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.

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.

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).

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.

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.

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.

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.

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.

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.