To construct the Victorian Renewable Energy Terminal, there are both landside and marine works to ensure the site meets its design objectives as a dedicated offshore wind assembly port for Victoria.
This construction phasing (program) is an early estimate. We will refine the program throughout the assessment and approvals process and keep you informed about the timing of activities as we have more details to share.
In addition, there will be utility installation upgrades to power to the Old Tyabb Reclamation Area and site investigation works, including geotechnical trials to help inform the team in preparing for construction.
Establishment of environmental protection controls and zones will take place prior to construction commencing on site.
Due to the heavy load demands of the offshore wind components, significant ground improvement works are needed to make the ground condition suitable. Operations at the Terminal require the storage and movement of large, heavy offshore wind components such as jacket foundations (up to 2,500 tonnes), monopiles (up to 1,800 tonnes) and nacelles (up to 700 tonnes).
This means that the ground conditions need to be able to withstand up to 30 tonnes per square metre at the Quay Apron and maintain a level ground surface for the movement of heavy vehicles.
Surcharge is the process of placing heavy material such as sand on the ground to consolidate the soil. The weight of the sand and gravity push down on the soil underneath to consolidate and strengthen the ground conditions.
Most of the surcharge material to be brought to the site would be granular and would likely be sourced from existing quarries in the Pakenham region. The number of trucks required to surcharge the OTRA site will be determined through the design process. A traffic study will be undertaken as part of the environmental assessment process.
The surcharge material would be left in place for up to 12 months to consolidate the ground. After consolidation, the surcharge material would be progressively repurposed for reclamation and the construction of the quay wall. All the surcharge material would be used on-site after the required consolidation has been achieved.
The surface of the ground at the Terminal site is proposed to be capped with an unsealed granular pavement made up of gravel and crushed rock. Loading areas of the quay wall will be designed to withstand up to 30 tonnes per square meter to handle the heavy loads of cranes and components being loaded and unloaded from the vessels.
The quay wall will be constructed with a piled quay wall structure design approach. This could involve using large-diameter steel piles to create a continuous front wall, building a second wall behind the first wall, and then using connecting rods and concrete piles between the two walls to hold the front wall up.
A berth pocket is the body water of water surrounding the quay wall that allows vessels to moor at all states of tide. Dredging is required ensure that all vessels can safely and efficiently move around the port waters.
Propulsion forces generated by vessels may cause erosion adjacent to the quay wall and the seabed which can affect the structural integrity of the quay. To protect against this, a stone bed will be created on the seabed to protect the quay wall and support the legs of jack up vessels when they lift themselves up at the Terminal. Scour protection, in the form of a rock bed, would be installed in front of the quay wall and across the berth pocket to form a protective layer to prevent seabed erosion and damage to the quay wall caused by currents, vessel propellers and thrusters.
