysis________________________________________________1087.3.1- Initiation_____________________________________________________________108

i/ Goal of the Study______________________________________________________108ii/ Scope of the study_____________________________________________________108iii/ System Boundaries_____________________________________________________108iv/ Data categories________________________________________________________110

7.3.2- Inventory Analysis_____________________________________________________110i/ Procurement__________________________________________________________110ii/ Construction__________________________________________________________111

7.4- Environmental Impacts____________________________________________1127.4.1- Data Categories_______________________________________________________1137.4.2- Procurement__________________________________________________________1141.1. Conclusion___________________________________________________________118

8- References_____________________________________________________119

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TABLE OF FIGURES

Figure 1: Solution 1 (Autocad, 2007)___________________________________________________14Figure 2: Solution 2 Station (Autocad, 2007)_____________________________________________15Figure 3: Solution 2 Boathouse (Autocad, 2007)__________________________________________15Figure 4: Bembridge Location (RNLI, 2007)______________________________________________16Figure 5: offshore handrail (kee Klamp, 2006)____________________________________________50Figure 6 a/b: tolartois, 2006. Open metal grating floor_____________________________________51Figure 7: Tolartois, 2006. Element chosen_______________________________________________52Figure 8: tolartois, 2006. resistance data-weight__________________________________________52Figure 9 a/b/c: Bison hollow composite floor (Bison, 2007)__________________________________53Figure 10. (Bison, 2007) Element chosen________________________________________________56Figure 11 a/b: Standard fire test (Corus constrcution, 2006)_________________________________65Figure 12: Fire steel resitance design. (Corus constrcution, 2006)____________________________66Figure 13: Collective mitigation measure. (the plateforme compagny, 2007)____________________75Figure 14. individual mitigation measure, hardness. (the plateforme compagny, 2006)____________76Figure 16: Environmental Land Areas. (SCOPAC, 2007)___________________________________100Figure 19: EN ISO 14713:1999. Protection of steel against corrosion._________________________114

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1- SYNOPSIS

The objective of this report is the design and planning of the Slipway, Slab

and Walkway for the proposed lifeboat station at Bembridge on the Isle of

Wight.

This is volume 2 of the report and should be read in conjunction with volumes

1 and 3 along with the Preliminary Engineering Report.

Volume 1 of the report covers the design of the piling; this includes

development from concept to detailed final design, recommendations for the

final design, calculations, drawings, method statement, risk assessments,

CDM appraisal, Gantt chart with resource aggregation, Bill of Quantities and

material specifications, including an environmental assessment

Volume 2 of the report covers the design of the Slipway, the boat house Slab

and the walkway; this includes development from concept to detailed final

design, recommendations for the final design, calculations, drawings, method

statement, risk assessments, CDM appraisal, Gantt chart with resource

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aggregation, Bill of Quantities and material specifications, including an

environmental assessment

Volume 3 of the report covers the design of the superstructure and cladding;

similarly to volumes 1 and 2 this includes development from concept to

detailed final design, recommendations for the final design, calculations,

drawings, method statement, risk assessments, CDM appraisal, Gantt chart

with resource aggregation, Bill of Quantities and material specifications,

including an environmental assessment.

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2- INTRODUCTION

This report shows the project development, from concept to detailed final

design. The design has been undertaken by combined computer software

analysis and hand calculations, construction drawings have been included. All

steelworks of this project have to be galvanised for protection against

corrosion as an offshore site.

This report also looks at construction resources for the slipway, slab and

walkway structural framework including; a cost appraisal in the form of a Bill

of Quantities giving a construction cost of £103,127.47 (slipway), 121,886.82

(slab), 127,876.32 (walkway) , risk assessments and mitigations giving a

financial contingency of £330,250, whole life costing giving a total life cost of

£725,202.11 (slipway), 749,011.12 (slab), 758,448.75 (walkway) , a Gantt

chart showing the piling activities and construction duration of 1.5 months

(slipway), 2.5 months (slab), 1.5 months (walkway), detailed method

statement for the main area of work, CDM appraisal and material

specifications including performance criteria, construction processes and

environmental assessment.

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3- Project Development

3.1- Introduction

This section of the report looks at the development of the design of the

Slipway, lifeboat station Slab and finally the walkway, from the conceptual

design to the final review. It builds upon a general overview of the group

research as detailed in the Preliminary Engineering Report, and explains the

individual research into types of construction for slab (type of concrete: in-situ

or pre-cast), for the walkway (type of floor), construction problems, loading,

design development and choice of construction method.

3.2- Research

During the completion of the Preliminary Engineering Report (PER) research

was carried out into all aspects of marine construction. In the initial stages the

research concentrated on selecting an appropriate location for a new lifeboat

station that would satisfy both the requirements of the Steel Construction

Institute (SCI) and of the Royal National Lifeboat Institution (RNLI) see PER

(J.V, H.R, V.P, 2007).

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After researching possible locations along the Solent between Brighton and

Bournemouth, the findings of the PER concluded that Bembridge on the Isle

of Wight would be the most suitable location for a new station. The new

station would replace the existing one which has been in service (although

not in its current form) since 1867 and, although it has been updated over the

years, is representative of a traditional ‘shed on legs’. In addition to

aesthetics, Bembridge is in fact an ideal location for a lifeboat station as it

gives excellent access to the Solent being some 15-20 minutes sailing away

from the docks at Portsmouth (another possible location), thus allowing faster

response times.

Further research in to marine construction procedures with guidance from

Bison (2007) and my own engineer knowledge led to a preferred choice of

section and construction method. According with Bison (2007) a pre-cast

construction process give a lot of advantages (see section 4.2.1.iv. pp.53) as

it is easier and faster to fix in a very harsh environment as an offshore one.

Design of the Slipway and the Walkway was the results of a personnel

research, not lead from any books for the general arrangement of the design.

SCI Brief was used to design element in accordance with and then Staad pro

and Design of structural elements (Arya.C, 2003) was used for calculations.

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3.2.1- Problem Areas and Solutions

The design and construction of any maritime structure throws up a vast

amount of problem areas and a lifeboat station is no exception to this. The

main problems encountered in the design of the Slipway, slab and walkway

are the health and safety implications of both working at height and working

over water. In addition to this the requirement of the brief that the overall

scheme should be aesthetically pleasing meant that careful consideration to

the design had to be made at the conceptual stage.

3.2.2- Health and Safety

It is the view of the designer that, so far as reasonably possible, the

requirement for persons to work at height, over water should be reduce at the

minimum and then all mitigation measures must supply to do it (net filet,

working platform on the jack-up barge and prefixed guard-rail on pre-cast

slab, add individual mitigation as Harness for specific hazardous work.

3.2.3- Aesthetics

The decision was made by the designer that the slipway are going to be

design with only Universal Beams to comply with the SCI (2007) brief and

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RNLI requirements (2007) and with a simple and good looking geometry in

accordance of different slopes and loads required by the SCI brief (2007).

Then the designer chooses to design a pre-cast composite floor using Bison

hollow composite floor because of the relative facility to build it. There is no

aesthetics influence for this choice, because at the end we couldn’t see what

was done as type of floor. The designer chooses to design the walkway as

nice as possible. Then it was thinking to use long universal beams spans of

10m to have a good and light looking on the walkway for visitors and the

crew. The choice of Metal open grid floor (Tolartois. 2006) has been done for

its relative very light self-weight (26kg/m²) and the good looking of this

surfacing.

3.2.4- Stability

Due to the location of the station, there is a high volume of marine ‘traffic’

which passes by. There is therefore the likelihood of the structure being

struck by any size of vessel. It is therefore the opinion of the designer that,

while it is not financially viable to design a structure to be indestructible, it

should have some resistance to being struck. Hence it seems reasonable that

the slipway, slab and walkway be designed so that if one is destroyed by

collision the structure can still stand.

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3.3- Conceptual Design

3.3.1- Conceptual Criteria

The choice of construction depended on different criteria as:

- Localisation (weather, type of coast, accessibility, type of rescue…)

(R.H, P.V, V.J, 2007)

- Buildability and daily life: to build the offices on shore and the boat

room offshore or build both offshore.

- Type of lifeboat (B class, Tyne, Tamar…) (Royal National Lifeboat

Institution, 2007).

- Type of station: All weather lifeboat station (ALB) or Inshore lifeboat

station. It depends on the type of boat (all weather station or

inshore station) and the location (type of launch). (R.H, P.V, V.J,

2007)

- Type of launch: Afloat station, slipway station, carriage station, Davit

station for ALB and trolley launch, dodo trailer launch, davit launch,

floating boathouses and cradles for inshore lifeboat station. (R.H,

P.V, V.J, 2007)

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3.3.2- Problem Areas

The main problem encountered for the slab and general arrangement of the

lifeboat station was to provide an aesthetic solution comply with different

requirements from Chapter 7 of the RNLI brief “Accommodation

requirements”. The first problem was to choice how to build the station: in two

parts, with the crew room on the land and the boat room offshore or with both

offshore. The development of the size and shape of the building was firstly

undertaken as part of the group and is detailed in the Preliminary Engineering

Report. It was decided that the new Station should be design to be really

useful and really aesthetic as it was a main criteria for the client.

Two conceptual designs were produced which were then analysed by looking

at the advantages and disadvantages of each and compiling a decision

matrix, as seen in the Preliminary Engineering Report.

Solution 1: (Entire Lifeboat Station over the sea)

By first appearances this solution seems to best satisfy the requirements of

both the RNLI & SCI briefs with respect to room sizes and positions. It allows

adequate space and allows a potential for architectural features to be added,

namely to the roof.

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Figure 1: Solution 1 (Autocad, 2007)

Solution 2: (Boathouse on sea and Facilities on land)

This solution does not completely satisfy the RNLI & SCI briefs, as the

boathouse and station are separate structures, where the station is situated

on land and the boathouse in the sea. This is, however, what is currently to

be found at Bembridge and an arrangement that appears to work.

By doing a decision matrix and by looking at the advantages and

disadvantages of each scheme and the preliminary costing, scheme 1 was

chosen.

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Figure 2: Solution 2 Station (Autocad, 2007)

Figure 3: Solution 2 Boathouse (Autocad, 2007)

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Figure 4: Bembridge Location (RNLI, 2007)

3.4- Initial Design

Since the positions of each room were defined by the RNLI brief, different

aesthetic aspect were discussed.

Inspirited by drawings made by architect and existing Station and thanks to

the help of architectural software the final design was found and approved by

each members of the group: Entire station over the sea as the old one (see

picture 4 bellow)

The main problem encountered with regards to the structural slipway

framework is to provide a good quality of framework in compliance with

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RNLI’s Brief and SCI’s Brief to provide for example the transversal and the

longitudinal slope required on SCI Brief, 2007.

For the walkway the main problem encountered is to adopt the structure to a

10m span length and realise a light and good looking structure and surfacing

to give a good first impression to visitors but also an enough wide walkway to

allow easy carriage.

Buildability is also an issue, due to the hard environmental site to build: over

the sea, solutions should be providing to allow a good quality of

manufacturing and good quality of material properties.

The other major problem to be considered is the corrosion risk of all

steelwork. Outside steelwork have a very harsh maritime environment due to

the waves, the sea salt, zones on intermediate low and high tides.

3.4.1- Alternative Solutions

For further details on group conceptual ideas refer the Preliminary

Engineering Report.

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i/ General arrangement:

The main problem encountered for the slab and general arrangement of the

lifeboat station was to provide an aesthetic solution comply with different

requirements from Chapter 7 of the RNLI brief “Accommodation

requirements” gives the sizes of each room that is required in a lifeboat

station and which rooms need to be in contact with an other (RNLI, 1999):

boat room (21m length by 9m wide), crew room, 1.5 to 2m² per person for 18

persons (36m²); Galley (3 x 3m), manager’s office (8m²), changing room/wash

room/ drying room (30m²), workshop, 5m x 3m; storage (4m²). Then an

economic solution fair easy to build in an aggressive environment as building

over the sea and with compliance the SCI Brief.

ii/ Corrosion and treatments

The other major problem to be considered is the corrosion risk of all steelwork

in a maritime environment. (See section 4.2.3.i. pp.62) for corrosion and fire

protection. For wind consideration sees on roof calculation, volume 3. Outside

steelwork have a very harsh maritime environment due to the waves, the sea

salt, zones on intermediate low and high tides. Salted water cause corrosion

of metal, therefore consideration must be taken into protection measures.

(Coatings for, 2000)

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iii/ Essential considerations

Overall, the main framework should be designed with the following essential

considerations:

- Imposed and wind loading (for the roof calculation)

- Protection of the UB beams framework from corrosion (slipway, slab,

walkway)

- Fire protection for the all site and all framework done

- Safety for the all site and all tasks done (CDM Regulations, 2007).

iv/ Buildability

Lifeboat station is going to be build in accordance with Heath and safety

regulations, CDM regulations, and Environmental assessment. Buildability is

also an issue, due to the hard environmental site to build: over the sea, it will

be likely to build all in factory and then commute it to the site by boat.

Construction should be undertaken in accordance with the CDM Regulations

(See portfolio 378769).

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v/ Slipway:

Quality of steel framework comply with hot-rolled sections to BS EN

10025:2004 and the dimensions and tolerances comply with part 2: 1997(SCI

Brief, 2207). The predominant steel grade is S275.

Transversal slipway slope of 2.6% (one horizontal meter needed from each

side of the keelway and 260 vertical mm to the plates, SCI brief. 2007. pp.5)

is realised by using appropriate Universal Beams for the central keelway and

then for the plates and drawing 206.

Longitudinal slipway slope of 1/5 is realised by using triangular pre-welded

wedge and drawing 206, detail E.

Universal Beams (UB) or cellular beams were considered at the first stage of

the Slipway design because of the one hand the very common used of

universal beams and on the other hand because of the light selfweight of the

cellular beams, which should have been much easier to fix on site. The

maximum on the slipway structure is 4m span length.

Finally Universal beams were chosen because of the too great corrosion

surfacing of cellular beams, which could involve durability problem in the

future.

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vi/ Walkway

As for the slipway, there are very length span of 10m for the walkway steel

beams. Then Universal Beams (UB) or cellular beams were considered at the

first stage because of the on one hand the very common used of universal

beams and on the other hand because of the light selfweight of the cellular

beams, which should have been much easier to fix on site.

Then for the surfacing an open metal grating floor has been used for the

walkway floor to provide a resistant for carriage case and a pleasant surfacing

for visitors. Then a Staad pro simulation has been done to find the more

appropriate Universal beam for the walkway.

vii/ Slab structure.

To begin with, design of the lifeboat station slab was a main key of the design

because it is where the lifeboat is standing when it is not using for rescue. It

was a team work to design it because slab structure is going to influence piles

calculation or localisation.

At the first stage the designer had to choice between the two first solutions he

was thinking about as know:

- in-situ concrete floor or

- composite- floor as Ribdeck 70 (see Appendix 2),

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For the first submission: Group conceptual design interview, Ribdeck solution

was chosen by he designer of because of two composite floor advantages:

- light selfweight

- easy to build on the site because the metal composite floor are going

to be used as formwork to pour in situ-concrete after (offshore site).

3.4.2- Feedback from Group Conceptual Design Interview

Following the Group Conceptual Design Interview, the feedback

recommendations were:

- Preferred an other solution than Ribdek composite floor because of

the very aggressive and corrosive costal environment. But solution

was well argument.

- Initial slipway design was done and general material research, and

model as well.

- No further special recommendations.

These issues were addressed as an individual in both the portfolio of

evidence literature review and in Appendix 9 of this report.

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3.5- Initial Design

3.5.1- Slab

The most favourable arrangement find after the Group conceptual design

interview was to design the lifeboat slab with pre-cast units. Indeed the

Ribdeck composite floor was no appropriate at all with the environmental

conditions (salt environment, corrosion of steel structure). The designer was

chosen to build the slab of the lifeboat and of offices with pre-cast concrete

units. Designer was using this constructive solution according with Bison

data. Bison hollow composite floor are pre-cast concrete units with very

flexible span and depth units sizes. This material allow very long span as 15m

and with a wide range of unit depth, from 150 to 450mm. (Bison, 2007).

(Calculations can be found on Appendix 2)

3.5.2- Slipway

Then using Universal Beams instead of steel cellular beams was chosen

because of the very aggressive maritime environment. Also we need to be

sure that the steel section will not reduce with corrosion, and it is preferred

Universal beams to not have very thin steel thickness where hollow are.

Universal Beams- BS EN 10025: 2004 and BS 4 Part 1: 1993 (Roymech, 2006).

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(Calculations can be found on Appendix 2)

3.5.3- Walkway

Finally for the slipway designer had using Universal Beams instead of steel

cellular beams was chosen because of the very aggressive maritime

environment. Also we need to be sure that the steel section will not reduce

with corrosion, and it is preferred Universal beams to not have very thin steel

thickness where hollow are.

Guard-rails are going to be used for the walkway and the first two meters of

the slipway (Kee Klamp, marine solution. 2006):

– can be used with absolute confidence for safety walkways in

aggressive coastal environments. It provides advantage of a

quick assembly of offset railings, handrails and guardrails.

– hot dip galvanized

– Quantities:

• Slipway: 4ml

• Walkway: 220ml

3.5.4- Feedback from Individual Design Interview

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The conceptual design interview feedback from the 26th March 2007 states

that the brief was interpreted well, that problem solving areas appear to have

been addressed, the construction planning and site access was not really

tackled that it needs further development and the stability analysis was basic

and needed to be addressed in more detail. With respect to the preliminary

drawings the assessors highlighted:

i/ Slab: Bison hollow composite flooring.

- Good choice of pre-cast units to earn time during construction.

- Drawings scale to small. Have to modify it and improve quality of

general drawings.

ii/ Slipway : UB beams.

- Initial slipway design and drawings will have to be corrected and

adjusted.

iii/ Walkway : UB beams.

- No special recommendations about the Walkway.

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3.6- Detailed Design.

3.6.1- Introduction

This section of the report describes how the points raised in section 3.4 were

implemented into the detailed design. This section also gives the feedback

from the detailed design interviews, the results of the design seminar and

feedback from the Industrial Advisory Committee (IAC) interviews along with

details of how this affected the design afterwards.

3.6.2- Planning and Site Access

As a result of the Conceptual Design Interview greater thought was given to

the issues of planning and site access. With respect to site access; there is to

be a site compound at Bembridge harbour where materials are to be

delivered (if travelling by land). Once the materials have arrived at Bembridge

harbour they are to be craned onto a supply barge which will deliver them to

the site jack-up barge.

Access to the structure will be via the walkway (on completion) and access to

the jack-up will be via boat from Bembridge harbour.

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3.6.3- Slab :

i/ Pre-cast concrete structure:

The final design that was decided upon consists of pre-cast hollow composite

floor (Bison, 2007):

- 5500 x 1200 x 250mm 14nr

- 5500 x 600 x 250mm 2nr

- 5000 x 1200 x 250mm 14nr

- 5000 x 600 x 250mm 2nr

- 4000 x 1200 x 250mm 2nr

- 4000 x 600 x 250mm 1nr

- 3000 x 1200 x 250mm 25nr

- 3000 x 600 x 250mm 1nr

See material used on Appendix 3 and drawing 205

A system of two pivots is used to provide a 3% longitudinal slope in the boat

room to allow on one side to work for the maintenance on a plan slab and on

the other side to launch quickly the lifeboat in rescue case. Pivots are directly

supported and connected to piles S19 and S20 (See drawing 204 and

calculation volume 1)

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A winch is using to tow the lifeboat during the recovery after rescue. This

element is directly supported and connected to the pile S11 (See drawing 204

and calculation volume 1).

ii/ Steel grid structure:

The pre-cast Bison hollow composite concrete floor is supported by a UB

beams grid bearing by CHS 323.9 x 16 piles under them (see drawing 204,

volume 1).

The longest span is 5.50m for the Boat room:

- UB 406 x 178 x 54

See calculation sheets in Appendix 2

The longest span for Offices area is 9.00m span:

- UB 254 x 146 x 31

See calculation sheets in Appendix 2

A common granolithic finish treatment is provided on the floor.

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3.6.4- Slipway :

i/ Steel framework:

From the beginning conceptual design to the final design of the slipway it was

important to respect transversal and longitudinal slope required by the SCI

Brief (SCI Brief, 2007). Each unit of the slipway was designed on Staad pro to

provide the most efficient and optimised Universal beam size.

It was necessary to consider sometimes different load case for a unique

element. For example for the central keelway was calculated under a

simulation of:

- on one hand a UDL 35 kN/m Gy load applied on 11m length during

boat launching (SCI brief, 2007) which is given a UB 457 x 191 x 74

- on the other hand during the boat recovery a punctual force divided

on 250 kN Gy and 150 kN Gz load applied on the middle of 4m

span (SCI brief, 2007). This case is the worst case. It is due to

transversal effects on wind and waves, what is going to create an

important impact when the boat has the first contact with the

slipway, which will never happen exactly, be on the central axe on

the slipway considered wind and waves effects. This load case is

given a UB 610 x 305 x 149.

It will be this last load case that is going to dimension the Universal beam

support of the keelway.

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Indeed the keelway channel 305 x 89 has not a structural needed but is only

used as a girder to drive the boat on the good way during the launch or the

recovery.

The plates located symmetrically on the right and left sides from the central

keelway at 1m are going to supported load divided as a vertical load of 100kN

Gy and a horizontal load of 25kN Gz (25% of the first load case) supplied by

the SCI Brief, 2007. These load cases are represented the effect on the

Slipway plates if the boat is going to topple over on the right or left side of the

central keelway due to wind or waves effect. This load is only applied on

staad pro on one side to design but as it is a symmetrical load case only

happened on one or on the other side on se same time, the same Universal

beam size is used for the two plates. See calculation sheets on Appendix 2

This is given:

- UB 375 x 171 x 67

But according with the SCI Brief, a transversal slope on 11° or 625mm vertical

distance is needed between the central keelway and plates. Then to be in

accordance with the SCI Brief a 762 x 267 x 147 UB is used (See drawing

206).

The transversal beam was designed on Staad pro as a 4m span beam which

is supported a central vertical point charge of 140kN Gy (lifeboat of 30kN

applied on 4m longitudinal beam span) and a vertical point charge of 100kN

Gy on one support, symbolising the plate effect. This simulation is given, See

calculation sheets on Appendix 2:

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- UB 365 x 127 x 33

ii/ Steel framework summary:

- UB 762 x 267 x 147 4.00m

- UB 610 x 305 x 149 4.00m

- UB 356 x 127 x 33 4.00m

- UB 127 x 76 x 13 0.849m

- Channel 305 x 89 4.00m

- Plate 150 x 15 4.00m

3.6.5- Walkway :

i/ Steel framework:

A Staad pro calculation (See calculation sheets on Appendix 2) was done for

a 10m UB span, bearing an imposed load of 2.5kN/m² and the floor finishes

self-weight. This is given:

- UB 553 x 210 x 122 10.00m

- UB 553 x 210 x 122 1.80m

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Then an open metal grating floor of 2 m span is used to allow carriage on the

wide walkway and pleasant walkway crossing from the station to the beach

for the crew or visitors. This material is a very aesthetic one and provides

easy daily life maintenance. (See Appendix 3: materials)

To ensure durability of the materials used in the construction of the structure

BS 7543: Guide to the Durability of Buildings, Building Elements and

components and BS 8210: Guide to Building Maintenance Management.

(M.N, E.J, H.G, V.D, 2006)

3.6.6- Feedback from Design Seminar

The detailed design interview results from the 25 th April 2007 advised that

greater consideration be given to the Construction and Design Management

Regulations (CDM) especially with reference to the risks associated with all

working tasks at height and over water as for fixing the slab.

3.6.7- Action Taken as a Result of the Detailed Design Interview

As a result of the detailed design interview, the decision was made by the

slipway designer that sections of the slipway and piles should be pre-

connected on land in sections consisting of four piles for 4m span of slipway

beams. Then, on completion of four boreholes the section can be lowered into

place from the jack-up (see volume 1). For further details see Method

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Statement on section 4.1.2). Health and Safety and the in section 4.3.1.

pp.67).

3.6.8- Feedback from Design Seminar

The design seminar that greater consideration be given to the effect . This

advice was echoed by the IAC and also pointed out that there was no time

allocated on the programme for the jack-up barge to be brought to site and

tested.

Following the Design Seminar results from the 16th May 2007, advice

recommendations received by Peter CROSS and Rachel FOWLER were:

- Very challenging role on the Bembridge group, well explained. (Dr

Sangle)

- Very appropriate CDM regulations, Method statement and Heath

Safety & Environment considerations. (Dr Sangle)

- Within the scope of the project no further points need to be

addressed. (Dr Sangle)

- Supply buckling analysis. (Dr. Chen)

- Construction rates are generally light taking in consideration an

offshore site.

- No traffic problem has to take in account because materials are going

to be supply trough the sea, using boats, because there are any

frame metal factory on Isle of Wight.

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- Construction programme is too short on taking account of an offshore

site. It will be extend on proportion from 18 months to 24 months.

3.7- The Final Design

For the final design according with Dr Reynlds any changes have been done,

because for the programme advice, they were waiting for a 24months

programme including all preliminary researches and concept design period

and the legal period to survey the site. Then about the cost bembridge group

designers have done their cost files according with SPON’S (2007) and with

engineering judgment. But the slipway, slab and walkway designer are taking

in account all those advice to be able to update the project data if real rates

from offshore builders are going to be given to designer to adjust slipway,

slab and walkway designer programme and cost. Designer are going to adopt

for the final design the access method, because as any steel factory is

existing on Isle of Wight, designer is going to transport and deliver materials

trough the sea. This modification is very relevant and delete traffic problem for

lorries deliver on land.(See cost on Appendix 7 and general programme on

Appendix 8)

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4- Construction Management

4.1- Method statement

- Scheme Description

4.1.1- METHOD STATEMENT 1: SLAB FLOOR

Scheme Description:

LIST Project Structural metalwork; including fabrication and

erection of members for frames

Plant Gang: 1 Barge crane (including operator),1 Mobile crane

(including operator),

2 Cherry pickers (including operators). (ICE, 1999)

Labour Gang: 1 Ganger, 2 Labourers, 1 Banks man. (ICE, 1999)

Method statement:

A-General requirements:

1- Provide supervision and administration. (ICE, 1999)

2- ” Ensure all ear and eye protection are considered to be taken to

reduce the noise and debris risk” (Charlett, 2006, p 231-233)

3- Provide water supply services for the duration of construction -

Quality risk of temperature days that are too hot or too cold

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4- Provide sufficient potable water, either from bottled sources or

track delivery.

- Access

- 5- Access to the site and working areas will be as follows:

- 6- Labour via foot (once walkway is complete). Jack-Up barge labour;

access via boat.

- 7- Large deliveries to be delivered to Bembridge Harbour. A supply

barge and loading facilities will be available at all times to move

plant and materials to the Jack-Up by sea, throughout the duration

of the contract. The drill rig will be assembled at this location, then

transported to the lifeboat station on the Jack-Up by sea.

- 8- Fuel to be delivered to the site compound (at existing lifeboat

station car park).

- 9- Bring Jack-Up Barge (with on board plant as specified) to site.

- 10- Test rig for operation.

- 11- Full PPE will be worn at all times – Life jacket when on barge over

water, hard hat, suitable gloves, high visibility, ear defenders, safety

goggles, fire retardant overalls and steel toe capped boots.

- B- Specific Material requirements:

- 1- Order members for frames and holding down bolts.

- 2- Fabricate all members for frames at factory.

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- 3- Deliver steel frames to construction site. Environmental Risk-

Delivery to site. (Guidance for the Prevention of Pollution, 2003).

- 4- Check and sort delivery and store in previously prepared storage

area. Quality Risk- Quality assurance of fabrication yard. (CDM

Regulations, 2004)

- 5- Unload materials using site crane and use banks man to guide

plant into position. Workforce supplied with full PPE and leather

gloves. (Health and safety personal 101, 1999) (CDM Regulations,

D9-1 pp.129, 2004) (CIRIA, 19990, pp.90) H&S Risk – reversing

lorries.

- 6- Check out that the crane has been erected in accordance with

manufacturer’s specifications and safely regulations.

- 7- Position Barge crane and check load capacity certificate. ( CIRIA

special publication 131 crane stability on site, 1996)

- 8- Maintain Barge crane - Quality risk of competence of workforce.

(ICE, 1999)

- 9- Specify the competency required for a safe and effective operation.

- 10- Offload materials and maintain services gang by labour teams -

Environmental risk of wet weather working: slippery surface protect

by guard-rail, Health and Safety risk of Heavy Lifting.

- 11- Ensure that all equipment including back-up lighting, heater and

shelters, is appropriate for use in extreme weather conditions and

power failure.

- 12- Take material to tip.

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- C- Beam Steel work:

- 13- Lift steel beams using Barge crane, install beams on preloaded

holding down bolts and fix bolts.

- 14- Lift and install trusses and beam to beam. Quality Risk-

Tolerances of frames. (Downey & Ericksen,2006,p. 47-49)

- 15- Weld and bolt all the connections of frames. Health and Safety

Risk - Working at height and over water. (Parliament, 2005) (CDM

Regulations, E6-1 pp.157, 2004) (CIRIA Special publication 118

Steel reinforcement, 1995)

- 16- Unload beams grid to worksite on piles and fix it using bolts and

frame welded. Quality Risk-Tolerances of frames. (Downey &

Ericksen,2006)

D- Bison Hollow Precast composite Floor:

- 1- Precast units including floors shall be given under appropriate

heading and shall unless otherwise required be enumerated (kind,

quality and size of each floor unit). (The royal institution of

chartered surveyors & the national federation of building trades

employers, 1984, pp.39)

- 2- Pre-cast units shall include cast-in connections for handling,

positioning, hand rails and running lines. (CDM Regulations, C3-1

pp.73, 2004) (CIRIA Report 166)

- 3- Have hollow precast concrete floor delivered to site. Using crane

guides by banks man with swing bar to stabilize precast concrete

floor unit to transport it from bank to worksite above the sea.

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Workforce supplied with full PPE and leather gloves. (Health and

safety personal 101, 1999)

- 4- Using guard-rail systematically fixed on precast slab unit. (CDM

Regulations, C3-1 pp.73, 2004)

- 5- Place in situ concrete using crane concrete skip to 50mm thickness

finish flooring and to join both precast slab units. (CDM

Regulations, C1-1 pp.65, 2004)

- 6- Finishes on to concrete floor using appropriate material. (CDM

Regulations, C2 pp.71, 2004)

This method statement should be read in conjunction with the risk

assessment attached.

4.1.2- METHOD STATEMENT 2: SLIPWAY

Scheme Description:







Method statement:

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track delivery.

- Access



access via boat.







station car park).



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B- Specific Material requirements:



- 3- Deliver steel frames pre-connected to construction site on shore.

Environmental Risk- Delivery to site. (Guidance for the Prevention

of Pollution, 2003).



Regulations, 2004)





lorries.






(ICE, 1999)

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power failure.



- 1- Lift steel beams using Barge crane, install beams pre-connected

on preloaded holding down bolts and fix bolts.

- 2- Lift and install trusses and beam to beam. Quality Risk-Tolerances

of frames. (Downey & Ericksen,2006,p. 47-49)

- 3- Weld and bolt all the connections of two frame units. Health and

Safety Risk - Working at height and over water. (Parliament, 2005)

(CDM Regulations, E6-1 pp.157, 2004) (CIRIA Special publication

118 Steel reinforcement, 1995)

- 4- Use suspended working platform (PERI UP Rosett, 2006) to work

on low tide water for the final part.

- 5- Unload beams grid to worksite on piles and fix it using bolts and

frame welded. Quality Risk-Tolerances of frames. (Downey &

Ericksen,2006)

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D- Metal Grid Flooring and handrail :

- 1- Metal open grid flooring shall be given under appropriate heading

and shall unless otherwise required be enumerated (kind, quality

and size of each floor unit). (The royal institution of chartered

surveyors & the national federation of building trades employers,

1984)

- 2- Metal open grid flooring units shall include cast-in connections for

handling, positioning, hand rails and running lines. (CDM

Regulations, C3-1 pp.73, 2004) (CIRIA Report 166)

- 3- Have metal open grid floor delivered to site. Using crane guides by

banks man with swing bar to unload metal grid floor unit on

boatroom slab. Workforce supplied with full PPE and leather

gloves. (Health and safety personal 101, 1999)

- 4- Using guard-rail systematically fixed on Metal grid flooring unit for

external units. (CDM Regulations, 2004)



4.1.3- METHOD STATEMENT 3: WALKWAY

Scheme Description:




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Method statement:








track delivery.

- Access



access via boat.






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station car park).





B- Specific Material requirements:



- 3- Deliver steel frames pre-connected to construction site on shore.

Environmental Risk- Delivery to site. (Guidance for the Prevention

of Pollution, 2003).



Regulations, 2004)





lorries.



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(ICE, 1999)







power failure.



- 1- Lift steel beams using Barge crane, install beams pre-connected

on preloaded holding down bolts and fix bolts.

- 2- Lift and install trusses and beam to beam. Quality Risk-Tolerances

of frames. (Downey & Ericksen,2006,p. 47-49)

- 3- Weld and bolt all the connections of two frame units. Health and

Safety Risk - Working at height and over water. (Parliament, 2005)

(CDM Regulations, E6-1 pp.157, 2004) (CIRIA Special publication

118 Steel reinforcement, 1995)

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- 4- Use suspended working platform (PERI UP Rosett, 2006) to work

on low tide water for the final part.

D- Metal Grid Flooring and handrail :

- 5- Metal open grid flooring shall be given under appropriate heading

and shall unless otherwise required be enumerated (kind, quality

and size of each floor unit). (The royal institution of chartered

surveyors & the national federation of building trades employers,

1984)

- 6- Metal open grid flooring units shall include cast-in connections for

handling, positioning, hand rails and running lines. (CDM

Regulations, C3-1 pp.73, 2004) (CIRIA Report 166)

- 7- Have metal open grid floor delivered to site. Using crane guides by

banks man with swing bar to unload metal grid floor unit on

boatroom slab. Workforce supplied with full PPE and leather

gloves. (Health and safety personal 101, 1999)

- 8- Using guard-rail systematically fixed on Metal grid flooring unit for

external units. (CDM Regulations, 2004)



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4.2- Material Specifications

4.2.1- Material properties/ characteristics.

i/ Steel framework: Universal Beam – UB.

Section designation

The standard method for specifying the dimensions of a standard hot rolled steel

section includes using initials to designate the type of section, for example:

457x191x67UB, is a Universal Beam of nominal dimensions 457mm deep, 191mm

wide, weighing 67Kg/m. The table below shows the new section designation system

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for Advance sections from Corus (2005).

Section designation system

Corus AdvanceTM sectionsOld designation system

UKB UK Beam UB Universal Beam

UKC UK Column UC Universal Column

UKPFC UK Parallel Flange Channel

PFC Parallel Flange Channel

UKA UK Angle RSA Rolled Steel Angle

UKBP UK Bearing Pile UBP Universal Bearing Pile

UKT UK Tee Figure 1. Section designation system. (Corus, 2005)

All the Advance structural steel sections are supplied in accordance with the

Standards indicated in the table below.

Standards applicable to AdvanceTM sections from Corus

Section type

AdvanceTM

designation Dimensions

Tolerances

UK Beam UB BS 4-1:2005 BS EN 10034:1993

UK Parallel Flange Channel

UKPFC BS 4-1:2005

BS EN 10279:2000

Figure 2. Standard application for universal beams. (Corus, 2005)

Universal Beams- BS EN 10025: 2004 and BS 4 Part 1: 1993 (Roymech, 2006).

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DesignationMassperm

DepthofSection

WidthofSection

Thickness of

Root Radius

DepthbetweenFillets

AreaofSection

Second Moment Area

Radius of Gyration

Section(Elastic)Modulus

PlasticModulus

Web FlangeAxis x-x

Axis y-y

Axis

x-x

Axis

y-y

Axis x-x

Axis y-y

Axis x-x

Axis

y-y

M h b s t r d A Ix Iy rx ry Zx Zy Sx Sy

kg/m mm mm mm mm mm mm cm2 cm4 cm4 cm cm cm3 cm3 cm3 cm3

762x267x147 146.9 754 265.2 12.8 17.5 16.5 686 187 168502 5455 30 5.4 4470 411 5156 647

610x305x149 149.2 612.4 304.8 11.8 19.7 16.5 540 190 125876 9308 25.7 7 4111 611 4594 937

533x210x122 122 544.5 211.9 12.7 21.3 12.7 476.5 155 76043 3388 22.1 4.67 2793 320 3196 500

406x178x54 54.1 402.6 177.7 7.7 10.9 10.2 360.4 69 18722 1021 16.5 3.85 930 115 1055 178

356x127x33 33.1 349 125.4 6 8.5 10.2 311.6 42.1 8249 280 14 2.58 473 44.7 543 70.3

254x146x31 31.1 251.4 146.1 6 8.6 7.6 219 39.7 4413 448 10.5 3.36 351 61.3 393 94.1

127x76x13 13 127 76 4 7.6 7.6 96.6 16.5 473 55.7 5.35 1.84 74.6 14.7 84.2 22.6

Figure 3. Niversal beams BSEN 10025. (Roymech, 2006)

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ii/ Walkway and Slipway guardrails.

Figure 5: offshore handrail (kee Klamp, 2006)

For a steel solution (Kee Klamp, marine solutions, 2006):

Kee railing solution can be used with absolute confidence for safety

walkways in aggressive coastal environments. It provides advantage of a

quick assembly of offset railings, handrails and guardrails.

Kee Klamp are hot dip galvanized cast iron fittings that are built to last. Each

fitting can support an axial load of 900 kgs, and includes a safety factor of 2:1.

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iii/ Walkway and Slipway open metal grid floor surfacing

(Tolartois Gratings, 2006)

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Figure 6 a/b: tolartois, 2006. Open metal grating floor

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Figure 7: Tolartois, 2006. Element chosen

Figure 8: tolartois, 2006. resistance data-weight

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iv/ Precast Hollow Composite Floor.

Figure 9 a/b/c: Bison hollow composite floor (Bison, 2007)

Pre-cast floor Advantages

- Speed of Erection

Time consuming activities such as propping, shuttering and concrete pouring

are virtually eliminated.

- No Propping

Propping is not required with hollow core floors. Compare this with the large

amount of propping required with insitu and semi-insitu floor systems. It is a

very interessant advantage considering a maritime construction scheme, as a

lifeboat station.

- Fire Resistance

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Standard precast floors can be supplied with a fire resistance of up to 2

hours.Periods in excess of this can be provided with modified sections if

required.

- Minimum Insitu Concrete

Using a precast floor, a large volume of work is carried out off site and saves

what can be complex and time consuming site operation subject to the

vagaries of the climate.

- Immediate Unpropped Working Platform

Once a precast floor is erected, it is immediately available as a working

platform. We can save working time and then money..

Steel deck systems by comparison can present problems in achieving level

surfaces whilst concrete is poured and in providing access whilst in the

propped condition.

- Preformed Site Services

Precast floors can be provided with factory formed service holes thus

avoiding laborious setting out and shuttering on site.

- Extra Long Spans

Factory made prestressed units offer the maximum design advantages of

achieving long span units for given depths. This avoids the need for

intermediate supports and provides an economically light solution throughout

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the entire structure. The Bison long span 450 mm deep unit can span in

excess of 16 metres.

- A 5.50m span as a maximum for LIST Project.

- Finished Soffits

Precast floors are manufactured on high quality steel beds and are suitable in

appropriate cases for direct decoration.

- Flexibility of Design Approach

Precast floors are available with a variety of factory formed notches, slots and

reinforcement arrangements which offer various design approaches.

- A precast floor of 1.20m wide as a maximum is using in LIST Project,

because of a various design approaches allowed according with Bison hollow

composite floor, 2007.

- Elimination of Edge Shuttering

Edge shuttering to any building is inevitably a difficult and often dangerous

operation. This can be totally avoided by using a precast floor.

- Structural Efficiency

A hollow core slab offers the ideal structural section by reducing the

deadweight whilst providing the maximum structural efficiency within the slab

depth.

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- Factory Produced to Rigorous Quality Standards

Because precast floors are factory produced, they are manufactured in an

environment which is more readily controlled than a building site. Quality

control systems are properly implemented and are independently examined

on a regular basis under the British Standards Institution Quality Assurance

Scheme.

- Cost of quality assurance fabrication yard is by the way reducing.

Figure 10. (Bison, 2007) Element chosen

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All steel is to be grade 43 with a unit weight of 7850kg/m³ and all bolted

connections to use either M24 HSFG bolts or M20 Lindapter Hollobolts.

Universal Beams used in L.I.S.T Project comply with- BS EN 10025: 2004

and BS 4 Part 1: 1993 (Roymech, 2006).

Slipway:

UB 762 x 267 x 147 4.00m

weight = 146.9kg/m 44nr

UB 610 x 305 x 149 4.00m


UB 356 x 127 x 33 4.00m

weight = 33kg/m 12nr

UB 127 x 76 x 13 0.849m


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Channel 305 x 89 4.00m


Plate 150 x 15 4.00m

weight = 7850kg/m³ 22nr

Bolts M20, grade 8.8 664nr

Walkway:

UB 553 x 210 x 122 10.00m


UB 553 x 210 x 122 1.80m



Slab:

UB 406 x 178 x 122 5.50m


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UB 406 x 178 x 122 5.00m


UB 406 x 178 x 122 4.50m


UB 254 x 146 x 31 9.00m


UB 254 x 146 x 31 5.00m


UB 254 x 146 x 31 4.00m


UB 254 x 146 x 31 3.00m



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4.2.2- Testing Procedures

i/ Thickness test

Testing the thickness of the metallic coating on the steelwork should be

undertaken by a suitably qualified inspector with the use of an ultrasonic

thickness gauge. (Coatings for protection of structural steel work, 2000)

The ultrasonic thickness gauge must first be calibrated by placing the probe

on an un-treated steel section. The probe is then placed on the area to be

inspected, the instrument will display an accurate reading for the coating

thickness and steel thickness at the same time. (Ultrasonic thickness, n.d.)

ii/ Liquid penetrant inspection

This method should be used regularly to check that the thickness of the zinc

coating is at least 100 µm.

This method of testing is used on non absorbent materials to look for flaws

and cracks in the surface of the material. In this case it will be used to test the

large steel beams which the walkway. The test involves applying a

fluorescent liquid to the surface of the steel and allowing 10-20mins it to soak

in (Munns, 2004).

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After this time has elapsed the excess liquid is wiped from the top of the steel

and a ‘developer’ is applied to the steel, this draws the penetrant out of the

cracks (Munns, 2004).

The penetrant can then be seen under UV indicating any cracks in the

surface of the steel. A special area would have to be set up site so that the

indicators could be viewed in darkened conditions (Munns, 2004).

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4.2.3- Performance criteria

i/ Corrosion protection

- Techniques Used for Corrosion Control

All steelwork will be protected against corrosion in accordance with BS

5493:1977. For permanent installations, few commonly used construction

materials have sufficient inherent resistance to corrosion to perform

adequately without the use of some form of corrosion control. In order for the

selection of the most cost effective combination of materials and corrosion

control techniques, the efficiency of the corrosion control technique for

specific materials must be determined. This normally requires testing.

(Baboian, 1995).

- Protective Coatings

Protective coatings are widely used for controlling corrosion of marine

structures. For proper selection of coatings many factors must be considered

including the zone of exposure, degree of shelter, the substrate to be

protected and the potential for recoating. (Baboian, 1995).

- Cathodic Protection

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Cathodic Protection is widely used for the protection of submerged steel in

water front structures. It can also provide considerable benefit in the inter-tidal

zone and can even reduce the usually high corrosion rate experienced at the

boundary between the inter-tidal and splash/spray zones. Cathodic protection

is also effective in the control of corrosion in reinforcing steel in concrete in all

exposure zones in waterfront structures. (Baboian, 1995).

From (M.N, E.J, H.G, V.D, 2006) All steelwork will be protected against

corrosion in accordance with BS 5493:1977.

For this level of protection from corrosion Table 2 of BS 5493:1977

recommends that a sealed or unsealed, zinc or aluminium sprayed coating,

with a minimum thickness of 100 µm. Zinc will be used as it is more resilient

to corrosion. (Coatings for protection of structural steel work, 2000)

The most common methods of metallic coating are

- hot-dip galvanizing, or

- thermal spraying.

Because of there is a limit of the size of member which can be hot-dip

galvanised, the method most likely to be used for the majority of the structural

metalwork of the Life boat Station is to be thermal spraying, which has no size

limit. However thermal spraying is usually more expensive than hot-dip

galvanising, therefore members that are small enough should be coated using

this process. (Coatings for protection of structural steel work, 2000)

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The advantages of the sprayed zinc coating are that it has a predictable life,

it’s a single application system with no drying time needed, it can be applied

off-site and on-site for touching up areas, it has no effect on the metallurgical

properties of the steel and structures of any size can be protected. (EN ISO

14713:1999)

Guidance for the application of metallic zinc coatings is given in EN ISO

14713:1999; it states that the steel is first to be grit-blast cleaned to achieve a

clean roughened surface with which the metallic coating can be applied.

It is important that the areas around where HSFG bolts are used in bolt

connections are not coated, as the coating would reduce the slip factor

required for the joint. These areas can be touched-up after construction of

the frame is complete. (Coatings for protection of structural steel work, 2000)

The sealing coat and additional paint, for aesthetics, or intumescent fire

protection coating will prolong the corrosion protection, and therefore the time

between maintenance periods. (Coatings for protection of structural steel

work, 2000) (M.N, E.J, H.G, V.D, 2006)

ii/ Fire protection: intumescent coating

From (Corus Construction, 2006) Fire resistance a measure of the time taken

before an element of construction exceeds specified limits for load carrying

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capacity, insulation and integrity. These limits are clearly defined in the

standard. The characteristics of the time-temperature relationship for the test

fire from BS476 are shown in Figure 30 shown below.

All materials become weaker when they get hot. The strength of steel at high

temperature has been defined in great detail and it is known that at a

temperature of 550ºC structural steel will retain 60% of its room temperature

strength, Figure shown below, before collapse.

Figure 11 a/b: Standard fire test (Corus constrcution, 2006)

In BS5950 Part 8, (see Code of Practice for Fire Resistant Design), load is

expressed in terms of the ‘Load Ratio’.

Recent international research has shown, however, that the limiting (failure)

temperature of a structural steel member is not fixed at 550ºC but varies

according to two factors, the temperature profile and the load.(Corus

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http://corusconstruction.com/en/design_and_innovation/structural_design/fire/bs5950_part_8/



construction, 2006)

Figure 12: Fire steel resitance design. (Corus constrcution, 2006)

Application :

For the fire protection of the internal structural steel, an intumescent coating

such as the Nullifire System E will be used, which has 240 minutes fire and

blast protection (Nullifire, 2001).

When it reaches its maximum size - after about 10 seconds - the coating

hardens and solidifies to form ‘char’ which protects the steel from the heat of

the fire (Nullifire, 2001).

-

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4.3- Risk Assessments

4.3.1- HEALTH AND SAFETY PRECAUTIONS

Only personnel with experience will be utilised.

Briefings will be carried out prior to each shift which will include:

- Specialist PPE

- Programme of works

- Methodology

- Contingency and emergency plans

- Effect of adverse weather on site conditions

- Competency of operatives

THE MAIN CONTRACTOR IS TO BE RESPONSIBLE FOR ALL WELFARE

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4.3.2- Cost of Risk

Steel erection is risky due to the large, heavy components that must be lifted

into place and the instability of the structure in the part-erected condition.

(Steel the safe, n.d.)

Following pages list the most common risks relevant to structural steelwork

erection and working over water as for an offshore site, and preventative

control measures.

The total financial contingency from the Slipway, Slab and Walkway risks is

£330,250. This amount was approved in the Design Seminar by Peter

CROSS.

4.3.3- Whole Life Costing

Construction Costs of the lifeboat station (M.N, E.J, H.G, V.D, 2006).

From the Bill of Quantities, the total cost of the construction of the lifeboat

station:

Slipway: (excluding Class A and B items) = £103,127.47

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Slab: (excluding Class A and B items) = £121,886.82

Walkway: (excluding Class A and B items) = £127,876.32

As this figure does not include Class A and B items, it does not include: plant,

labour, supervision, ground investigation, or site mobilisation.

The total financial contingency found from undertaking the Risk Assessment =

£330,250

Therefore this gives a total construction cost for the Slipway of £433,377.47

Therefore this gives a total construction cost for the Slab of £452,136.82

Therefore this gives a total construction cost for the Walkway of £458,126.32

Consultancy/ Design Costs

This value has been assumed to be 10% of the total cost of the structure:

Total Slipway = £43,377.75

Total Slab =£45,213.70

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Total Walkway = £45,812.63

Maintenance Costs

Design life of structure = 50 years

Inspections

General = £200 every 2 years

Total = £4,800

Principle = £3000 every 5 years

Total = £27,000

Maintenance

Resurfacing of tiling every 15 years = £50,000

Total = £100,000

Demolition

This value is assumed to be 10% of the construction costs, adjusted for

inflation at 2% for 50 years.

£ 43,337.747x 1.02^50 = £116,647.361

Total Slipway = £725,202.11

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£ 45,213.682 x 1.02^50 = £121,696.605

Total Slab= £749,011.12

£ 45,812.632 x 1.02^50 = £123,308.732

Total Walkway= £758,448.75

4.3.4- Major Risk Mitigation

(See Risk assessment on Appendix 6)

i/ Risk with highest impact = Working at Height (Fatality)

(Staybills patented guardrail and trestle system, 2006).

New legislation (WAHR) has come into force since 6th April 2005. This

followed the HSE producing this document in consultation with the DTI

(Department of Trade and Industry) and BSI (British Standards Institution) to

control working at height following the European Temporary Work at Height

Directive (published December 2003).

Approximately 2.2 million people work in Britain’s construction industry,

making it the country’s biggest industry. However, it is also one of the most

dangerous. In the last 25 years, over 2,800 people have died from injuries

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http://www.staybills.com/images/PDFs/wahr.pdf



they received as a result of construction work. Many more have been injured

or made ill. In 2006/2007 over 70 people died and nearly 4000 suffered a

serious injury as a result of a fall from height in the workplace.

Falls from height are the most common cause of fatal injury and the second

most common cause of major injury to employees, accounting for around

15% of all such injuries. All industry sectors but in particular Construction

workers are exposed to the risks presented by this hazard although the level

of incidence varies considerably.

As a result, Falls from Height are a key priority in the Health and Safety

Commission Injury Reduction Programme. The objective is to reduce injury

rates by 10% by 2010 against a 1999/00 baseline.

Experience shows that falls from height usually occur as a result of poor

management control rather than because of equipment failure.

Common factors include:

• Failure to recognise a problem.

• Failure to provide safe systems of work.

• Failure to ensure that safe systems of work are followed.

• Inadequate information, instruction, training or supervision provided.

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• Failure to use appropriate equipment;

• Failure to provide safe plant/equipment.

Key Measures include:

Regulations detailing control measures include (M.N, E.J, H.G, V.D, 2006)

Management of Health and Safety at Work Regulations 1999

Construction [Health, Safety and Welfare] Regulations 1996

Construction Safety Manual Sections 3 and 7

GE 700 Construction Site Safety Modules C2-9, D4

All work at height is a high risk activity. At the start of each project the site

manager will identify all activities which involve work at height and decide on

suitable prevention measures and detail them in the specific activity Method

Statements and Risk Assessments. These should be then briefed to all

operatives before works commence.

The Regulations require duty holders to ensure (Work at Height Regulations,

2005, part 6-3)

- all work at height is properly planned and organized.

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- all work at height takes account of weather conditions that

could endanger health and safety:

You must ensure that the work is postponed while weather conditions

endanger health or safety (Regulation 4(3, 4)).

- those involved in work at height are trained and competent:

(Regulations 5 and 6(5)(b)). This includes involvement in organisation,

planning, supervision, and the supply and maintenance of equipment.

- The place where work at height is done is safe:

(Regulation 6(4)) You must ensure that the place where work is done at

height (including the means of access) is safe and has features to prevent a

fall, unless this would mean that it is not reasonably practicable for the worker

to carry out the work safely (taking into account the demands of the task,

equipment and working environment).

- The risks from falling objects are properly controlled.

Use safety fillet to collect falling objects, like work tools...

- Equipment for work at height is appropriately inspected:

(Regulations 6(4)(b), 6(5)(a, b), 7, 8 and 12) You must provide equipment for

preventing a fall occurring comply CDM: Use the most suitable equipment

and give collective protection measures (eg guard rails see picture 1) priority

over personal protection measures (eg safety harnesses, see picture 2

bellow):

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Example of collective mitigation measure (Working platform):

Figure 13: Collective mitigation measure. (the plateforme compagny, 2007)

Example of individual mitigation measure (Harness):

Harnesses do not prevent falls. They merely prevent the wearer from falling

too far.

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Figure 14. individual mitigation measure, hardness. (the plateforme compagny, 2006)

Full arrest

lanyard

Shock

absorbingBS EN:355

RestraintWork

positioningBS EN:358

Full body Harnesses BS EN:361

Karabiners Connectors BS EN:362

The following steps should be considered when designer are planning work at

height (.N, E.J, H.D, V.D, 2006)

- decide what particular equipment will be suitable for the job and the

conditions on site

- make sure work platforms and any edges from which people are likely

to fall have guard rails and toe boards or other barriers

- make sure that the equipment needed is delivered to site in good time

and that the site has been prepared for it

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- check that the equipment is in good condition and make sure that

whoever puts the equipment together is trained, competent, and

knows what they are doing

- make sure those who use the equipment are trained in its uses and

supervised so that they use it properly. The more specialised the

equipment [for example, boatswain’s chairs and rope access

equipment], the greater the degree of training and supervision

required to ensure safety

- check any equipment provided by another company is safe on site

before using it

- make sure people know who to tell if any defects need to be

remedied or modifications need to be made

- when harnesses are used, ensure there is sufficient clearance from

the ground to allow the shock absorbing lanyard or inertia reel to

fully extend.

- harnesses must be connected to a properly designed anchorage

point. Whenever harnesses are used a method must be available to

enable people to be rescued should they fall and be left suspended

in their harness.

- Users of harnesses must be trained in their use, inspection and

maintenance.

ii/ Working over water

Stability of working platform and crane, Storage including waste materials,

Work at appropriate weather, and with safety jacket. Signs to warn deep

water use guardrail systems systematically fixed of material (example on

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precast elements), working platform, safety nets or fall arrest systems (Bob

Babin, (2006).

Because of slippery conditions in cold, windy, wet or icy weather, and

because of the tall working height (13 to 15 feet) atop these vehicles, many

companies now install a combination of fall prevention and fall arrest

systems. These systems include an access system guardrail, non-slip

staircase and platform, as well as a counterweighted drop down gangway to

ascend the vehicle, and a fall arrest system for use while atop the vehicle.

These systems provide both OSHA compliance and maximum worker safety

(Bob Babin, (2006).

iii/ Lifting operations:

The major risk with heavy lifting takes place in the safe erection of the

attached steel beams of the slipway.

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Figure 15 a/b/c/d/e/f: personnel falling into water (CDM regulations, 2004)



To combat the risk of injury from heavy lifting, lifting aids are needed to be

used to greater effectiveness.

The Lifting Operations and Lifting Equipment Regulations (LOLER, 1998)

need to be considered fully to ensure a safe working practice is reached. The

regulations aim to reduce risks to people’s health and safety from lifting

equipment provided for use at work.

The regulations require that the lifting equipment for use on site is:

Strong and stable enough for the particular use and marked to indicate

safe working loads;

Positioned and installed to minimise any risks;

Used safely, i.e. the work is planned, organised and performed by

competent people; and

Subject to ongoing thorough examination and, where appropriate,

inspection by competent people.

The employer does not have duties under LOLER but they do under the

Management of Health and Safety at Work Regulations (MHSWR, 1999).

To ensure that the LOLER regulations are met, the lifting equipment should

be strong and stable, be positioned and installed to minimise risks and should

be visibly marked with any appropriate information to be taken into account

for it’s safe use, e.g. safe working loads. Accessories should be similarly

marked.

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Additionally, it must be ensured that:

Lifting operations are planned, supervised and carried out in a safe

manner by people who are competent;

Where equipment is used for lifting people it is marked accordingly,

and it should be safe for such a purpose, e.g. all necessary

precautions have been taken to eliminate or reduce any risk;

Following a thorough examination or inspection of any lifting

equipment, a report is submitted by the competent person to the

employer to take the appropriate action.

iv/ Plant and vehicles:

Use traffic management plan & ensure vehicle maintenance. Keep vehicles

and pedestrians apart, use competent drivers & most appropriate vehicle for

the task. Use reversing sirens.

After Design Seminar it was decided to not use Lorries for deliveries but

boats, because there is any steel or pre-cast factory on the Isle of Wight.

v/ Slips and trips:

Ensure tidy and well-organised site. Store materials properly & keep

walkways clear.

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vi/ Workforce:

Workers have a right to be consulted. Ensure their involvement in health &

safety issues.

4.3.5- Health mitigation measures for construction processes (HSE,

2007):

Managing health: Organise your work to ensure that no one’s health is

adversly affected by their job. Produce an occupational health policy &

identify who will manage that policy & how.

Manual handling: Avoid where possible. Assess all tasks & reduce the risk.

Use mechanical assistance for all kerb/block lifting >20kg. Where possible,

use mechanical tying methods for steel fixing.

Cement dermatitis: Prevent direct contact. Provide hot/cold-running water

for washing & regular checks of exposed skin. Use protection gloves.

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Noise: Assess & control exposure eg select tools to measure noise exposure

during construction processes for public on the beach and neighbours.

Workforce: Workers have a right to be consulted. Ensure their involvement in

health & safety issues. Communicate risks to contractors and workers.

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5- Construction Processes

5.1- Construction Programme

See Appendix 8: GANTT Chart

5.2- Construction Processes

This section covers the detailed construction process of the slipway, slab and

walkway of the Bembridge Lifeboat station. Prior to the Slipway, slab and

Walkway works, the piles must be erected (see Volume 1).

All structural steel members are pre-fabricated in the fabrication yard factory

prior to being delivered by boat to the site. The members will be grit-blasted,

zinc coated by either hot-dip galvanising or thermal spraying, sealed and

coated with an extra layer of intumescent fire protection. Care must be taken

to leave the bolted connection areas free of the coatings.

On each site units are erected with pre-attached on land temporary guard rail

on pre-cast concrete units on slab. On each site units are erected pre-

attached on land definitive guard rail on open grid floor on walkway and

slipway.

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The walkway construction begins from the land, as soon as piles are on

place. Then Steel frame are erected using crane on jack-up barge, with a two

points attach for stability. 10m span beams are fixing and after that

transversal one all the 10m are erected using the same scheme. When metal

grid is in situ, then open grid flooring could be erected with pre-attached

definitive guard rail fixed on land on open grid floor on walkway. Is it a very

long and repetitive task.

For the slab, the main grid beams (5m by 4.5m as an average grid size) is the

first to be lifted with a 2 points attached to provide horizontal stability into

place by use of the jack-up barge crane driving by a banks man to guide for

the slab in first the principal transversal beams, then le longitudinal ones.

When all grid metal flooring is fixing with connection, bolts, then pre-cast

concrete units are going to be lift by the crane using a 4 points attached

(palonnier) to provide horizontal stability and work with safety measures.

Then each part of the bat room and the offices are going to be done on the

same way, according with safety measure mitigation shown under and the

CDM Appraisal below. Finally formwork is done to allow to pour in-situ

concrete (mass concrete) for only 5cm depth to provide a well finish surfacing

a granolithic surfacing is done when in-situ concrete is dry. (the same day for

5cm depth, depending of weather).

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For the slipway, the arched truss is to be fabricated into 4 separate sections

of the main span, so that each section can easily be transported to site on a

delivery boat. When the tide is low, the crane lifts this pre-fabricated unit with

piles and with a lot of precision from the banks man, putting in on place

(hollows already done for piles). The beams are actually to be transported to

site by boat because of their length but also because there is any metal

factory on Isle of Wight. All connections and fixing bolts for this units is done

on land and allow in this way a very good schedule for work and provide a

very good quality of work. When it is received on site, the sections of the first

span, on the West face, will be arranged and welded together at ground level.

The full arched truss will be lifted into position using two cranes

simultaneously. The chains of the crane will be supporting the truss at either

end so that it does not affect the structural integrity whilst lifting. Each time

than two pre-fabricated units are on place under piles, then workers have to

fix both with bolts and welded connection. Operatives will bolt the arched

truss to the main beams via access on cherry pickers. The cranes shall

remain supporting the truss until all bolted connections are secure. This

dangerous task has to be done on safe, using a working platform on a jack-up

barge as possible when tide is low, and using as well a individual protection

as hardness to protect against falling into water. The slipway construction has

to respect a very strictly measure to provide the good construction levels and

slipway transversal and longitudinal slope. An automatic level is use by a

surveyor in charge of it during all the slipway construction.

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When it is received on site, the full structure will be lifted into position using

the crane. The chains of the crane will be supporting the beam at either end

so that it does not affect the structural integrity whilst lifting. Operatives will

bolt the beam to piles. The crane shall remain supporting the structure until all

bolted connections are secure.

Once the frame is complete, operatives in a cherry picker will go over the

whole structure and touch-up all areas that need corrosion protection with the

sprayed zinc coating. (M.N, E.J, H.G, V.D, 2006).

Each time a task is done and a day over, workers has to leave a worksite tidy

and clean to avoid accident.

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6- CDM Appraisal

6.1- Introduction

For the purposes of the CDM Regulations, a project is notifiable if the

construction phase is likely to involve more than 30 working days; or 500

person days, of construction work for a client.

The construction (Design and Management) Regulations 1994, aim to reduce

the risk of accidents arising from construction work. It ensures all risks are

identified, mitigated and managed throughout every stage of the Life Cycle of

the structure. The regulations require that the client must:

“Make information available and make reasonable enquiries in this

request” (HSE, n.d)

“Appoint competent designers, a planning supervisor and a principle

contractor, and ensure they have adequate resource” (HSE, n.d)

“Ensure that work does not start on site until an adequate health and

safety plan (see below) is established” (HSE, n.d)

“Ensure that any health and safety file is made available to those who

may need to see it” (HSE, n.d)

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6.2- CDM Compliance:

- Eliminate, Reduce, Inform, Control (ERIC) hazards and risks from

concept to completion.

- Promote better occupational health management throughout

construction process.

- Consider buildability of roofs, access, edge protection and

subsequent maintenance.

- Design out the need for ladders during construction, cleaning and

maintenance operations.

- Manage transport risks. Design and plan for segregation,

maintenance, driver visibility, and competence.

- Avoid or reduce risk of manual handling eg better design, specify

lifting aids,

- specify lighter materials.

- ERIC: Design out the need, select low exposure tools, communicate

risks to contractors and workers.

- Plan storage and delivery of materials to ensure good order and

housekeeping.

- Keep walkways clear.

- Promote engagement/ consultation with workers to ensure their

involvement in

- Health and safety issues.

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- Work at height

The Construction Design and Management (CDM Regulations 1994), has aim

to reduce the risk of accidents and occupational ill health arising from

construction work. It ensures that construction health and safety risks are

avoided, mitigated or managed throughout every stage of the project and

involving all parties, client, designer, contractor and sub-contractor.

(Gilbertson, 2004)

Quality Assurance Systems

A QA system is required in order to maintain the best standards of work. The

following are integral to a go quality assurance system.

All parties involved in the project should have a clear understanding of

their roles and their responsibilities and those of other parties.

Good communication between all parties must be maintained

throughout the whole life cycle of the project. This should mean that all

parties are kept up to date with any important matters that arise in any

of the life stages of the structure.

Accurate records of all communications between parties should be

kept and stored. This is in case a dispute should arise.

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6.3- Obligation of persons involved in the construction

process

According with Construction design and Management Regulation 2007, Part 2

(HSE, 2007) obligations of the different parts involved in construction project

are:

6.3.1- The Client (HSE, 2007):

- Check competence and resources of all appointees

- Ensure there are suitable management arrangements for the project

welfare facilities

- Allow sufficient time and resources for all stages Provide pre-

construction information to designers and contractors

6.3.2- The Principal contractor (HSE, 2007):

- Plan, manage and monitor construction phase in liaison with

contractor

- Prepare, develop and implement a written plan and site rules (Initial

plan completed before the construction phase begins)

- Give contractors relevant parts of the plan

- Make sure suitable welfare facilities are provided from the start and

maintained throughout the construction phase

- Check competence of all appointees

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- Ensure all workers have site inductions and any further information

and training needed for the work

- Consult with the workers

- Liaise with CDM co-ordinator regarding ongoing design

- Secure the site

6.3.3- As part of Designers we have to (HSE, 2007):

- Eliminate hazards and reduce risks during design.

- Provide information about remaining risks.

6.4- CDM during the whole life project: Health and Safety

This CDM file will be present through the life cycle of the building from

conception, design, construction, maintenance and finally demolition. It is vital

that the file is kept up to date with any significant occurrences that may affect

the stability or future use of the building. (HSE, n.d)

One of the main requirements of the CDM Regulations 2007 is that health

and safety is to be considered in every part of the life cycle of the building:

Preconstruction

Construction

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Maintenance

6.4.1- Demolition

The health and safety file compiled in a normal project would be exhaustive.

For the process of this project only the main risks are identified in the risk

assessment (See Appendix 6 Risk Assessment). These are detailed on the

following pages.

Much of hazards will be present during the dismantling of the steel and

concrete frame of the old Bembridge lifeboat station located just beside the

new one, the post-construction health and safety file should be consulted

before commencing demolition works to assess any inherent risks involved.

6.4.2- Pre-construction

The CDM regulations state that the following must be completed before

construction works begin. (CDM regulations, 2007)

Pre-contract health & safety plan is produced by the client that details

foreseen job information, site conditions and risks.

Designers risk assessment is produced by the designer of the job, listing

foreseen risks with the design and construction.

Contractors risk assessment is produced by the contractor or sub-

contractor listing foreseen risks with construction.

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The final health and safety plan is compiled by the planning supervisor, which

includes all the above and which must be followed on-site during construction.

This is to be completed before any arrangements are made by the contractor

to start works. (CDM regulations, 2007)

Prior to commencement of works a method statement is produced, which

includes the specific task risk assessment. Method statements are not

required by law, but have been proven to be an effective management tool,

the risk assessments are mandatory and must be presented and

acknowledged by the workforce before work starts.

A notification form (F10) must be given to and signed by the Health & Safety

Executive (HSE) so that they are aware of work and have the authority to

inspect site health & safety at any time.

For the structure of the slipway, slab and walkway, special consideration

should be made towards the planning of the stability of the frame during

construction, as the incomplete frame is likely to be unstable. Temporary

props and supports will be required on a jack up barge until a plan and safety

platform is built (stable end core). See construction processes in next point.

(Controlling the risk, n.d.)

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6.4.3- Construction

The general health and safety on-site will be managed by the site

supervisors, who will ensure that the health and safety file, compiled before

construction, all work practices are followed and correct PPE is worn. This

can be achieved by briefing all personnel on-site before any activity.

Before lifting steelwork, a permit to lift certificate will be issued by the lifting

coordinator to show that all lifting equipment, cranes, jack-up barge, strops

and straps are properly certificated and that all operatives are competent in

the work activity. (CDM regulations, 2007)

The lifting of beams will be carried out with the presence of a qualified banks

man to guide the crane the lifting on the barge so as to avoid any possible

injury.

Throughout the duration of each job a health & safety record folder is kept,

this includes all safety related documents that demonstrate compliance with

the health and safety plan. This includes; records of site personnel, first aid

register, accident register, weekly site safety inspections, equipment/ plant

inspections, risk assessments, COSHH assessments and manual handling/

noise/ vibration assessments. (CDM regulations, 2007)

6.4.4- Post-construction

At the end of the job, a health & safety file is required to be produced under

CDM regulations. This is the hand-over document that lists how we have

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fabricated the project, what we have used and any specific hazards that

anyone should be aware of for future reference. It includes as-built drawings,

material conformity, test certificates and hazard data sheets for permanent

materials. (CDM regulations, 2007)

6.4.5- Maintenance

During the operation of the building, an inspection of the steel frame and pre-

cast concrete units will be required to check connections and look for signs of

corrosion or damage to protective layering on the steel. A general inspection

will be required once every two years and a detailed inspection will be

required once every five years.

The nature of the maintenance work required for the structural framing is

likely to be the re-treatment of steelwork with the zinc coating to protect

corrosion, because of the very harsh maritime environment, especially on the

inter-tide areas.

The inspections and maintenance needs are likely to be undertaken from the

use of scaffold towers erected inside the building when required, in which

case a safe system of works should be implemented to avoid risks of falling

from height and exposure to the zinc coating, with consultation to the post-

construction health and safety file.

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7- Environmental Assessment

7.1- General requirements

7.1.1- Life Station duration:

ALB’s have a life of 20 years when lying afloat and 25 years when housed

ashore. Class replacement is planned well in advance as it takes 7 years from

drawing board to class production.

The RNLI is proud of its tradition in building to a high standard. Many existing

stations have withstood harsh marine environments for over 100 years and

still provide good service today. High quality construction with low

maintenance costs is considered to be essential to the good management of

charitable funds (RNLI, n.d).

All new marine structures, i.e. slipways, etc. should be designed to have a life

of 50 years with only minimum maintenance. Particular attention is required

to basic materials, their use, specification and detailing (RNLI, n.d).

BS6349 Code of Practice for Maritime Structures is to be applied as a

minimum requirement for any part of a structure exposed to direct sea action,

sea spray or to flooding by sea water. Other British Standards and Codes of

Practice that are considered as essential references are listed in section 11,

‘Standard Specifications’ (RNLI, n.d).

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Safe, effective and efficient maintenance is an essential requirement.

Designers must be able to demonstrate that buildings and structures can be

safely constructed and maintained in accordance with the requirements of the

Construction Design and Management Regulations (RNLI, n.d).

Public access is available and encouraged to certain areas of lifeboat

stations, where practical, and safe full disabled access is to be provided

(RNLI, n.d).

Environmental quality and certification

The emphasis on quality is intended to achieve good value for money over

the long term. Designers are expected to take a balanced view and to be

able to justify their recommended designs in accordance with this principle

(RNLI, n.d).

Therefore we designed a project in accordance with the Certification ISO

14001, describe below:

7.1.2- Certification ISO 14001:

ISO 14001 is the internationally recognised standard for the environmental

management of businesses. It prescribes controls for those activities that

have an effect on the environment. These include the use of natural

resources, handling and treatment of waste and energy consumption.

Implementing an Environmental Management System is a systematic way to

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discover and control the effects your company has on the environment. Cost

savings can be made through improved efficiency and productivity. These are

achieved by detecting ways to minimise waste and dispose of it more

effectively and by learning how to use energy more efficiently. This

demonstrates that your organisation is committed to environmental issues

and is prepared to work towards improving the environment (ISOQAR, 2007).

7.2- Environmental issues

This section will provide an appraisal of the key problems such as access,

safety and the environment that may effect the construction of a new lifeboat

station. The lifeboat station that is to be built will be to provide an offshore

lifeboat that is capable of reacting to emergencies both inshore and further

out sea.

The lifeboat station being built will have to be a larger size compared to most

other lifeboat stations on the south coast due to the need for newer and

bigger lifeboats. Another factor is that many of the older lifeboat stations have

reached their lifespan and it is therefore important to replace these stations

with up to date technology and equipment capable improving the current

capabilities of existing lifeboat stations.

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7.2.1- Land Contamination

There is unlikely to be any problems with land contamination as the locations

that the proposed lifeboat stations will be built on will be more than likely be

green field sites. There is a small possibility of contamination through oil or

petrol spillage at sites where an older lifeboat station is being replaced by a

newer one.

A desk study to look at previous land uses and a brief ground investigation

with a few trail pits should take place to rule out any possible ground

contamination issues.

7.2.2- Environmental Land Areas

Along the Solent’s coastline there are many areas that are classed as areas

of outstanding natural beauty or sites of special scientific interest (SSSI’s).

These areas of natural beauty can be a hindrance when it comes to designing

and building structures within the areas. Local authorities will insist that there

will have to be none or very little damage to the surrounding area both during

and after the construction phase.

It will become important to carry out a full environmental assessment in the

area of the proposed lifeboat station this will identify any major environmental

impact that the construction may have on the surrounding area and its

ecology.

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The environmental assessment will also outline possible risks and methods of

reducing these risks. Once an environmental assessment is complete as

satisfactory for the relevant authorities then the project will achieve planning

permission.

The areas of outstanding natural beauty (AONBs) and the sites of special

scientific interest (SSSI’s) are shown below.

Figure 16: Environmental Land Areas. (SCOPAC, 2007)

7.2.3- Climate Change – Possible Sea Levels Rising

With the fear of climate change and global warming and the possible rises in

the sea level it may be wise to design to lifeboat station to withstand such

changes to the environment. SCOPAC are a group that manages and looks

at coastal problems in the Solent the map shows their predictions on flooding

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and increasing sea levels. The map shows a possibility of flooding in the

areas highlighted for a one in 20 year storm event in the year 2020.

Climate change is likely to result in changes to three key forcing agents that

could have significant implications for the physical condition of shorelines

rising sea-levels, changes in wave direction and increased rainfall with

concentration in winter and a tendency for more extreme events. (Halcrow,

2007)

This possible sea level was considered when the lifeboat station is designed

to make the structure a more sustainable one and will ensure that it will last

into the future without the need to be modified. An Environmental Assessment

should look at the possibility sea level rise and propose strategies to deal with

this problem.

7.2.4- Durability

Durability is definitely a problem that will need to be addressed when

designing this lifeboat station. The lifeboat station will be built in an extreme

maritime environment and will be exposed to the elements including strong

wind, waves and seawater environment. This environment will cause severe

erosion and corrosion of the materials like concrete and the steel that are

used to build the lifeboat station.

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To preserve the long term durability of the structure it is likely that specialised

materials will be needed in the lifeboat station. Higher grade concretes will

need to be used so to avoid erosion from the elements and the steel that is

used will have to have protection to prevent corrosion. The boathouse will

have to have adequate drainage to disperse any water that might collect. It is

also important to keep the boat as warm and dry with heaters and blowers as

possible to preserve the boat in pristine condition, as a lifeboat that is stored

out of water is expected to last at least 20 years.

7.2.5- Corrosion of Marine Structures

Waterfront structures are exposed to a variety of marine environments. The

resistance of materials to each of these environments may vary considerably,

as well as applicability of various forms of corrosion control.

In order to properly select materials for these applications, the environment

can be divided into five exposure zones: sediment, immersion, inter-tidal,

splash/spray and atmospheric. In most cases a single type of material will be

used for the sediment, immersion and inter-tidal zones. In some cases

another material may be used for the splash/spray and atmospheric zones of

the structure. (Baboian, 1995).

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7.2.6- Sediment Zone

The sediment zone consists of those portions of the structure that are

continuously of intermittently exposed to the bottom sediments. The depth of

this zone may vary due to natural sediment movement or to dredging.

Cathodic protection can be effective in controlling corrosion of many metals in

the sediment zone. Coatings are frequently used to control the corrosion of

steel in the sediment zone by application of the coating prior to construction of

the structure. In-situ maintenance coating in usually not practical. (Baboian,

1995).

7.2.7- Immersion Zone

In this zone the material is continuously exposed to sea water. Behaviour of

materials in this zone differs depending upon the geographical location of the

structure but is predominantly controlled by the salinity, oxygen content,

temperature and intensity of fouling. Cathodic protection can be effective in

controlling corrosion of many metals in the immersion zone. Coating prior to

placement is frequently used in the immersion zone, insitu maintenance is

usually not cost effective due to the high cost of underwater surface

preparation and coating application. (Baboian, 1995)

7.2.8- Inter-tidal Zone

Corrosion in the inter-tidal zone is affected by intermittent immersion

conditions. When exposed to the air, large amounts of oxygen are available.

This affects the corrosion of many materials.

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For steel exposed to both the immersion and inter-tidal zone, corrosion in the

inter-tidal zone may be reduced due to:

Galvanic coupling between the steel exposed to both the immersion and inter-

tidal zone. For reinforcing steel in concrete, this may be the zone of maximum

attack. Cathodic protection is effective in mitigating corrosion in this zone and

can also mitigate the accelerated attack caused by inter-zone interactions.

Protective coatings are frequently used to control corrosion in the inter-tidal

zone. Coatings can be maintained either by the use of rapidly curing coatings

applied at low tide, coatings that can cure under water or cofferdams that can

provide a dry environment for surface preparation, coating application and

curing. (Baboian, 1995).

7.2.9- Splash Spray Zone

The splash spray zone id often the most aggressive zone on marine

structures.

In this zone the high availability of oxygen is not offset by galvanic interaction

between zones. In many cases the most aggressive zone is just at the

boundary between the inter-tidal and the splash/spray zone. Conventional

cathodic protection of steel in this zone is not generally effective, but steel in

reinforced may be effectively protected in this zone using cathodic protection.

Coatings are frequently used for corrosion control in the splash spray zone.

(Baboian, 1995).

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7.2.10- Marine Atmosphere Zone

Above the splash/spray zone, the environment is characterised by the climatic

conditions such as temperature and humidity, but is still usually contaminated

by salt. (Baboian, 1995).

7.2.11- Techniques used for Corrosion Control

For permanent installations, few commonly used construction materials have

sufficient inherent resistance to corrosion to perform adequately without the

use of some form of corrosion control. In order for the selection of the most

cost effective combination of materials and corrosion control techniques, the

efficiency of the corrosion control technique for specific materials must be

determined. This normally requires testing. (Baboian, 1995).

- Protective Coatings

Protective coatings are widely used for controlling corrosion of marine

structures. For proper selection of coatings many factors must be considered

including the zone of exposure, degree of shelter, the substrate to be

protected and the potential for recoating. (Baboian, 1995).

- Cathodic Protection

Cathodic Protection is widely used for the protection of submerged steel in

water front structures. It can also provide considerable benefit in the inter-tidal

zone and can even reduce the usually high corrosion rate experienced at the

boundary between the inter-tidal and splash/spray zones. Cathodic protection

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is also effective in the control of corrosion in reinforcing steel in concrete in all

exposure zones in waterfront structures. (Baboian, 1995).

7.2.12- Tides and Adverse Sea Conditions

Tides and storms will have a major influence in the way that the lifeboat

station is built, it may be the case that the work has to be carried out to

coincide with low tides rather than the usual 7am-5pm working hours. This is

especially the case when it comes to building the substructure involved in

supporting the boathouse and the slipway as at high tide the excess water in

the ground conditions could cause certain instability problems.

Also it will become almost impossible to work during stormy conditions as

high winds and large waves will cause a significant health and safety risk

meaning that the site will have to be closed during storms.

It will be important to minimise the amount of days lost to stormy weather, as

this will affect the cost as well as the quality of the boathouse. The best way

to do this will be make sure that the majority of the work takes place during

the summer months when the tides are at their lowest and the storms are

minimal.

7.2.13- Safety for other sea users

There is a possibility that other sea users may cause problems to the launch

of the lifeboat. When the lifeboat slides down the slipway it will reach a

predicted pace of around 15-20 knots by the time that it reaches the bottom

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(RNLI, 2007). This could cause an accident to another boat or divers in the

area if they are not well clear of the launch. A simple solution to this problem

would be to provide simple warning signs both onshore and offshore and

aquatic buoys around the launch area to keep anyone from entering the

launch zone.

Maintenance of equipment and material during whole life of the project is a

very important part, because it could involve a determinate price per year and

otherwise if an accident is happening because of a maintenance failure it will

be very dangerous because it exactly the opposite of the maintenance aim.

To avoid any accident, four main steps should be used (The Plateform

Compagny, 2006):

Equipment Examination and Certification, as prescribed by LOLER

Regulation, 1998.

- Emergency Callout breakdown service.

- Routine Service Maintenance Agreements.

- Full refurbishment service - ground up rebuilds to OEM standards, or

better.

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7.3- Life Cycle Analysis

7.3.1- Initiation

i/ Goal of the Study

The goal of this Life Cycle Assessment (LCA) is to assess the environmental

impact of foundations over the lifeboat stations 50 year design life.

ii/ Scope of the study

This LCA will compare the following stages throughout the buildings life:

- Procurement of materials.

- Construction of building on site.

- Demolition at the end of its design life.

iii/ System Boundaries

The limitations of this Environmental Assessment are defined as the

following:

- The main elements of the foundations which include the Steel Piles

and pile capping plates.

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- Impacts of the material extraction at source, excluding transport to

site.

- Use of the materials and plant on-site during construction of the

foundations.

- Use of plant and machinery during demolition of the building.

Exclusions from the EA are as follows:

- Use of building throughout its 25 year life

- Human energy.

- Production of electricity, gas and water required for procurement of

materials, construction, maintenance and demolition.

- Waste arising from procurement, construction and maintenance

stages.

- Transport of plant and machinery to site.

- Manufacture and maintenance of plant and machinery.

- Transport of workforce to site.

- Fabrication of components of piles off-site.

- Transport of raw materials and assembled components to site.

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iv/ Data categories

This LCA report categorises the following for comparison over the life cycle of

the building:

Energy in giga-joules; includes embodied energy in materials, plant use,

production of electricity, gas and water, and transportation of waste.

Air emissions in tonnes CO2 equivalent; includes procurement of cement,

plant use, production of electricity, gas and water, transportation of waste and

waste disposal.

7.3.2- Inventory Analysis

i/ Procurement

Energy

Table 3 - Embodied energy in materials: ¹ - Source: Lawson, (1995).

Component MaterialMass

(kg)

Embodied

Energy ¹

(MJ/kg)

Total

Embodied

Energy

(GJ)

BeamsZinc Galvanized

Steel173,710 34.8 6.045

Bolts Zinc Galvanized 27 34.8 0.001

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Steel

TOTAL: 1,866 GJ

Air Emissions

Production of steel:

Mass of steel = 173.737 tonnes

Emissions / unit = 1,866 kg CO2/tonne (Steel Houses, n.d.)

production of steel

Total emissions = 173.737 x 1,866

= 324,193 kg CO2

= 324 tonnes CO2

ii/ Construction

Energy

This includes the energy consumption from use of plant during construction.

The plant listed in table is assumed plant used in construction.

Table 4 – Energy consumption during construction

Machine Power

(kW)

Duration of Use

³

(hours)

Energy

Consumption

(GJ)

2x Cherry Picker ¹ 301 120 520

TOTAL: 780 GJ

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Notes on table:

¹ - Source: Caterpillar Machines, (2004).

² - Source: JCB, (2007).

Air Emissions

Air emissions from plant use assumed to be negligible.

7.4- Environmental Impacts

From fig’s 9 and 10 above it can be seen that Bembridge is both a Ramsar

and Internationally Important site. English Nature (2007) states that “Ramsar

designations protect species that are listed in the Red Data Books. These

books provide information on wildlife that is rare, vulnerable, endangered,

endemic or out of danger in the United Kingdom”.

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Figure 17: (Solent Forum, 2007)Figure 18: (Solent Forum, 2007)



7.4.1- Data Categories

This LCA report categorises the following for comparison over the life cycle of

the building:

- Energy in giga-joules; includes embodied energy in materials, plant

use, production of electricity, gas and water, and transportation of

waste.

- Air emissions in tonnes CO2 equivalent; includes procurement of

cement, plant use, production of electricity, gas and water,

transportation of waste and waste disposal.

(Hunt. 2006)

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7.4.2- Procurement

Figure 19: EN ISO 14713:1999. Protection of steel against corrosion.

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Table 5 - RDB interest Example of endangered species Information

RDB Interest Example of Endangered

Species

Information

InvertebratesParacymus aeneus (water

beetle).

The intertidal mudflats at

Bembridge are the only known

site in the UK.

by seawater all the time.

(English Nature. 2007)

In addition to this, Bembridge is both an Area of Outstanding Natural Beauty

and a Site of Special Scientific Interest (SSSI) as can be seen from figs 11

and 12 below:

Also to be found at the proposed site are Seagrass Beds, the Solent Coastal

Habitat Action Plan (2007) state that “these plants are an important source of

organic matter, and provide shelter and attachment sites for other plants and

animals, allowing interesting marine communities to develop. Infaunal

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Figure 20: (Solent Forum, 2007)

Figure 21: (Solent Forum, 2007)



communities within Seagrass beds include some species not found in

adjacent areas, with a number of sedentary species of plant and animal

typically found attached to the leaves and free- living species occurring within

the beds. Seagrass beds also support a large number of burrowing

invertebrates, provide an important nursery and feeding ground for many fish

species and a valuable food source for internationally important populations

of waterfowl, particularly Brent Geese and Wigeon”.

It is therefore fundamentally important that (so far as reasonably possible) the

design process mitigates against causing significant and lasting damage. The

Leopold matrix (below) assigns possible Environmental Impacts in order of

their importance:

Table 6 – Environmental Impact Assessment

The matrix identifies that the largest environmental impact will be on the

Seagrass and the worst project activity will be the Construction phase.

Mitigation

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To limit damage caused to the Seagrass the following construction procedure

will be required:

Limiting the movements of the Jack-Up Barge to a minimum (see method

statement). By limiting the number of times the legs are attached to the

limestone as little damage (so far as reasonably possible) to the seabed will

be caused.

Furthermore, biodegradable hydraulic and hammer oils are to be used.

As a result of the works some cement grout will enter the sea – at low tide it

will merely set. At high tides the current is sufficient for it to cause little if no

impact.

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1.1. Conclusion

The results of this life cycle assessment on the swimming pool structural

frame have shown that, by far the greatest environmental impacts occur

during the procurement of materials stage of the life cycle of the building.

This shows that whilst it must be ensured that consideration is taken to

economise on the quantities of materials used, the environmental damage

occurred during the construction, maintenance and demolition of the structure

are negligible in comparison.

For the overall Lifeboat Station Project, the designer of this report enjoyed to

work as a team and he think that it is a very helpfull experience to have done

this project with the University of Portsmouth staff and students.

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APPENDIX 1

INITIAL SKETCKES

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APPENDIX 2

CALCULATIONS

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APPENDIX 3

MATERIALS

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APPENDIX 4

METHOD STATEMENTS

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APPENDIX 5

CDM REGULATIONS

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APPENDIX 6

INDIVIDUAL COST OF RISK

a/ SLIPWAY

b/ SLAB

c/ WALKWAY

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APPENDIX 7

TAKE OF SHEETS AND BILL

OF QUANTITIES

a/ SLIPWAY

b/ SLAB

c/ WALKWAY

d/ GROUP

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APPENDIX 8

GANTT CHART PROGRAMM

(Microsoft Project)

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APPENDIX 9

RECOMMENDATIONS

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individual report bembridge _ vol 2

Documents