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Volume 2: Assessment of Environmental Effects

Basin Bridge Project

Wellington Northern Corridor RoNS

4 Construction of the Project

Overview

The following is a summary of the current Project construction methodology and

assumptions. It should be read in

Philosophy Statement in Volume 3 of these documents and

Environmental Management Plan (CEMP) in Volume 4 of these documents.

documents provide further detail on construction activities th

The final construction process will not be confirmed until af

there may be further modifications

specific form of construction is proposed it may be replaced

providing the effects are no

and in accordance with conditions

will be geared towards reducing the overall construction perio

monitoring of effects through the construction period can be undertaken

The scope of the Project extends from the existing Mount Victoria Tunnel in the east

and joins into the existing SH1 at Buckle Street, just west of the intersection wit

Sussex Street, as well as the proposed intersection improvements at Pirie/Vivian

Street and Taranaki Street/Karo Drive.

4.1 Construction Programme and Sequence

The forecast duration of

start in mid 2014, the forecast completion date is

upper bound duration of 34 months allows for

The exact construction phasing sequence will be developed and refined as the

design nears finalisation but ther

undertaking the works

methodology. While there is the desirability of maintaining contractor flexibility there

is also the need to provide sufficient cer

management and monitoring will be undertaken during the construction period.

such the conditions of consent proposed and the Construction Environmental

Management Plan (CEMP) will provide a certification process to

the precise methods of construction.

However the general approach to constructing the Project is likely to

� work at Pirie/Vivian/Kent/Cambridge and Buckle/Taranaki intersections to

accommodate construction activities and

construction activities


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Construction of the Project


It should be read in conjunction with Technical Report 1:

in Volume 3 of these documents and the Construction

anagement Plan (CEMP) in Volume 4 of these documents.

documents provide further detail on construction activities that are referenced below.

he final construction process will not be confirmed until after detailed design as

urther modifications occurring during the construction period.

specific form of construction is proposed it may be replaced by alternative methods

providing the effects are no greater than anticipated by the methodology proposed

and in accordance with conditions. This flexibility is desirable as alternative

will be geared towards reducing the overall construction period

monitoring of effects through the construction period can be undertaken


and joins into the existing SH1 at Buckle Street, just west of the intersection wit


Street and Taranaki Street/Karo Drive.

Construction Programme and Sequence

the construction period is 28 to 34 months. Assuming a

the forecast completion date is the first quarter of

upper bound duration of 34 months allows for six months of contingency.


ars finalisation but there has been the benefit of the contactor

being involved to date in terms of a

While there is the desirability of maintaining contractor flexibility there

is also the need to provide sufficient certainty to ensure that environmental

management and monitoring will be undertaken during the construction period.


anagement Plan (CEMP) will provide a certification process to appropriately manage

the precise methods of construction.

approach to constructing the Project is likely to entail:

ork at Pirie/Vivian/Kent/Cambridge and Buckle/Taranaki intersections to

accommodate construction activities and to manage the impact of the

construction activities on the overall transport network;

71


conjunction with Technical Report 1: Design

the Construction

anagement Plan (CEMP) in Volume 4 of these documents. Those

at are referenced below.

ter detailed design as

during the construction period. Where a

by alternative methods

than anticipated by the methodology proposed

ity is desirable as alternative methods

d and so that

monitoring of effects through the construction period can be undertaken.


and joins into the existing SH1 at Buckle Street, just west of the intersection with


months. Assuming a

quarter of 2017. The

contingency.


e has been the benefit of the contactor that will be

a construction

While there is the desirability of maintaining contractor flexibility there

to ensure that environmental

management and monitoring will be undertaken during the construction period. As


propriately manage

entail:

ork at Pirie/Vivian/Kent/Cambridge and Buckle/Taranaki intersections to

e the impact of the




� realignment of the eastbound state highway

programme to facilitate pier and bri

� concurrent work on abutments

to maximise resour

complexity at either end

concurrent activities

� bridge deck construction will progress as bridge

� the building under the bridge are

bridge superstructure have been completed;

� the Northern Gateway Building would be con

bridge; and

� improvements in the Sussex

occur after the bridge has been opened to w

An overview of the construction programme for the bridge and at grade road

sections is shown in Figure

process covering the entire Project works are included as Appendix A to the

Construction Environmental Management Plan in Volume 4 of

The key activities that will influence the likely construction methods are listed below.

Potential construction sequencing and programming are indicative only and might be

amended as a result of detailed design

bearing on the management of effects

carrying out certain actitivites where possible.

and discharge groundwater. The CEMP will be finalised

phase and will subject to certification

designation and resource consent conditions

The programme is based on the following construction elements:

� Relocation of Services

� Site clearance;

� Existing intersection capacity improvements at the

Pirie/Kent/Cambridge/Vivian and Taranaki/Buckle intersections

� SH1 Eastbound realignment (Kent Terrace

eastern abutment;

� Western Abutment

� Pier construction;

� Deck construction;

� Completion of the eastern abutment

� Dufferin and Rugby Street works

� Kent/ Ellice Corner Building and Green


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ealignment of the eastbound state highway occurring

programme to facilitate pier and bridge superstructure construction;

ork on abutments with pier construction. This approach is likely

to maximise resource availability and usage while acknowledging technical

complexity at either end. In addition it is important to have as many

concurrent activities occurring as reasonably and safely practical

ridge deck construction will progress as bridge piers are constructed;

he building under the bridge are likely to be constructed after piers and the

erstructure have been completed;

he Northern Gateway Building would be constructed concurrently with the

mprovements in the Sussex and Rugby Streets and to Rugby Street area will

ridge has been opened to westbound state highway traffic.


Figure 4-1. More detailed staging plans for the construction


Construction Environmental Management Plan in Volume 4 of these documents.



sult of detailed design provided that this will not have any material

bearing on the management of effects. The CEMP sets out alternative methods of

actitivites where possible. For example, methods to test, treat

and discharge groundwater. The CEMP will be finalised during the detail

subject to certification by GWRC and WCC as proposed

and resource consent conditions submitted with this application

The programme is based on the following construction elements:

Relocation of Services;

Existing intersection capacity improvements at the

Pirie/Kent/Cambridge/Vivian and Taranaki/Buckle intersections

SH1 Eastbound realignment (Kent Terrace – Paterson Street) and part of the

Western Abutment;

;

Completion of the eastern abutment;

Dufferin and Rugby Street works;

Corner Building and Green Screen;

72

early in the

dge superstructure construction;

onstruction. This approach is likely

acknowledging technical

to have as many

as reasonably and safely practical at any time;

piers are constructed;

likely to be constructed after piers and the

rrently with the

and to Rugby Street area will

estbound state highway traffic.


. More detailed staging plans for the construction


these documents.



t have any material

The CEMP sets out alternative methods of

For example, methods to test, treat

ring the detailed design

proposed by the

submitted with this application.

Existing intersection capacity improvements at the

Pirie/Kent/Cambridge/Vivian and Taranaki/Buckle intersections;

Paterson Street) and part of the




� Basin Reserve Screen and Building

� Landscaping.

An overview of these elements is provided below and more detailed des

included in Appendix A of the Construction Environmental Management Plan in

Volume 4 of these documents.


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Basin Reserve Screen and Building; and

An overview of these elements is provided below and more detailed des


Volume 4 of these documents.

73

An overview of these elements is provided below and more detailed descriptions are





Figure 4-1: Potential construction sequence and programme


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: Potential construction sequence and programme

74




4.1.1 Relocation of Services

Service authorities with infrastructure in the

the proposed design are:

� Wellington Electricity (Northpower as contractor);

� Powerco (Electrix as contractor);

� WCC Water, stormwater, sewers (Capacity as contractor);

� Wellington Cable Car Limited;

� Chorus as contractor

� Telstra Clear; and

� City Link.

Service relocation work is normally undertaken

with the work being coordinated to suit the construction programme, acc

preferred outage timing where possible.

It is expected that most services will be able to be relocated before construction

commences, but it may only be possible for others to be relocated once construction

work is underway in the case event of d

be required during the design phase of the Project to confirm service locations and

allow best fit of the design around the existing infrastructure. These trial holes will

be carried out by jet vacuuming t

damage to services and therefore reduce any impact on utility users.

4.1.2 Site Clearance

Site clearance will occur just before construction work commences in specific areas.

This activity will be coordinated wit

erosion and sediment control measures. During the site clearance phase, works will

be undertaken in accordance with a Construction Traffic Management Plan (CTMP).

Sites will be appropriately fenced

manage the potential for mud to be dragged onto roads. Sites will, as necess

dampened to manage dust while s

further reduce potential dust issues.

4.1.3 Existing Interse

Prior to commencing the main works the proposed improvements to the Taranaki

Street/Karo Drive and Pirie Street / Kent Terrace / Cambridge Terrace / Vivian Street

intersection will be undertaken.

traffic, to mitigate Project accessibility impacts and

experienced through construction of the bridge.

improvements is provided in Technical Report 4.


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Relocation of Services

ce authorities with infrastructure in the Project Area with potential conflicts with

Wellington Electricity (Northpower as contractor);

Powerco (Electrix as contractor);

WCC Water, stormwater, sewers (Capacity as contractor);

ington Cable Car Limited;

Chorus as contractor (on behalf of Telecom);

is normally undertaken directly by the service authorities,

with the work being coordinated to suit the construction programme, acc

preferred outage timing where possible.



in the case event of discovering utilities. Trial hole operations will



be carried out by jet vacuuming techniques which significantly reduce the risk of

damage to services and therefore reduce any impact on utility users.

Site Clearance

occur just before construction work commences in specific areas.

This activity will be coordinated with archaeological work and provision of temporary



Sites will be appropriately fenced. Stabilised exits will be provided in order to

manage the potential for mud to be dragged onto roads. Sites will, as necess

dampened to manage dust while shade cloth will be attached to the fencing to

further reduce potential dust issues.

Existing Intersection Capacity improvements



intersection will be undertaken. This work is required to accommodate construction

traffic, to mitigate Project accessibility impacts and to offset any potential delays

experienced through construction of the bridge. Further detail on these

improvements is provided in Technical Report 4.

75

rea with potential conflicts with

directly by the service authorities,

with the work being coordinated to suit the construction programme, access and



. Trial hole operations will



echniques which significantly reduce the risk of

occur just before construction work commences in specific areas.

h archaeological work and provision of temporary



ised exits will be provided in order to

manage the potential for mud to be dragged onto roads. Sites will, as necessary, be

hade cloth will be attached to the fencing to



odate construction

to offset any potential delays

Further detail on these




4.1.4 SH1 Eastbound ReStreet)

A significant part of the new

outside of existing live traffic lanes and footpaths. The eastbound re

(involving the construction of the traffic lanes, shared

linkages into Ellice and Hania Streets

alignment.

This component of work

two eastern most bridge piers and the eas

the first stages of the Project construction.

4.1.5 SH1 Bridge (westbound)

The construction methodology that has been developed is based on the use of a cast

in situ concrete box girder structure

they result better outcomes including managing of

which the sections of the bridge are constructed may

phasing consideration, given its

and tie-in of the existing carriageway

To minimise traffic disruption

in the later stages of the bridge work. This

highway and local access are implemented and operational before the impact of

reduced capacity at Paterson Street occurs.

construction can be managed effectively by the

transport providers (taxis, bus companies etc.). In planning the timing of these works

consideration needs to be given to minimising traffic impacts.

Other operations during construction that will influence movement around

Wellington City include:

� during construction of the bridge over Kent and Cambridge Terrace it may be

necessary to close the road link in front of the northern entrance (the CS

Dempster Gate entrance) to the Basin Reserve. This will require vehicles who

would otherwise use this link t

before undertaking

Terrace;

� during construction of the bridge across Cambridge Terrace it will be

necessary to restrict vehicle movements to one lane northbound

Sussex Street and Cambridge Terrace; and

� during construction in the area at the base of Ellice Street it is likely that

Hania and Ellice Street will need to be either partially (one way access) or fully

closed to motor vehicles for periods of time

maintained at all times.


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SH1 Eastbound Re-alignment (Kent Terrace – Paterson

A significant part of the new east-west realigned link will be constructed offline i.e.

outside of existing live traffic lanes and footpaths. The eastbound re

the construction of the traffic lanes, shared cycle and pedestrian paths

linkages into Ellice and Hania Streets) largely utilises land to the east of the existing

This component of work needs to be undertaken in advance of construction of the

eastern most bridge piers and the eastern abutment, and will be undertaken in

the first stages of the Project construction.

SH1 Bridge (westbound)


in situ concrete box girder structures, but other methods may be utilised, providing

better outcomes including managing of adverse effects. The order in

of the bridge are constructed may also vary. The key construction

given its effects, is the construction of the eastern abutment

the existing carriageway upon exiting the Mount Victoria Tunnel.

To minimise traffic disruption, the eastern abutment work will need to be undertaken

in the later stages of the bridge work. This is to ensure other improvements to S


reduced capacity at Paterson Street occurs. With this staging the related

can be managed effectively by the contractor, WCC, NZTA and ot


consideration needs to be given to minimising traffic impacts.


ng construction of the bridge over Kent and Cambridge Terrace it may be



use this link to travel further north up Cambridge Terrace

ing a u-turn within the median and heading

during construction of the bridge across Cambridge Terrace it will be

necessary to restrict vehicle movements to one lane northbound

Sussex Street and Cambridge Terrace; and

during construction in the area at the base of Ellice Street it is likely that


closed to motor vehicles for periods of time. Pedestrian access will be

maintained at all times.

76

Paterson

link will be constructed offline i.e.

outside of existing live traffic lanes and footpaths. The eastbound re-alignment

cycle and pedestrian paths and

) largely utilises land to the east of the existing

advance of construction of the

be undertaken in


be utilised, providing

adverse effects. The order in

vary. The key construction

the eastern abutment

the Mount Victoria Tunnel.

need to be undertaken

ovements to State


related effects of

, WCC, NZTA and other



ng construction of the bridge over Kent and Cambridge Terrace it may be



o travel further north up Cambridge Terrace

ing along Kent

during construction of the bridge across Cambridge Terrace it will be

necessary to restrict vehicle movements to one lane northbound between

during construction in the area at the base of Ellice Street it is likely that


. Pedestrian access will be




The different effects of this traffic management have been assessed as part of

Technical Report 4: Assessment of Traffic and Transportation Effects

these documents.

4.1.6 Western Abutment

Ground improvement works will be required

induced liquefaction and

improvement works will

techniques.

Deep soil mixing involves mechanical

approximately 18m to loosen the material with large plant. The disturbed ground is

then mixed with cement or lime with paddles pushed down to the same depth. The

cement then cures to produ

ground. These columns are grouped in cells or rows to provide a hard point below a

structure.

Stone columns involve displacing weaker ground with higher strength columns of

clean quarry sourced stone. Columns are drilled out and replaced with the stone by

compaction techniques. This method forms a dense column of stone within the

weaker existing strata. Stone columns are

Cellular piles or secant piles are piling tec

reinforcing bars) are formed by

replacing it with concrete. This method is traditionally set out in cells or

underground walls as the piles touch each other.

will be made by the contractor taking into account ground conditions

framework of the conditions attached and the CEMP.

The western abutment is built off line from the existing road network with access

from Cambridge Terrace. It is anticipated that the existing road network will be

unaffected. The footpath may require minor adjustment in order to provide a

suitable level of public safety.

Given the limited working space,

is likely to utilise pre-cast wall panels with a cast in situ concrete base slab and

possibly infill. This will provide

space is available, a mechanically stabilised earth wall solution

The abutment beam will be cast monolithically with its supporting piles. During

construction of the abutment beam concrete will be pumped into forms supported

on a falsework system. Together these will provide the design outcomes shown on

the drawings and referred to within Technical Report 3

Framework in Volume 3 of these documents.


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Assessment of Traffic and Transportation Effects

Western Abutment

nd improvement works will be required due to consolidation and/or seismic

and a potential settlement period will be required

entail deep soil mixing, stone column or cellular piling

l mixing involves mechanical augering of the ground to


mixed with cement or lime with paddles pushed down to the same depth. The

cures to produce a column that is seismically stronger than the original

hese columns are grouped in cells or rows to provide a hard point below a


one. Columns are drilled out and replaced with the stone by


weaker existing strata. Stone columns are ordinarily laid out in grids.

Cellular piles or secant piles are piling techniques whereby concrete piles (often with

reinforcing bars) are formed by augering out the weaker strata with heavy plant and


underground walls as the piles touch each other. The decision on the piling method

will be made by the contractor taking into account ground conditions

framework of the conditions attached and the CEMP.

abutment is built off line from the existing road network with access

mbridge Terrace. It is anticipated that the existing road network will be


suitable level of public safety.

Given the limited working space, the preferred methodology for the abut

cast wall panels with a cast in situ concrete base slab and

his will provide an efficient method in confined areas

space is available, a mechanically stabilised earth wall solution can be u




red to within Technical Report 3: Urban and Landscape Design

in Volume 3 of these documents.

77


in Volume 3 of

due to consolidation and/or seismic

period will be required. Ground

entail deep soil mixing, stone column or cellular piling

ring of the ground to a depth of


mixed with cement or lime with paddles pushed down to the same depth. The

than the original

hese columns are grouped in cells or rows to provide a hard point below a


one. Columns are drilled out and replaced with the stone by


whereby concrete piles (often with

ring out the weaker strata with heavy plant and


e decision on the piling method

will be made by the contractor taking into account ground conditions but within the

abutment is built off line from the existing road network with access

mbridge Terrace. It is anticipated that the existing road network will be


for the abutment walls


s. Where more

be used.




Urban and Landscape Design




4.1.7 Pier Construction

Pier construction will generally be undertaken from both ends of the bridge towards

the centre. Each pier may have its o

on a spread footing on pre

be required at most piers.

It is estimated that each pier will have a construction time of 3 months.

comprises a foundation (piles and related) a piling cap and a column.

Each pile will consist of a steel cylinder of 1.2m diameter. The tubes will be rotated

or oscillated into the ground until they reach solid founding material. The earth

inside each cylinder will be removed by the drill rigs and replaced with reinforced

concrete. Groundwater pressure

controlled with a small diameter borehole and valve at each pile group location.

Figure

Each pier comprises a foundation (piles and related) a piling cap and a column. The

pile cap is likely to be a reinforced concrete base sized to suit the piling arrangement

and available land. It will be excavated and formed taking cognisance of retaining

any excavation with a road or building above. During excavation of the piling cap,

any services not previously diverted will be protected or moved.

The final component is the column of the bridg

different and likely cast in situ concrete in a mould. The concrete will be placed in

the mould by concrete pump


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Pier Construction


the centre. Each pier may have its own geotechnical solution. Some may be formed

on a spread footing on pre-stabilised ground, but it is likely that a piled solution will

be required at most piers.

It is estimated that each pier will have a construction time of 3 months.

es a foundation (piles and related) a piling cap and a column.



will be removed by the drill rigs and replaced with reinforced

concrete. Groundwater pressure which may affect the construction of the piles will be


Figure 4-2: Typical bored pile rig



will be excavated and formed taking cognisance of retaining


any services not previously diverted will be protected or moved.

The final component is the column of the bridge. The shape of each column will be


the mould by concrete pump.

78


wn geotechnical solution. Some may be formed

stabilised ground, but it is likely that a piled solution will

It is estimated that each pier will have a construction time of 3 months. Each pier

es a foundation (piles and related) a piling cap and a column.



will be removed by the drill rigs and replaced with reinforced

may affect the construction of the piles will be




will be excavated and formed taking cognisance of retaining


e. The shape of each column will be





On completion of the column, the work zone will be backfilled and the ground

reinstated or prepared for

The piers for the shared path connection from Paterson Street onto the bridge are

substantially smaller in scale than those required to support the main bridge itself

and can therefore be undertaken in much shorter time frames, 3

compared to the 3 months estimated for each bridge pier.

4.1.8 Bridge Deck Construction

The bridge superstructure will commence upon completion of Pier S2 (western most

pier adjacent to the west abutment). The superstructure will be constructed on a

temporary scaffold and structural steel falsework system. Where the new bridge

crosses over existing roads a bridging system for the falsework will be installed.

Diagrams of these temporary supporting structures are included in Appendix A to

the CEMP included in Volume 4 of the application documentation.

The bridging system will maintain vehicular access under the bridge and minimise

disruption to the trolley buses by maintaining power through the site. Each bridging

system will require a one or two night time

for dismantling of the falsework

live traffic within a system of handrails, solid flooring, screens and safety nets that

will manage the risk of items falling on to

Typically the concrete will be delivered to the bridge deck using concrete pumps. The

cross section can be poured at one time or alternatively the webs and base slab

could be cast first with the deck pour undertaken when the webs and ba

have attained sufficient strength. When cured, the concrete will then be post

tensioned.

After appropriate curing, the falsework will be removed from the completed span

and moved to the next piers in sequence. Final works will include street lig

installation, anti-graffiti coating and laying road pavement and all related works.

These final stages of work can be undertaken with minimal interference on existing

roads (underneath and at connections).

4.1.8 Eastern Abutment

As with the west abutment, potential settlement due to consolidation and/or seismic

induced liquefaction needs to be addressed. Ground improvement works will be

required and may entail deep soil mixing, stone column or cellular piling techniques.

Although these methods are all

is also likely to be limited to a plan area comprising 4 metres

and approach fill footprint.

The potential ground improvement techniques used are described in section 8.1.5

above and are as per the western abutment.


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reinstated or prepared for the falsework.



and can therefore be undertaken in much shorter time frames, 3

compared to the 3 months estimated for each bridge pier.

Bridge Deck Construction



ry scaffold and structural steel falsework system. Where the new bridge



in Volume 4 of the application documentation.



system will require a one or two night time road closures for erection and the same

of the falsework. The construction work will be carried out above


will manage the risk of items falling on to the vehicles below.



could be cast first with the deck pour undertaken when the webs and ba



and moved to the next piers in sequence. Final works will include street lig

graffiti coating and laying road pavement and all related works.


roads (underneath and at connections).

Eastern Abutment

nt, potential settlement due to consolidation and/or seismic



Although these methods are all plant intensive, the treatment area of this abutment

to be limited to a plan area comprising 4 metres beyond

and approach fill footprint.


are as per the western abutment.

79




and can therefore be undertaken in much shorter time frames, 3-4 weeks as



ry scaffold and structural steel falsework system. Where the new bridge





road closures for erection and the same

The construction work will be carried out above




could be cast first with the deck pour undertaken when the webs and base slabs



and moved to the next piers in sequence. Final works will include street light

graffiti coating and laying road pavement and all related works.


nt, potential settlement due to consolidation and/or seismic



of this abutment

beyond the abutment





The eastern end of the bridge will be supported on bearings on a reinforced concrete

abutment beam in the same manner

will be cast monolithically with its supporting piles. Pile

undertaken using the method described above for the piers and the construction

effects will be similar. Construction of the abutment beam will use the methodology

described above for the western abutment. Together these works

the design outcomes shown on the drawings and refer

3: Urban and Landscape Design Framework

Works at the eastern abutment will be constructed in a staged manner to minimise

potential disruption to the public and maximise the available working space (see

8.1.4 above). Work on the northern wall could commence at the same time as

construction of the new eastbound at

has been switched onto t

northern wall could be completed and works

commenced. West-bound traffic could then be split between a single lane on the

bridge and a single Paterson Street/Dufferin St

retaining wall and tie in to be completed.

Closing the single Paterson Street/Dufferin Street lane link for short periods during

school holidays would be an advantage

Likewise the ability to close

period over the Christmas holiday could also significantly accelerate construction in

this location, and will also

not possible, alternative traffic

the Paterson Street footpath for a short period (probably up to 2 weeks)

Completion of this construction work adjacent to live traffic lanes will need to be

carefully managed and considered against the desirability of a longer construction

period. Nearby stakeholders have indicated both a need for existing access to be

maintained and for work to be undertaken in as short a period as possible (whereas

the schools consider that work should be undertaken during the school holidays).

The wall construction methodology will be developed specifically to enable

construction in the limited space available. The ability to deliver pre

sections at night would be an

avoid potential effects on schools

Given the limited working space, the preferred methodology for the abutment walls

is likely to utilise pre-cast wall panels with a cast in situ concrete base slab and

possibly infill. This will provide an efficient method in confined areas. Where more

space is available, a mechanically stabilised earth wall solution may be used.

4.1.9 South- East Quadrant (Dufferin Street/Rugby Street/Adelaide Road)

This work is likely to occur after the SH1 westbound traffic is moved onto the new

bridge when there will be less traffic on this part of the network.


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abutment beam in the same manner as the western abutment. The abutment beam

will be cast monolithically with its supporting piles. Pile construction will be



described above for the western abutment. Together these works are co

the design outcomes shown on the drawings and referred to within Technical Report

Urban and Landscape Design Framework in Volume 3 of these documents.


ial disruption to the public and maximise the available working space (see


construction of the new eastbound at-grade carriageway. Once east

has been switched onto the new at-grade carriageway, works to the abutment and

northern wall could be completed and works to the southern retaining wall

bound traffic could then be split between a single lane on the

bridge and a single Paterson Street/Dufferin Street lane link to enable the southern

retaining wall and tie in to be completed.

the single Paterson Street/Dufferin Street lane link for short periods during

school holidays would be an advantage and will be considered if timing allows

he ability to close the Mount Victoria Tunnel completely for a two week


will also be considered if timing allows. Where these measures are

traffic management solutions could be to divert traffic

the Paterson Street footpath for a short period (probably up to 2 weeks)


ully managed and considered against the desirability of a longer construction



onsider that work should be undertaken during the school holidays).


construction in the limited space available. The ability to deliver pre

sections at night would be an advantage as that will reduce affects on

avoid potential effects on schools.





East Quadrant (Dufferin Street/Rugby Street/Adelaide Road)

ely to occur after the SH1 westbound traffic is moved onto the new

bridge when there will be less traffic on this part of the network.

80


the western abutment. The abutment beam

construction will be



are consistent with

red to within Technical Report

in Volume 3 of these documents.


ial disruption to the public and maximise the available working space (see


grade carriageway. Once east-bound traffic

grade carriageway, works to the abutment and

the southern retaining wall

bound traffic could then be split between a single lane on the

reet lane link to enable the southern

the single Paterson Street/Dufferin Street lane link for short periods during

and will be considered if timing allows.

Mount Victoria Tunnel completely for a two week


Where these measures are

could be to divert traffic onto

the Paterson Street footpath for a short period (probably up to 2 weeks) if necessary.


ully managed and considered against the desirability of a longer construction



onsider that work should be undertaken during the school holidays).


construction in the limited space available. The ability to deliver pre-cast wall

reduce affects on traffic and





ely to occur after the SH1 westbound traffic is moved onto the new




These works involve the modification to the traffic flow, bus movements and parking

arrangements in front of St Marks S

Wellington College. On Rugby Street the work involves widened footways to

accommodate the relocated bus stop from Adelaide Road in a southbound direction

and significant changes to the intersection to increase th

and ensure safe flow of traffic, buses and cycles through the intersection.

These works will need to be coordinated with school drop

of the schools (St Marks School and Wellington College) as well as

Government House.

4.2 Landscaping

It is expected that soft and hard landscaping work will be undertaken on a section

by-section basis as soon as construction work is completed.

landscape measures for paving, pathways, and plant

been exposed to earthworks and achieve the overall design that will assist with the

intergration of the Project into its surrounds.

commence as soon as possible

opening the Project to traffic

4.3 Northern Gateway Building

The construction of the Northern Gateway B

expected to be undertaken

Careful removal of the CS

marking of in-ground services and demolition of any residual structures, e.g fences.

The new building will most likely need to be piled

to be steel reinforced concrete piles with casings in the order of 15 piles

deep to match the column structure in the lower floor. These piles will be cased, and

these casings will be either vibratory hammer

type of machinery involved is 60 tonne cranes with 30m booms or 37 tonne Soilmec

piling rigs which have an 18 metre

pile is bored out, steel reinforcing cages are lowered in and concrete follows shortly

after.

Floors will predominantly be concrete, poured in sections, requiring concrete truck

access with concrete pumps to enable the reach across the floor area.

There are several options to construct the building structure. The first is to use a

tower crane or self erecting cra

building. The second is to use a mobile crane to construct the building to full height

starting from the west end against the existing grandstand and building towards the

east end. The selected option

designer to provide the most appropriate solution.


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arrangements in front of St Marks School and the entry to Government House and



and significant changes to the intersection to increase the size of the central island


These works will need to be coordinated with school drop-off and pick

of the schools (St Marks School and Wellington College) as well as any functions at

Landscaping

It is expected that soft and hard landscaping work will be undertaken on a section

section basis as soon as construction work is completed.

for paving, pathways, and plantings will stabilise


intergration of the Project into its surrounds. It is intended that landsc

as possible to enable any new plantings to establish

opening the Project to traffic where possible.

Northern Gateway Building

The construction of the Northern Gateway Building within the Basin Reserve is

expected to be undertaken in the following sequence.

CS Dempster Gates will be the first phase

ground services and demolition of any residual structures, e.g fences.

building will most likely need to be piled. These are, at this point,

ncrete piles with casings in the order of 15 piles


will be either vibratory hammered or oscillated into the ground. The

ed is 60 tonne cranes with 30m booms or 37 tonne Soilmec

ling rigs which have an 18 metre high telescoping drill rig on the front.


minantly be concrete, poured in sections, requiring concrete truck



tower crane or self erecting crane located on the north west or south east side of the



The selected option will be determined in conjunction with the structural

designer to provide the most appropriate solution.

81


chool and the entry to Government House and



e size of the central island


off and pick-up activities

any functions at

It is expected that soft and hard landscaping work will be undertaken on a section-

section basis as soon as construction work is completed. The proposed

will stabilise areas that have


It is intended that landscape work will

establish ahead of

uilding within the Basin Reserve is

Dempster Gates will be the first phase, followed by

ground services and demolition of any residual structures, e.g fences.

are, at this point, assumed

ncrete piles with casings in the order of 15 piles, 22 metres


or oscillated into the ground. The

ed is 60 tonne cranes with 30m booms or 37 tonne Soilmec

high telescoping drill rig on the front. Once each


minantly be concrete, poured in sections, requiring concrete truck



ne located on the north west or south east side of the



will be determined in conjunction with the structural




4.4 Building under the Bridge and

The construction of the building

the green screen adjoining Grandstand Apartments

per the following sequence.

Once the temporary support structure for the bridge deck and superstructure are

removed foundation preparation can occur. The building may need to be piled, these

could be either steel screw piles or reinforced concrete. If significant piling is

required these may need to be installed at the same time as the piles for the bridge

piers. The green screen truss structure will require a piled foundation.

Floors will predominantly be concrete, poured in sections, requiring concrete truck


There are two components to the super structure, being the building structure and

the green screen. The building

structure will a fully glazed façade and at this stage will follow a typical sequence of

� slab;

� structure erection;

� roofing;

� exterior cladding; and

� internal fitout.

The green screen is slightly

steel truss into its vertical position. This will be erected in sections with soil

containers added afterwards.

4.5 Extent of Works

Construction activities will, at times, occupy most of the extent of the

Due to the confined nature of the site and the need to maintain traffic movements, it

is likely that all or most of the site will be a live construction site. Some specific

construction activities will be concentrated in certain locations, e.g. pil

focused at bridge pier locations.

It is expected that the site compounds will include temporary site buildings, material

lay down areas, plant and equipment storage areas, fuel storage and

facilities, car parking, wheel washing and cle

a concrete batching plant or pre

manufactured off-site and transported in

4.6 Earthworks

It is assumed there will be undercut to waste below the abutments and a

to the bridge, with imported structural fill for abutment reinforced earth walls. It is


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Building under the Bridge and the Green

building on the corner of Kent Terrace and Ellice Street

djoining Grandstand Apartments is expected to be undertaken as

per the following sequence.



uld be either steel screw piles or reinforced concrete. If significant piling is


truss structure will require a piled foundation.

edominantly be concrete, poured in sections, requiring concrete truck



. The building is currently expected to be a relatively simple


structure erection;

and

is slightly different requiring larger craneage of the articulated


containers added afterwards.

Extent of Works

Construction activities will, at times, occupy most of the extent of the



construction activities will be concentrated in certain locations, e.g. pil

focused at bridge pier locations.


lay down areas, plant and equipment storage areas, fuel storage and

facilities, car parking, wheel washing and cleaning facilities. It is not anticipated that

a concrete batching plant or pre-cast yard will be required on site as beams will be

site and transported in.

Earthworks

It is assumed there will be undercut to waste below the abutments and a


82

Green Screen

on the corner of Kent Terrace and Ellice Street and

is expected to be undertaken as



uld be either steel screw piles or reinforced concrete. If significant piling is


truss structure will require a piled foundation.

edominantly be concrete, poured in sections, requiring concrete truck



is currently expected to be a relatively simple


age of the articulated


Construction activities will, at times, occupy most of the extent of the Project Area.



construction activities will be concentrated in certain locations, e.g. piling to be


lay down areas, plant and equipment storage areas, fuel storage and refuelling

aning facilities. It is not anticipated that

as beams will be

It is assumed there will be undercut to waste below the abutments and approaches





assumed the retaining wall from Ellice Street to Paterson Street will also require

structural fill.

Similarly, construction of the foundations/pile caps at

waste below the foundation footprint followed by landscaping with imported material

to cover the foundation after the concrete has cured.

It has been assumed that all cut to waste will be disposed of off

landfills.

The contaminated land management plan (Volume 4) includes details on likely

contaminated material and methods for treating or removing where necessary.

All erosion and sediment control measures shall be in accordance

and sediment control plan (see draft in the CEMP, Volume 4 to these documents)

with GWRC’s “Erosion and Sediment Control Guidelines for the Wellington Region”

published in 2002.

The constructor shall maintain all these works to achieve the required outcomes for

the duration of the contract period and until approval for the removal is attained

from GWRC.

4.7 Environmental Compliance

Prior to any site works commencing, the constructor will be required to prepare,

implement and manage a CEMP. The detailed CEMP shall

minimise and manage any adverse construction effects. A draft CEMP is in

Volume 4 of these documents. As this plan has been developed prior to

development of the final construction methodology, the information included is

generic in some cases. The final CEMP is proposed to be submitted for certification

prior to commencement of the works.

There are some properties or activities which are located closer to the construction

activities than others for example Grandstand Apart

operators), Mitsubishi Motors (car sales yard), St Josephs Church, St Mark’s Church

School and Regional Wine and Spirits. Special consideration needs to be given when

working in close proximity to these properties or activiti

The special consideration may include programming works to minimise impacts,

selection of machinery or construction techniques which have a lesser impact in

respect of noise generation, vibration and speed of construction. An important part

of minimising the impacts will be liaising closely with the relevant parties. The

methods for liaison have been identified in the draft CEMP in the Community and

Consultation section.


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Similarly, construction of the foundations/pile caps at each pier will require cut to


to cover the foundation after the concrete has cured.

It has been assumed that all cut to waste will be disposed of off-site, at approved



All erosion and sediment control measures shall be in accordance with the erosion

control plan (see draft in the CEMP, Volume 4 to these documents)



he duration of the contract period and until approval for the removal is attained

Environmental Compliance


implement and manage a CEMP. The detailed CEMP shall address measures to

minimise and manage any adverse construction effects. A draft CEMP is in



eric in some cases. The final CEMP is proposed to be submitted for certification

prior to commencement of the works.

here are some properties or activities which are located closer to the construction

activities than others for example Grandstand Apartments (and related commercial



working in close proximity to these properties or activities.




sing the impacts will be liaising closely with the relevant parties. The


83


each pier will require cut to


site, at approved



with the erosion

control plan (see draft in the CEMP, Volume 4 to these documents) and



he duration of the contract period and until approval for the removal is attained


address measures to

minimise and manage any adverse construction effects. A draft CEMP is included in



eric in some cases. The final CEMP is proposed to be submitted for certification

here are some properties or activities which are located closer to the construction

ments (and related commercial






sing the impacts will be liaising closely with the relevant parties. The


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