mersey gateway bridge project · 2014. 10. 22. · mer-cjv-rep-tmp-02-510117 3 22 october 2014...

MERSEY GATEWAY BRIDGE PROJECT

MERSEYLINK CONSTRUCTION METHOD REPORT SECTION 2 WIDNES LOOPS JUNCTION OCTOBER 2014

MER-CJV-REP-TMP-02-510117

Construction Method Report Section 02 – Widnes Loops

DARESBURY OFFICE

Document Control Sheet Rev. Status Revision History Date By Check Approved

0 PD For Planning Discharge 22/10/14 JR SM SG

Merseylink CJV 7400 Daresbury Park Daresbury Warrington Cheshire WA4 4BS Tel: +44 (0)1928 785700


DARESBURY OFFICE

TABLE OF CONTENTS

1 Introduction ............................................................................................................. 1

1.1 Introduction ....................................................................................................... 1

2 Construction ............................................................................................................ 5

2.1 Site Access ....................................................................................................... 5

2.2 Site Clearance & Demolition ............................................................................. 5

2.3 Construction Methods ....................................................................................... 6

2.4 Services Diversion/Protection ........................................................................... 8

3 Construction Vehicles And Numbers .................................................................... 9

4 Site Compound ........................................................................................................ 9

5 Traffic Management Issues .................................................................................. 10

6 Environmental Issues ........................................................................................... 11

6.1 Construction Environmental Management Plan .............................................. 11

6.2 Waste Estimates ............................................................................................. 12

7 Appendix A - Supporting Documents .................................................................. 13


MER-CJV-REP-TMP-02-510117 1 22 OCTOBER 2014

1 INTRODUCTION

1.1 Introduction

1.1.1 This Construction Method Report (CMR) outlines the extent and sequence of work

required to construct the permanent highway works at Widnes Loops - Section 2 of the

Mersey Gateway Project.

1.1.2 This document develops the information about the construction of Victoria Widnes Viaduct

contained in the CMR reference: MER-CJV-REP-TPL-00-5100011, for the entire Project

Works, partially approved by the local planning authority in February 2014.

1.1.3 Section 2 comprises the works between the Freight line and St Helens Canal. Section 2

also includes links to the A577 Widnes eastern bypass that connects with junction 7 of the

M62 to the north. See Figure 1 as an extract from drawing ref - MER-DJV-DRA-HWY-02-

301052.

Figure 1 Extent of Section 2

1.1.4 The main line will remain elevated between the Freightline Bridge and St Helens Canal.

The Widnes Loops junction roundabout will be constructed at the lower level at the

intersection with Widnes Eastern Bypass. This will form a grade separated junction giving

access to and from the Mersey Gateway to the south from the A577 Widnes Eastern

Bypass.



1.1.5 The Garston to Timperley Rail Freightline structure will comprise of a precast Opti Cadre

(closed cell box culvert to minimise bearing pressure on the underlying soil) system

installed on a piled foundation.

1.1.6 The elevated section of carriageway between the Freightline bridge and the Victoria and

Widnes Viaduct will be constructed as an embankment from the Freightline to the edge of

Victoria Road, where the Viaduct abutment will be constructed.

Freight Line Railway Structure.

1.1.7 The proposed design for the Freightline comprises a precast concrete portal (Opti Cadre)

supported on a piled foundation. Wing walls will be of reinforced earth, which will further

reduce the site work alongside the Garston Timperley Line. This proposal results in a

quicker and more efficient construction sequence highly suited to the railway environment.

The transport and erection of the large precast units will require the use of large mobile

cranes. See Figure 2 as an extract from drawing ref MER-DJV-STR-02-342102.

Figure 2 Elevation of Freightliner Bridge

1.1.8 The ground that will support the abutments will be improved by use of dry soil mixing to

form a cement stabilised soil column. These ground improvement works will be carried

out by specialist rigs that sink an auger into the ground and then mix dry cement with the

existing soil as the auger is withdrawn forming a column of cement stabilised soil.



Victoria- Widnes Loops Viaduct

1.1.9 East of the Freightline structure will be an embankment leading to the south of the Victoria

and Widnes Viaduct. In areas of the new embankment, the ground that will support the

abutments will also be improved by dry soil mixing.

1.1.10 The new viaduct integrates the Victoria and Widnes bridges into one continuous structure

and therefore eliminates the need for abutments and earthwork structures between

Victoria road and Widnes Loops. This is deemed to be the most efficient and effective

design solution.

1.1.11 The Viaduct will be a 7 span structure terminating on a large abutment to the east of

Victoria Widnes Loops. The bridge deck is constructed with pre-cast pre-stressed “W”

beams with an in-situ concrete deck slab. The deck is supported on reinforced concrete

abutments and piers. The piers are founded on precast piles. The abutment will comprise

piled foundations, pile caps, abutment walls and reinforced earth wing walls. See Figure 3

as an extract from drawing ref MER-DJV-STR-02-343101.

Figure 3 Elevation of Widnes Loops Viaduct

Test Piles

1.1.12 As part of the initial construction works a series of sacrificial test piles will be

implemented. The location of these test piles are adjacent to the permanent pile

foundations as follows:

Widnes Loops

Pier G8, Pier G4 (within Catalyst Park) and Pier G1 (rear of Spraycraft premises on

Hutchinson Street) as indicated in Figure 4



Figure 4 Location of Test Piles at Widnes Loops Viaduct

Freightline Bridge

East abutment (Former Fallons yard) and West abutment (former Sammy Evans yard) as

indicated in Figure 5.

Figure 5 Location of Test Piles at Freightliner Bridge



1.1.13 The method for undertaking these works will be the same as for the test piles in other

parts of the Mersey Gateway Project previously agreed by the local planning authority

(LPA) to be permitted development.

1.1.14 The piling risk assessment for these test piles will be included as an appendix in the

Contamination Management Plan within the COPE / CEMP.

2 Construction

2.1 Site Access

2.1.1 Access to the Freightline structure is expected to be via haul roads from Victoria Road to

the south and Ditton Road to the north. Alternatively, we will use existing roads or hard

standings. The access to the rail side will be gained following liaison with Network Rail.

Rail possessions will be required for constructing the Opti Cadre structure and for

installing various infrastructure protection measures to enable construction activity

adjacent to the live railway.

2.1.2 Access to Victoria & Widnes Viaduct shall be via Victoria Road and Hutchinson Street,

with signage in place warning road users of the entrances into site. Access Point 2A into

the Catalyst compound is already established and are details included in the approved

compounds submission to the LPA.

2.1.3 Access to Widnes Loops and the embankments between Victoria and Widnes Viaduct

and St Helens Canal shall be via the existing Catalyst Park entrance. Abnormal load

access is available via Widnes Eastern Bypass using the existing emergency access to

Spike Island.

2.2 Site Clearance & Demolition

2.2.1 The new carriageway crosses the Victoria Road area at a height of approximately 10m

above current road level. The area will be cleared of the existing brick structures and the

arisings re-engineered and utilised for fill or capping materials in the same area. Existing

services will be isolated or diverted accordingly.



2.2.2 The light industrial units within the Catalyst area, will be dismantled and materials

recycled. All existing services will be isolated or diverted accordingly.

2.2.3 The ground below the Catalyst area is known to contain high levels of contamination.

Remediation was carried out as advanced work in this area with on-going monitoring

being carried out by the Project team. All excavation in this area will be kept to a

minimum.

2.2.4 All site won materials (engineered if required) will be re-used in the Project where

reasonably practicable.

2.3 Construction Methods

Freightline Bridge

2.3.1 The Freightline bridge structure comprises the installation of a precast reinforced concrete

portal, supported on precast pile foundations.

2.3.2 Following the site clearance, a piling platform will be formed along the length of the

structure on both sides of the track within adjacent compounds (Compound C4 - MER-

CJV-DRA-WAF-01-501065 and Compound C6a - MER-CJV-DRA-WAF-02-501068

rev01).

2.3.3 This piling platform will be utilised for both the installation of the temporary sheet piles and

the installation of the permanent precast piles.

2.3.4 Once the temporary sheet piles have been installed to allow excavation landward side of

the running line, and the ground subsequently reduced, the installation of the precast piles

will commence.

2.3.5 The temporary sheet piles will work twofold, initially to retain the ground and secondly, if

left, the piles 2m above AOD can be utilised as the temporary site boundary/fence line.

This will mean that all works landward side of the sheet pile would be within the scheme

boundary and therefore outside of any possession of Network Rail land. This will make

the works more controllable and therefore programme efficient.

2.3.6 Once the permanent piles have been installed the pile cap area will be excavated. The

arising’s are likely to be contaminated, which will result in the material being treated prior

to re-use in the earthworks. The method of construction of the portal frame will require the

use of mobile cranes of various capabilities.



Freightline Bridge Retaining Wall

2.3.7 The retaining wall comprises of a short structure to avoid the impacts of the road

embankment on an existing building known as Todds Building.

2.3.8 The structure will comprise a reinforced ‘L’ shaped concrete wall with plain concrete

finish. The wall will be constructed on an ‘improved ground’ area of excavation. The

maximum height of the wall will be 4.4m with sloping sides that correspond to the angle of

slope of the proposed embankment with a permeable drainage layer provided on the rear

face.

2.3.9 A timber post and 4 rail fence constructed to standard details will be provided at the top of

the wall for pedestrian safety.

Victoria-Widnes Viaduct

2.3.10 The sequence of the construction of Victoria Widnes loops is best shown on the extract

below from drawing MER-DJV-STR-02-343105 as Figure 6. This extract clearly shows the

construction of the viaduct will progress from Pier G8 in the east, to Pier G1 in the west.

2.3.11 The ground supporting the main line embankment from the Victoria & Widnes Viaduct to

the north approach structures will be improved by dry soil mixing.



Figure 6 Victoria-Widnes Loops Viaduct Construction Sequence

2.4 Services Diversion/Protection

2.4.1 Discussions about the impact of the works on utilities have been held with United Utilities,

National Grid, BT and Scottish Power.

2.4.2 There are also continuing discussions with United Utilities with respect to the location and

monitoring of the existing 1050 sewer during the proposed works. The abutment piers

have been designed such that they will miss this sewer.

2.4.3 There is an existing manhole which is located in the future Widnes Loops access road. It

has been agreed with the utility company that this will be capped off and abandoned.

2.4.4 There is also a proposed attenuation pond that has been redesigned to maintain access

to an existing manhole for United Utilities operatives.

2.4.5 National Grid (Medium and Low pressure) and Scottish Power have been engaged to

disconnect existing services to the buildings still due for demolition. These redundant

services will be removed to suit the construction programme.



3 Construction Vehicles and Numbers

3.1.1 Site Clearance along Victoria Road and at the Catalyst will require approximately 100

HGV movements to remove the arising’s from the demolition of the existing buildings. The

existing embankment will be removed by approximately 800 HGV movements, with the

material being used in the remodelling of the new embankment. The concrete beams from

the 2 existing bridges and the reinforced concrete superstructures will be broken up and

the steel recycled and the concrete debris may be incorporated into the landscaping

embankment areas.

3.1.2 The proposed construction of the integrated Victoria and Widnes Viaduct has resulted in

the reduction of approximately 100 HGV movements in respect of the ground

improvement and embankments no longer required. The number of concrete HGV

movements will also be considerably reduced with the introduction of an onsite concrete

plant in the Catalyst area.

3.1.3 Other plant proposed for this element of the works are: specialist piling rigs, mobile

cranes, dozers, rollers, pavers and general excavation plant. The construction of the

bridges in the area will involve the delivery of materials that will include, scaffolding,

formwork and falsework, reinforcement, concrete pumps and aggregate HGV’s.

4 Site Compound

4.1.1 The site welfare facilities for the works associated with Victoria and Widnes Viaduct will

be established within the newly refurbished Viking House Compound (C4), which is

located along Ditton Road.

4.1.2 This work will require a workforce of approximately 50 operatives with office, car parking,

welfare and messing facilities being accommodated at this compound. All operatives will

use a site mini bus service to be transported to their place of work.

4.1.3 The proposed layout is as indicated on drawing: MER-CJV-DRA-WAF-01-501065. Site

access to the compound will be from Ditton Road and via the existing access point. Local

signage will be provided giving advance warning of site access as indicated on drawing:

Site Access 1A - MER-CJV-DRA-TMP-01-501092.

4.1.4 The perimeter of the compound is bounded by a combination of fencing and walling which

will be retained. Additional block and mesh fencing will be provided for our facilities, as

necessary.



4.1.5 All services are currently live into Viking House. These services will be utilised and

extended for the additional site accommodation, which will be brought into the compound

area to service the workforce.

4.1.6 Flood lights will be fitted to the external perimeter of the temporary buildings and

maintained and extended to illuminate the compound areas. There are no residential

occupiers in the vicinity likely to be disturbed by the lighting.

4.1.7 On-site car parking for a minimum of 137 people has been identified for staff and

construction operatives using the facilities. This will be provided at the compound (C2), as

indicated on drawing: MER-CJV-DRA-WAF-01-501154. As mentioned above, a mini bus

service will be established to take operatives to site.

4.1.8 Wheel cleaning facilities will be available depending on the volume of site traffic using the

compound and exiting onto the local roads system. As a minimum a hand operated power

jet wash system will be utilised to clean wheels. However, in periods of peak traffic flows

from site a self-contained wheel wash will be located adjacent to the site entrance and

prior to the exit. This will be suitable for all site vehicles.

4.1.9 Fuel storage will be located adjacent to the main offices. This will consist of a double

bunded tank facility located on a concrete hard-standing with drip trays and spill kits also

being available. The storage tank is located away from any existing drainage system in

order to minimise spillage risks.

5 Traffic Management Issues

5.1.1 Key to the northern landside section of the Project and completion of the northern

approach to the main crossing will be ensuring the traffic management phasing facilitates

the earthworks strategy. To construct the embankments for the approach through Ditton

and Widnes Loops, the earthworks material in the existing embankments will need to be

excavated and re-used in the new embankments.

5.1.2 At this stage there are no major Traffic Management layouts planned in Phase 1, we are

currently developing the Phasing strategy for Phases 2 and 3 which start later in the

programme. These plans will be agreed through the LPA process within the agreed

timescales.



5.1.3 Some incidental localised Traffic Management may be required as the works progress in

Phase 1, for such works as service diversions. These TM layouts will be agreed with HBC

highway authority. All notice periods will be adhered to for the approval of such works.

5.1.4 All pedestrian routes around the area will be maintained throughout the construction

phases although minor diversions may be required in specific locations as the works

progress. These, too, will be agreed with HBC highways authority in advance.

Construction plant and pedestrians will be segregated at all times and warning signage

displayed at all crossing points.

6 Environmental Issues

6.1 Construction Environmental Management Plan

6.1.1 Environmental issues relating to the work in Section 2 is outlined in the CEMP cover

report document MER-CJV-PMP-ENV-00-510904 rev 3. This document outlines the

environmental issues relating to the works envisaged and explains how the following

Management Plans will be implemented;

Pollution Prevention including Traffic Management and Water Quality

Waste

Biodiversity

Noise and Vibration

Air Quality

Contamination

Archaeology

6.1.2 The CEMP cover document includes environmental issues relating to Section 1, 2 and 9.

An earlier version was submitted for works in Section 1 and has now been updated to

cover the works outline in this report.

6.1.3 This CEMP cover report and the associated core environmental documents have been

agreed, with the LPA, to remain as a ‘live’ submission under planning reference

14/00484/MGCON to 14/00487/MGCON. This CMR report should therefore be read in

conjunction with the most current ‘live’ submission.



6.2 Waste Estimates

6.2.1 It is estimated that site clearance will generate approximately 20m3 of green waste and

vegetation.

6.2.2 The demolition of the existing industrial buildings along Hutchinson Street and within the

Catalyst Park compound will generate approximately 5000m3 of building waste

comprising, brick, concrete, reinforcement and steel sections.

6.2.3 The excavation of the existing Widnes eastern bypass carriageway will generate

approximately 9000 m3 of waste road construction materials.

6.2.4 Pile arising’s from the construction of the foundations of the new Freightline structure,

Victoria and Widnes Viaduct, East Bridges and St Helens Canal bridge are estimated to

comprise of 9700m3 of contaminated material. We propose to treat and re-use this

material in the construction of the works.

6.2.5 The construction of the new structures will generate approximately 750m3 of waste

construction materials, comprising timber formwork, reinforcement, concrete and empty

drums and containers.

6.2.6 The new carriageway drainage will involve the excavation of contaminated materials. We

estimate that approximately 2500m3 of this material will either be treated and re-used in

the works or removed off site to an appropriate licenced facility for further treatment or

disposal.

6.2.7 All these materials will be stored and treated in accordance with the Waste Management

Plan (MER-CJV-PMP-ENV-00-510034 rev 01) within the Construction Environmental

Management Plan cover report (MER-CJV-PMP-ENV-00-510904).



8 APPENDIX A - Supporting Documents

Victoria-Widnes Loops Viaduct

General arrangement sheet 1 of 2 - MER-DJV-DRA-STR-02-343101_iss5_rev03

General arrangement sheet 2 of 2 - MER-DJV-DRA-STR-02-343102_iss5_rev03

Construction Sequence - MER-DJV-DRA-STR-02-343105_iss2_rev01

Abutment G1 Pile Layout - MER-DJV-DRA-STR-02-343201_iss2_rev01

Piers G2-G7 Pile Layout - MER-DJV-DRA-STR-02-343202_iss3_rev02

Abutment G8 Pile Layout - MER-DJV-DRA-STR-02-343203_iss2_rev03

Abutment G1 dimensions - MER-DJV-DRA-STR-02-343310_iss2_rev01

Pier G2 dimensions sheet 1 of 2 - MER-DJV-DRA-STR-02-343320_iss1_rev-

Pier G2 dimensions sheet 2 of 2 - MER-DJV-DRA-STR-02-343321_iss1_rev-

Piers G3-7 dimensions - MER-DJV-DRA-STR-02-343330_iss2_rev01

Abutment G8 dimensions - MER-DJV-DRA-STR-02-343380_iss1_rev-

Deck dimensions sheet 1 - MER-DJV-DRA-STR-02-343410_iss2_rev-

Freightline Bridge

Freightline Bridge General Arrangement sheet 1 of 3 - MER-DJV-DRA-STR-02-342101_iss1_rev-



Freightline Bridge Construction Sequence - MER-DJV-DRA-STR-02-342104_iss1_rev-

Freightline Bridge Pile and Pile Cap Details - MER-DJV-DRA-STR-02-342201_iss1_rev-

Freightline Bridge Retaining Wall

Freightline Bridge Retaining Wall GA - MER-DJV-DRA-STR-02-466160_iss4_rev03

Freightline Bridge Retaining Wall Plan & Profile - MER-DJV-DRA-STR-02-466161_iss4_rev03

Freightline Bridge Retaining Wall Cross Sections - MER-DJV-DRA-STR-02-466163_iss4_rev03



Freightline Bridge Retaining Wall Details - MER-DJV-DRA-STR-02-466167_iss4_rev03

Site Access and Compounds

Site Access 1A - MER-CJV-DRA-TMP-01-501092 rev-

Compound C2 Parking - MER-CJV-DRA-WAF-01-501154_iss2_rev01

Compound C4 - MER-CJV-DRA-WAF-01-501065 rev-

Compound C6a - MER-CJV-DRA-WAF-02-501068 rev01