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The Glenroy Station project involved the removal of the level crossing and lowering the rail line underground. The client, NWPA, has managed this project over a two-year period which also includes a new Glenroy Station. It was a 14-metre-deep cut (with a distance of 1.2km underground) which Stilcon Scaffolding provided drop access scaffold into the cut and bridge structure access scaffolds across the cut.

Stilcon Scaffolding ensured the team was able to meet the clients tight program turnaround – on some occasions a 24-hour turnaround – ensuring the highest safety levels were maintained (with the design and engineering) for all requirements and the potential uses of the scaffold.

The team was also prepared for the co-ordinated project to manage the logistics of the pedestrian traffic during removal of these extensive pedestrian bridges at the end of the project.

We’re reliable, we’re respectful and we take responsibility.

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The 308 Exhibition Street project required our team to create a solution for working on an almost finished building. Our team had to create a solution to access without tying into the building. Usually large, weighted beams at this height are specifically for a building demolition – where there is  minimal concern for preserving the building’s integrity.

At 308 Exhibition Street Tower 2, there were four engineered heavy-duty trusses, which were fabricated in-house at our facility. Our team designed square hollow round section trusses, which were bolted and fabricated at approximately 15 metres in length. The trusses varied in width from 1.2 metres to 2.4 metres and in height from 1.5 metres to 1.8 metres and weighed 7 – 8 tonne.

Once in place on Tower 2, there were three scaffold support modules, between the trusses. These square hollow sections trusses were designed with the capacity to meet future project needs where there may be a requirement for spans tower to sit on the truss.

A unique challenge for Tower 2, of this project, was the location of the site tower crane. The placement created narrow access and required the engineers to find a solution to the obstruction of the crane grillages. To overcome this, our team designed a support leg, customized to the exact size required to span over the obstructing angles on the crane grillages, with the introduction of additional bracings.

Our Engineering, Design, and Operations team worked collaboratively, combining their diverse perspectives and expertise, to produce a comprehensive and effective solution that met all requirements of the project. These square hollow sections trusses were designed with the capacity to meet future project needs where there may be a requirement for spans tower to sit on the truss.

We’re reliable, we’re respectful and we take responsibility.

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The 308 Exhibition Street project is one of Melbourne’s most iconic projects, comprising of two luxury towers connected by an innovative sky bridge on level 46. Tower 1 is predominantly residential apartments, and Tower 2 will house the first Shangri-La operated hotel in Melbourne.

The 308 Exhibition Street project required our team to create a solution for working on an almost finished building. This presented a unique project as usually large, weighted beams at this height are specifically used during a building demolition – where there is minimal concern for preserving the building’s integrity.

The client needed access to the outside of the building to finish off the GRC panelling. Using our teams’ depth of experience enabled us to design and engineer trusses to fit into the unfinished Level 11, with the scaffolding being built on the trusses.


At Tower 1, there were five engineered heavy-duty trusses, which were fabricated in-house at our facility. Our team designed square hollow round section trusses, which were bolted and fabricated at approximately 15 metres in length.

The trusses varied in width from 1.2 metres to 2.4 metres and in height from 1.5 metres to 1.8 metres. The trusses were engineered, fabricated, and painted at our facility and then transported to site.

Our Engineering, Design, and Operations team worked collaboratively, combining their diverse perspectives and expertise, to produce a comprehensive and effective solution that met all requirements of the project.

We’re reliable, we’re respectful and we take responsibility.

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The level crossing at Glenroy Road, Glenroy has been removed by lowering the rail line under the road. As well as removing the level crossing, the project has also built a brand-new Glenroy Station.

This project required the supply of a Layher scaffold pedestrian bridge spanning 18 metres from one side of the platform to the other. The Stilcon Scaffolding entire team worked together to create an innovation solution to developing this bridge as this had not been done before on any level crossing project to date, in the southern hemishpere. The DDA & BCC compliant Layher scaffold pedestrian bridge had two stretch stairs adjoined either side of the 18 metre span.

Stilcon Scaffolding also supplied a 33 metre extension to the platform, which the client required to be identical to the existing platform – was DDA & BCC compliant. Stilcon Scaffolding built this from Layher scaffold with the inclusion of unique application of paint, anti-slip substance and Tac Tiles – as required on all train platforms. Public access load-capacities of 5kPa were specified for all structures, with Stilcon designing, engineering, and self-performing all tasks end-to-end.

The delivery of this bridge required a crane, and was very technical and logistically very tight, as it required the Stilcon Scaffolding team to land the bridge across a live railway line with very tight timeframe and wind factor elements to consider. The Stilcon Scaffolding team managed the delivery of this bridge from the Stilcon Scaffolding warehouse to the Glenroy station site which required extensive traffic management.

Stilcon Scaffolding managed all safety elements of landing the bridge from start to finish working together across operations, sales, engineering, and design to deliver this outcome. The team delivered in full on time (DIFOT).

For the removal of the bridge, NWPA had a tight timeframe – which was so tight the client’s preference was to demolition the bridge as they believed this would be more efficient for their occupation. Stilcon Scaffolding felt this option was going to be more expensive than removal and assured NWPA that they could fulfil the requirements and meet the extremely tight deadline timeframes. As Stilcon Scaffolding had worked on other level crossing with NWPA they had built a strong working relationship.

This tight time frame created a very unique situation for Stilcon Scaffolding. The team had a 24-hour period of occupation from 12 am (the day after Anzac Day) to dismantle 18 meter bridge span and the stretcher stairs. They required the crane to have a different location to installation as there was now 14 metre cut between the layher bridge scaffolding and the original position of the crane. This took a significant amount of planning between the crane team and the operations team to co-ordinate such a dynamic lift of the bridge, ensuring they gave the scaffold team enough time to strip the stretcher access on both the east and west sides. Stilcon Scaffolding successfully managed the dismantle of the platform extension, the removal of the bridge and stretcher access, and clean up within the 24-hour period.

Stilcon Scaffolding supplied the plant and equipment of a 200-tonne crane to be onsite. All scissor lifts and boom lifts with a lifting study along with generators were owned and supplied by Stilcon Scaffolding for this part of the project.

We’re reliable, we’re respectful and we take responsibility.

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Stilcon Scaffolding was engaged, by John Holland to work with them on the 2km Skyrail project. This project involved the removal of two level crossings between Moreland and Coburg stations respectively. The $600 million project was scheduled to be the largest occupation of the southern hemisphere with a program to complete over 90 days. In an unprecedented event the project was completed 30 days ahead of schedule.

Due to the expected 90 day occupation schedule, along with the complexity of the suburb itself and the elements involved in the area we were working – this project required a 24/7 approach as the disruption of the area needed to be reduced to the shortest time possible. The high living density of the area and the disturbance of the environment meant that the schedule needed to be so tight, to meet community expectations.

As a team, in preparation, we ensured an intricate understanding of the elements of the project and the two new station builds. We identified that we had to design scaffolds to work within very tight areas and enable safe access while incorporating the two new build stations with the trainline infrastructure. We planned the schedule logistically to meet John Hollands program dates, helping them keep the project timeline on track – but ensuring flexibility.

One of the innovative designs our team developed was a retractable stretcher access to enable the high roller to put the railway tracks in the u troughs of the Skyrail. Our team project managed the design, build, installation, and management of this stretcher, which John Holland want to use on future projects.

Our agility, customer service and can do approach, coupled with our young driven dynamic team was instrumental to executing the job within such a challenging environment. The actual logistics of delivery of equipment and team was achieved through the responsiveness of the entire team (design & engineering, administration, warehouse & dispatch, transport & logistics) respectfully, supporting each other and working together to ensure the extreme pace required was able to be maintained for the duration of the project.

The team identified, from previous level crossing experience, that to ensure reliability for the onsite team they needed to be self-sufficient. This could only be achieved by Stilcon Scaffolding supplying all their plant equipment and transport needs. The team ensured that all materials met the rail compliance standard necessary. The innovative ideas from the team meant onsite they could move faster and smarter – such as always having a Stilcon Scaffolding rail compliant ute onsite, removed the need to rely on other services. This in turn lead to more efficiencies on the job, which benefitted the client in maintaining the timeline.

At the end of this project John Holland recognised the cohesiveness achieved between the two teams and appreciated working with a team with such strong team culture and internal safety cultural. Stilcon Scaffolding will continue to work with John Holland across their next three level crossing projects (Glenmore, Preston & Vail).

We’re reliable, we’re respectful and we take responsibility.

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The Hallam Road project determined that the best way to remove the level crossing was to build a rail bridge over Hallam Road. Stilcon Scaffolding were engaged to supply structure access onto and into the u trough as well as edge protection. Stilcon Scaffolding design and engineering team were to supply design which ensured all safety elements and logistics required for the duration of the project were meet. The team needed to fulfil all egress and aggress for all workers on a 14-metre high skyrail with one station.

The scaffold design needed to support the u-troughs to span the double carriageway road (Hallam Road) during the occupation which was critical. The safety elements where critical as the train station was still fully functioning while work was taking place and had to ensure pedestrian safety when embarking and disembarking trains. This design needed to ensure that pedestrians could walk under the scaffold while works carried on above the pedestrian area. There were significant safety elements to take into consideration for the install due to the elements of the project – trains, cars, pedestrians and the onsite workers. Our design and operations team working together smoothly was critical to ensure this was executed successfully.

Stilcon Scaffolding designed and engineered the four main lift shafts for the Hallam Station project which were built off site and project managed off site at Stilcon Scaffolding facility. We fabricated and painted the steel while building scaffolding internally and a stretcher access externally once the lift shafts were established on the concrete slab.

This produced an acceleration for the SEPA team (Hallam Station) to be able to send trades do the glass works, the façade works, and the internal mechanisms of the lift shaft – off site. Each lift shaft once fully completed weighed a total of 30 tonne. Stilcon Scaffolding team organised for the cranes and the transport and the traffic management to be able to lift them onto trucks to send to Hallam Station site for their program dates.

This innovation of lift shafts being constructed off site – which is one of the harder elements of a level crossing removal – has given the LXRP & SEPA Level Crossing a solution to a hard task problem.

We’re reliable, we’re respectful and we take responsibility.

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The West Gate Bridge is a steel box girder, cable-stayed bridge in Melbourne, Victoria spanning the Yarra River just north of its mouth into Port Phillip. It carries the West Gate Freeway and is a vital link between Melbourne CBD and the western suburbs. The high span bridge was built to allow large cargo ships to access the docks in the Yarra River. It is one of the highest road decks in Australia, clearing the water at 58 metres and has a total length of 2.58km.

The requirements at Pier 15 needed Stilcon Scaffolding to provide a 47-metre-high stick build scaffold to the spine and wing sections.  This scaffold project was engineered, then proof engineered and surveyed with IFC drawings.

To assist with efficiencies on this project, Stilcon Scaffolding supplied its own cranes which enabled the team to be more self-sufficient during the build of the stick scaffold. Stilcon Scaffolding worked closely with plant and equipment at high levels and with 90 tonne cranes in the delivery of scaffolding and equipment. 

As this project had high risk elements and involved working with heights, Stilcon Scaffolding took it upon themselves to offer several VOC trainings, as well as ensuring rescue training was completed by all scaffolders working on Pier 15.

The foundations of the scaffolding were complex as it had to go around the alimak, through the security fencing and the temporary roofing, and then fall towards the ground site of Pier 15 – which was a two-metre drop.

This foundation was crucial for the finished scaffold at the top. It took a lot of surveying and engineering, by Stilcon Scaffolding team, to get the 14.5 metres x 45 metres foundations right, due to the elements of the structures encountered around Pier 15.

The team also had to consider the grillage canter levered platform where the alimak steps off as well as the structural stairs and steel ward platform around Pier 15 at approximately 40 metres in the air. The engineering and design were of exceptional standard and industry leading.

Once at 35 metres, the design of the scaffold, had to be checked by the scaffolders referencing the IFC drawings and then raise RFI (request for information) if needed. This was due to the potential additional needs identified once on site to get around the steel structures at 40 metres.

The requirements included one working level scaffold, for the team of painters to work from a stable consistent deck, while completing the painting project. To create this the scaffold had to consist of cantilevers using ladder beams and needing to support the grillage to take the weight of the access scaffold, while also providing a 450kg medium duty scaffold for the painters to work off.

The Stilcon Scaffolding team acknowledged they were working on one of the most iconic structures in Melbourne. The most unique element, they faced, was working at such great height which does not happen often. The success of the delivery of the scaffolding to meet all the clients’ requirements is a great testament to the teams’ abilities.

We’re reliable, we’re respectful and we take responsibility

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The Westgate Bridge has a long history with building commencing in 1968. Two years into construction of the bridge, at 11.50 am on 15 October 1970, the 112m (367.5 ft) span between piers 10 and 11 collapsed and fell 50m (164 ft) to the ground and water below. Thirty-five construction workers were killed. A monument has been erected at the base of Pier 10 to the fallen workers. This created a unique environment for the team to work in as they were building around this monument – even with the much advance knowledge, vision and engineering the team now has and the capabilities of the team – they are still aware of the danger and the history of that bridge and ensured at all time safety was of extreme importance to everyone.

To assist with efficiencies on the project, Stilcon Scaffolding supplied its own cranes and booms which enabled the team to be more self-sufficient during the build. They worked with plant and equipment at high levels such as working out of booms that reach up to 60 or 70 metres high and working closely with 90 tonne cranes in the delivery of scaffolding and equipment. Due to the high-risk elements involved working at these heights, Stilcon Scaffolding took it upon themselves to offer several VOC trainings, also ensuring rescue training was completed by all scaffolders/riggers working on this project.

The Pier 10 requirements could not be built in-situ and so hence the design needed to address these restrictions. The Stilcon Scaffolding team came together to create cutting-edge designs that suited the client’s specific needs. It was designed as a cantilevered spanning scaffold extending from the grillage around Pier 10 and hanging from the protective barriers on the side of the bridge. This was a complex Layher scaffold design which had not been achieved before on the Westgate Bridge.

Pier 10 had four areas each with different design and work requirements.

  • Area One involved a 21-metre span off the grillage which covered the spine of the Westgate Bridge using a new Layher system call flex beams. It could not be connected to the actual bridge structure of the scaffold as it had to be separate from areas Two, Three and Four which all came off the side of the bridge.
  • Area Two was a waterfall effect coming from the side of the barriers on the east and west side of the bridge and cascading down towards Area One from the wings of the scaffold to the spine of bridge.
  • Area Three came off the structural stairs and spanned out five metres with a cantilever of eight metre ladder beam going towards the north and south side of the bridge on Pier 10.
  • Area Four had to be completed with flex beam drilled into top of Pier 10 and then cantilever out towards the west to create a one-piece scaffolding around the top of Pier 10 to cover all painting aspects of the project.

The Stilcon Scaffolding team acknowledged they were working on one of the most iconic structures in Melbourne. The complexity of all these elements and the ability to find solutions is what the Stilcon Scaffolding team pride themselves on, as this in turn benefits their clients on each project.

We’re reliable, we’re respectful and we take responsibility

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Parkville Station will be on the doorstep of Victoria’s world-renowned education, health and research precinct. The Metro Tunnel will enhance access to The University of Melbourne and facilities such as The Royal Melbourne Hospital, The Royal Women’s Hospital and Peter MacCallum Cancer Centre. The new Parkville Station will provide a direct train connection to the area for the first time and relieve pressure on local trams and roads. 

Stilcon scaffolding created stretcher access scaffolding from street level down three levels into the tunnel for the Stilcon Steel team to install the steel walkway required. This stretcher access allowed Stilcon Steel to get their steel and equipment down to all three levels to complete their project.

At street level Stilcon Scaffolding provided support access for the walkway so that both trades and pedestrians could access along east and west of the project area.

Compliant access
As the location was in central Melbourne CBD, the compound for unloading equipment was over 500 metres from the working area. This required additional scheduling and planning of manpower and delivery times.

We’re reliable, we’re respectful and we take responsibility.

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The Mentone & Cheltenham Station level crossing removal required a 14-metre cut into sand belt land. Stilcon Scaffolding assisted with the restoration of the two heritage listed stations. The design and engineering team designed compliant layher stretcher stairs that could be craned into position and incorporated with the cut of the 14 metres. The stairs were built in four metre sections and the cut was 4 metres below the road level. Stilcon Scaffolding provided bridge scaffold from one side of the cut to the other, spanning approximately 18 metres.

Stilcon Scaffolding and Stilcon Steel worked as a joint venture together on the Mentone & Cheltenham Station, building the stations.

They delivered steel fabrication and construction, scaffolding and plant & equipment. Working together Stilcon Group through their efficiencies of scale were able to deliver this job two weeks ahead of schedule.

To achieve this, the Stilcon Group established their own satellite office to help support and work closely with the SPA team on site.

We’re reliable, we’re respectful and we take responsibility.

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