proposal te whau shared path construction methodology

Proposal

Te Whau Shared Path Construction Methodology

Prepared for Auckland Council

Prepared by Beca Limited

December 2018


Beca // 18 December 2018 4217284 // NZ1-16115595-1 0.1 // i

Revision History Revision Nº Prepared By Description Date

A Evan Walters Draft Report 2/7/18

B Evan Walters Updated with client comments 13/8/18

C John Youdale Appendix C added 17/12/18

Document Acceptance Action Name Signed Date

Prepared by Evan Walters

cc.

18/12/18

Reviewed by John Youdale

18/12/18

Approved by Cushla Loomb

18/12/18

on behalf of Beca Limited

© Beca 2018 (unless Beca has expressly agreed otherwise with the Client in writing).

This report has been prepared by Beca on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Any use or reliance by any person contrary to the above, to which Beca has not given its prior written consent, is at that person's own risk.


Beca // 18 December 2018 4217284 // NZ1-16115595-1 0.1 // i

Contents

1 Purpose and Introduction 1 1.1 Purpose 1 1.2 Introduction 2

2 Design Details 2 2.1 Major Components 2

3 Anticipated Construction Methodology 6 3.1 Major Components 6 3.2 Access Points, Staging, and Construction Effects 11

Appendices

Appendix A Site Photos

Appendix B Watercare Guidelines

Appendix C Rizal Reserve to Rata Street


Beca // 18 December 2018 4217284 // NZ1-16115595-1 0.1 // page 1

1 Purpose and Introduction

1.1 Purpose This report discusses a possible construction methodology for the Te Whau Shared Path in West Auckland. This report will cover topics such as:

n Pathway component design details and anticipated construction methods; n Construction Access and staging areas; n Service clashes and concerns; n Preliminary earthworks calculations; n Noise and vibration management; n Sedimentation control; n Traffic management.

It is noted that design of the structure has yet to occur. This construction methodology is prepared as part of a resource consent application to allow an assessment of the potential construction effects of the proposed walkway. The consent application adopts an ‘envelope’ approach which is intended to provide some flexibility in the final design of the structure. This means that the actual final alignment may be different to that shown and the materials/actual design of the final structure is yet to be confirmed. As such, the construction methodology discusses at a high level the likely approach to be adopted depending on the final design and considers the worst case scenario for consent assessment purposes.



1.2 Introduction The Te Whau Shared Path in West Auckland will allow both cycle and foot traffic to travel between Karaka Park in Green Bay, to SH16 in Te Atatu South. The pathway has various boardwalk and at-grade path sections, totalling approximately 13kms. The general pathway’s route can be found in Figure 1 below in red and blue. Red indicates sections (including boardwalk sections) along the Whau River, blue indicates at-grade pathway sections across land. Site photos are included in Appendix A.

Figure 1: General Te Whau Shared Pathway Alignment.

2 Design Details

2.1 Major Components This section provides a general description of each major element and where they are proposed to be located. The following section also describes how each element will potentially be designed and constructed. It should be noted that at the time of writing this methodology, detailed design for the boardwalk had not been undertaken. Hence, the methodology does not cover elements such as landscaping, artistic finishes, artwork, signage, seating, etc. which will come later during detailed design.

The Pathway has three major components, each of which have their own independent methods of being constructed. The pathway components are:



n At-grade-paths n Boardwalks n Special stream crossings

2.1.1 At-grade Paths/Footpaths

At-grade paths are footpaths which are wider than usual footpaths and built over land. Typically they are bordered by grass fields, tree lines, retaining walls, buildings, or further concrete such as a roadways. They can have varying slopes from flat to 13%, with an average gradient of 5%. If a gradient of 8% or higher is used for a distance of 9m or more, the at-grade path is not suitable for wheelchair users. The Scheme Assessment Report (SAR) previously done notes the following in regards to slopes:

For the majority of the pathway a gradient of 3% or less is achievable. It is desirable to achieve gradients of 5% or less but due to topographical challenges, particularly in parks and reserve areas, this is not always practically possible. However, it has been possible to achieve gradients less than the maximum disability grade of 8.3% (1:12). Where steep gradients approaching 8.3% occur, flat rest areas of 1.2 m have been provided. This allows disabled people to use the route. These standards have been applied to the main pathway. On some connecting paths where these standards cannot be achieved cycle stair cases have been proposed.

For this project, the at-grade-paths will be 3 wide to allow enough room for cyclists to pass each other. The at-grade path will be constructed of concrete or asphaltic concrete 75 to 100mm thick. The following table shows the chainages (from South to North) that at-grade paths are proposed to be built.

Table 1: At-grade path Chainages

Chainage (m) Length (m) Chainage (m) Length (m)

0-520 520 7170-8310 140

2405-2500 95 8360-8730 370

2560-2725 165 9460-9485 25

3730-3800 70 9640-9485 25

4025-4200 175 9640-9650 10

4235-4300 65 10080-10260 180

4400-4420 20 11070-11200 130

4540-4550 10 11265-11390 125

5140-5175 35 0B-120B 120

6210-6265 55 760B-850B 90

6935-6950 15 360C-460C 100

6990-7190 200 Total: 2,715

2.1.2 Boardwalk

The boardwalk is an open piled structure that extends approximately 6.5km over intertidal mudflats and low lying vegetated margins. The board walk will comprise a deck (approx. 4m wide) supported by beam elements and piles. The proposed deck level is 2.9m AVD. The deck and beam elements will be constructed from treated timber (H6), concrete, steel, and/or fibre reinforced plastic. The piles will be constructed from treated timber (H6) (approx. 250mm dia), reinforced concrete (approx. 200mm dia), or fibre reinforced plastic. The spacing of longitudinal piles is governed primarily by beam capacity and is expected to be 4-6m,



depending on material type and section profile. A sketch showing the indicative structural makeup is shown in Figure 2.

Figure 2: Typical boardwalk cross-section. Source Te Whau Pathway Scheme Investigation Scheme Assessment Report, Stantec, June 2017 Depending on ground conditions/contractor requirements piles will be installed by one of the following methods:

n Driven using a piling rig with pile hammer. n Piles placed in pre-augured sockets and set with concrete. Undertaken using a backhoe. A photo

illustrating this approach is pictured in Figure 3 below.



1.

Figure 3 – Pile installation

Table 2 provides chainage locations for board walk construction.

Table 2: Boardwalk Chainages

Chainage (m) Distance (m) Chainage (m) Distance (m)

2880-4025 1145 9110-9460 350

5570-5590 20 9650-9970 320

5610-6210 600 9990-11080 1090

6950-6990 40 10260-10570 310

7200-7230 30 10590-11070 4880

7370-8170 800 11390-11580 190

8310-8360 50 120B-760B 640

8730-8765 35 0C-360C 360

8795-9090 295 Total 5,985

2.1.3 Special Crossings

There are 10 special crossings included in this project. Two of these crossings are proposed to prevent Watercare assets from being adversely affected, while the remainder allow the cyclists and pedestrians to cross over the Whau River.

Watercare was contacted regarding the crossings involving their assets. They responded by providing guidelines which to follow while doing a construction projects near their assets. These guidelines can be found in Appendix B.



Discussion of the Rizal Reserve to Rata Street boardwalks have been added to this revision of this report as Appendix C following development of a concept design for these crossings.

The remaining special crossings are Te Whau channel crossings. The construction methods for these will largely be the same as the Boardwalk’s construction methods in the previous section. Since these sections require longer pile lengths, the piles may be larger diameter (300-400mm) and may be spliced during installation. Furthermore, cross bracing may have to be installed before the deck is constructed, depending on the material selected and the design details. As detailed design of the structure has not taken place, it unknown whether there will be a requirement to drive piles in the channel. If piles in the channel are required, longer spans and heavier pile loads may be required (depending on the results of geotechnical investigations). This would results in deeper deck sections.

The following table shows the project chainages where special crossings are proposed.

Table 3: Special Crossings Chainages

Chainage (m) Length (m) Special Crossing Type

2950 Watercare Pipe

4200-4240 40 Rizal Reserve Bridge

4300-4400 100 Ken Maunder Park Bridge

5040-5140 100 Ken Maunder to Queen Mary Ave Bridge

7230-7370 140 Channel

8765-8795 30 Channel

9090-9110 20 Channel

9970-9990 20 Channel

10570-10590 20 Channel

560B-640B 80 Channel

410B Watercare Pipe

3 Anticipated Construction Methodology

3.1 Major Components

3.1.1 At-grade-Paths/Footpaths

Although either asphaltic concrete or concrete may be used to construct the at-grade paths, this will later be decided during the detailed design process. To construct the at-grade paths, the contractor will initially carry out minor earthworks to provide an area on top of which GAP40 aggregate may be placed, removing necessary grass, topsoil and vegetation. Next, after levelling and compacting the aggregate, concrete is poured on top. . After the concrete is poured, finished, and cured, markings such as cyclist and pedestrian symbols may be painted onto the concrete where appropriate.



3.1.2 Boardwalk Construction Methodology Options

The construction methodology will vary based on contractor preferences/requirements and future site investigations. Based on the information available to Beca at present a high level construction methodology has been outlined below:

n Site Clearance: Vegetation obstructing construction works will be removed. This may include removal of vegetation in the following locations: – Over access points to allow for access tracks and temporary staging (discussed below); – Along access tracks and platforms along the alignment of the boardwalk (discussed below); – Along the alignment to allow for placement of swamp matts in intertidal areas (discussed below); – At all pile locations ;

n Potential Work Methods: Depending on detailed design and the site conditions it is envisaged that

construction will be carried out employing a combination of the following methods. – Access tracks and platforms adjacent to the boardwalk. For zones out of tidal and river areas,

access tracks and temporary platforms formed from imported gravel maybe utilised. A sketch illustrating this approach is shown in Figure 4.

Figure 4 - Access track/platform

The access track will be removed after the works are completed.

n Swamp Matts. Where the alignment is intertidal mudflats, swamp matts maybe utilised to allow heavy machinery to access site. We note that work will be restricted to low tide and vegetation will need to be removed along the alignment. A photo illustrating this approach is shown in Figure 5.



Figure 5 – Swamp Matts

n Erection of a standalone temporary staging. For working near steep banks, over water or soft ground temporary staging maybe used. The contractor will need to design the temporary structure to support his equipment and remove after completion of the works. It is noted that access points will need to be identified to allow for material delivery and access to temporary staging. The use of a temporary structure would avoid the need for excessive removal of mangroves (as outlined in the swamp matt option above).

Figure 6– Temporary staging

n Use of the permanent structure as a construction platform. The contractor may elect to use the permanent piles and possibly the deck as a work platform, working “over the top” to progressively build the boardwalk. If a temporary deck is used, the contactor will need to design the temporary work platform and check that the permanent piles have adequate strength to support construction loads. This may result in installation of stronger piles than needed for the permanent works.

n Barge works. Based on the proposed boardwalk alignment, we assess that carrying out construction work from a barge is not a feasible due to the lack of water depth. We note that in some locations a barge could be utilised for the transport and delivery of materials similar to that shown in Figure 7 below.



Figure 7 - Barge being utilised for material transport

3.1.3 Special Crossings

The special crossings will be constructed to different design details to the boardwalk due to the longer spans and height. For all works within the CMA, it is expected that the contractor will adopt a method of working which creates minimum disturbance to the seabed, vegetation, and surrounding land. A possible method to accomplish this is a build as you go method for the boardwalk, where continuing works can be carried out from the newly constructed previous boardwalk segment (see section 3.1.2 above).

Details of the proposed design and methods to construct the Rizal Reserve and Rizal Reserve to Ken Maunder Park crossings are still being determined, and are not discussed in this report.

The existing Ken Maunder to Queen Mary Avenue Bridge is to have an additional 2m wide replica bridge constructed next to it. This bridge will be on independent foundations and adjacent to the existing bridge. Previous investigations were done by Stantec in the Scheme Assessment Report (SAR). As stated in the SAR, the existing bridge would be modified by removing the existing deck and replacing with FRP, additional timber joists, handrail replacement, and stiffening of the existing 530UB mainbeams. Some critical connections, such as those which connect the 530UB to the 310UB cross heads, may need strengthening or additional redundancy. As the existing bridge was already designed for similar live loads as in the design criteria, it is anticipated that the structural modifications, with details to be confirmed at detailed design, to the existing bridge can be utilised for the new proposed loading regime for the new replica bridge. The primary motivation for having a duplicate structure in lieu of widening the existing bridge is that this limits its relative movement since the structures have equivalent stiffness. The behaviour of the two structures under lateral loading will be assessed at detailed design.

Regarding the crossings near Watercare’s pipe crossings, Watercare provided general conditions which shall be followed so that their assets are not interfered with. These conditions can be found in Appendix B. It is proposed that the boardwalk will be raised or lowered as necessary to meet these conditions. Otherwise, the anticipated construction methodology of these crossings is to be similar to the boardwalk’s discussed in the previous section, however the deck level of the boardwalk will be changed. Pile design may be different and larger diameter piles or additional cross bracing may be required as a result of the boardwalk’s new deck height.



Figure 2: Wairau Creek Watercare Pipe Special Crossing Area Chainage 410B

Figure 3: Watercare Pipe Crossing near Ch. 2950. Pathway approximate alignment in thick orange. Pink and green thin lines are Transpower transmission lines.



3.2 Access Points, Staging, and Construction Effects The contractor will need staging, access, and laydown areas in order to carry out the construction. Furthermore, truck movements and the establishment of a construction compound(s) will be necessary. In several places, the contractor will need to be aware of the overhead high voltage lines nearby, although these only present a constraint in some limited locations. The areas where overhead high voltage lines become of concern are listed in the power lines section of this report. Lastly, to construct the pathway earthworks will be required.

3.2.1 Staging and Access Areas

Following a site visit, the following areas have been determined to be of best use for staging and access. Photos from these areas can be found at the end of this report.

Table 4: Site Access and Staging Areas

Chainage Site Name Staging Access Additional Comments

420 Craigavon Park Yes Yes

2800 Olympic Park Yes Yes Large flat area with equipment access via the athletic club.

3760 Jetts Fitness Yes Yes Small area for staging, works likely to impact Jetts Fitness.

3980 Wingate St. Yes Yes Possible use for staging

4260 Rizal Reserve Yes Yes Large area. Overhead powerlines on access way.

4400 Ken Maunder Park Yes Yes Flat medium sized area. Access via industrial area nearby. Overhead powerlines nearby.

5440 Queen Mary Reserve

Yes Yes

6220 Archibald Park Yes Yes Large flat area.

6980 Cobham Cresc. Yes Access Only

7120 Cobham Reserve Yes Yes Shared park patron and contractor access via grassy alleyway.

800B Akatea Park Yes Access only, is located in an industrial area.

440B Harmell Esplanade Yes Yes

8620 Laurieston Park Yes Yes

9060 Meadow Crescent Yes Yes

9180 Riverglade Esplanade

Yes Yes Small area

9480 McCleod Park Yes Yes Large area

10100 Roberts Field Yes Yes Large area.

10880 Covil Park Yes Yes Shared access driveway. Closest recommended site to SH16.



3.2.2 Site Establishment and Construction Compound

Although the contractor may establish their construction compound at any of the proposed staging areas, the locations best suited for this include Olympic Park, the Rizal Reserve, Archibald Park, the Cobham Reserve, and Roberts Field. Aerial photos of each location are found below.

The construction compound/site office will be appropriately fenced for health, safety, and security reasons. Furthermore, some locations may involve shared access with park patrons. Safety of both the construction staff and park patrons is expected to not be jeopardized by construction activities.

As identified in the Arboricultural Report, the laydown(s) will be in an area clear of trees to allow for crane operations. Adjacent trees will be fenced at the drip line as necessary.

Figure 4. Olympic Park Indicative construction compound area and access paths



Figure 5. Rizal Reserve Indicative construction compound area and temporary paths



Figure 6: Archibald Park Indicative construction area



Figure 7: Cobham Reserve Indicative Construction Area

The Cobham Reserve staging area is considered an option for use. Its primary access is a shared access grass alleyway which reserve patrons will also be using. The contractor must be aware of this during operations.



Figure 8: Roberts Field Indicative Construction Compound Area and Temporary Paths

3.2.3 Timber, Concrete, Aggregate, and Earthwork volumes

Preliminary estimations were done to calculate the amount of various materials needed for the pathway. The results of these calculations are presented in Table 5. These calculations are based on various assumptions from previous work experience and projects. These assumptions are as follows:

n Piles are 6m long for the boardwalk, 12m for the special crossings, average n The pile diameter is 200 - 300mm n 5m spacing between pile bents n Boardwalk and special crossing timber decking is 40mm thick n Cross bracing is only necessary under the longer special crossing piles n The concrete is 125mm thick for the at-grade path on average n The sub-base is 125mm thick for the at-grade path n The boardwalk is 4m wide, and the at-grade path is 3m wide n The cross section in Figure 1 is accurate for the remainder of the boardwalk information



From these assumptions, the following approximate quantities for the overall pathway were estimated:

n Total Timber volume: 2,225m3 – Handrail Timber volume: 500m3 – Boardwalk Timber volume (no handrail): 1,500m3 – Boardwalk Timber volume per metre (with handrail): 0.38m3 – Special crossings Timber volume (no handrail): 225m3 – Special Crossings Timber volume per metre (with handrail): 0.60m3

n Earthworks Volume: approximately 1025m3 n Sub base (GAP40) volume: 1,025m3

– Sub base (GAP40) volume per metre of At-Grade Path: 0.375m3 n Concrete volume: 1,025m3

– Concrete Volume per metre of At-Grade Path: 0.375m3

For each staging area, the amount of Boardwalk, At-Grade Path, and Special Crossings closest to that staging area was calculated. These can be found in the table below.

Table 5: Pathway Type Lengths per Staging Area

Site Chainage

Site Name Boardwalk Length (m)

At-Grade Path length (m)

Special Crossings length (m)

Timber Volume (m3)

Sub base volume (m3)

Concrete Volume (m3)

Indicative Earthworks Volume (m3)

420 Craigavon Park

0 520 0 0 200 200 100-110

2800 Olympic Park

400 280 0 150 110 110 50-60

3760 Jetts Fitness

590 0 0 225 0 0 0

3980 Wingate St. 150 100 0 50 40 40 20-25

4260 Rizal Reserve

0 140 70 50 55 55 25-30

4400 Ken Maunder Park

0 25 65 40 10 10 5-10

5440 Queen Mary Reserve

260 40 0 100 15 15 5-10

6220 Archibald Park

460 60 0 175 25 25 10-15

7120 Cobham Reserve

570 335 20 225 125 125 60-70

440B Harmell Esplanade

610 185 0 240 70 70 35-45

8620 Laurieston Park

440 510 20 175 190 190 100-110



Site Chainage

Site Name Boardwalk Length (m)

At-Grade Path length (m)

Special Crossings length (m)

Timber Volume (m3)

Sub base volume (m3)

Concrete Volume (m3)

Indicative Earthworks Volume (m3)

9060 Meadow Crescent

260 0 20 120 0 0 0

9180 Riverglade Esplanade

190 0 20 75 0 0 0

9480 McCleod Park

270 30 0 100 15 15 6

10100 Roberts Field

490 180 30 200 70 70 30-40

10880 Covil Park 710 260 60 300 100 100 50-60

For all earthworks related procedures, standard sediment control procedures will be followed (in accordance with an Erosion and Sediment Control Plan for the pathway). Furthermore, the noise and vibration standard NZS 6803:1999 is to be upheld throughout all construction works.

3.2.4 Truck Movements

As an extension, the number of truck loads was calculated based from the results of the calculations in the previous section. For the truck load estimations, it was assumed that 8m3 and 10m3 of concrete and aggregate/earthworks could be transported per truck load respectively.

n Mobilisation of plant, site offices, etc: 5-10 n Number of truck loads, Earthworks: 50-60 n Number of truck loads, Sub-Base GAP40 Aggregate: 50-60 n Number of truck loads, Timber: 50-60 n Number of truck loads, Concrete: 100-125

This does not include general mobilisation and staff movements as it is assumed that the construction of this section will be carried out as part of the larger project.

An estimate of total construction time will need to be confirmed by the contractor.

Table 6: Truck Movements by Staging Area

Site Chainage

Site Name Timber Trucks Sub-Base Trucks

Concrete Trucks

Earthworks Trucks

420 Craigavon Park 0 20-25 20-25 10-15

2800 Olympic Park 2-5 10-15 10-15 5-10

3760 Jetts Fitness 2-5 0 0 0

3980 Wingate St. 2-5 5-10 5-10 2-3

4260 Rizal Reserve 2-5 5-10 5-10 2-5

4400 Ken Maunder Park 2-5 1-2 1-2 1-2

5440 Queen Mary Reserve 2-5 1-2 2-5 1-2

6220 Archibald Park 2-5 3-6 2-5 2-3



Site Chainage

Site Name Timber Trucks Sub-Base Trucks

Concrete Trucks

Earthworks Trucks

7120 Cobham Reserve 2-5 10-15 15-20 5-8

440B Harmell Esplanade 2-5 5-10 5-10 5-8

8620 Laurieston Park 2-5 20-25 20-25 10-15

9060 Meadow Crescent 2-5 0 0 0

9180 Riverglade Esplanade 2-5 0 0 0

9480 McCleod Park 2-5 1-2 2-5 1-2

10100 Roberts Field 2-5 5-10 5-10 3-5

10880 Covil Park 5-8 10-13 10-15 5-8

3.2.5 Power lines

There are several points at which the pathway encroaches upon the high tension power lines. Transpower was contacted to help address these areas of concern with their HV transmission lines. The New Zealand electrical code of practice 34 (NZECP 34:2001) must be followed when working near these areas. Furthermore, before construction begins, a report demonstrating the construction method in these areas must be submitted to Transpower for approval.

Table 7: Transpower high voltage lines concern areas

Address/Area Conflict type Chainage

Adjacent east of Olympic Park

Proposed shared path runs parallel to Transmission Lines (existing path crosses under)

2700

Under Railway bridge near Olympic park

Shared path boardwalk crosses under transmission lines 2880-2960

Behind 34B Portage Rd., New Lynn, Auckland

Shared path boardwalk crosses under transmission lines 2980, 3060, 3100

Behind 20 Portage Rd, New Lynn, Auckland

Shared path boardwalk crosses under transmission lines 3180, 3240

Behind 2180 Great North Rd. Avondale, Auckland

Shared path crosses under transmission lines, comes 13m from transmission tower

3620-3660, 3720

Behind 10 Drury St., Avondale, Auckland (98 Wingate St.)


Near 40 Kokomiko St. Koromiko St. Connection steps cross under transmission lines

5800

Behind 17B Kiernan Place, Kelston, Auckland


14 Meadow Crescent Shared path connection to Meadow crescent passes under transmission lines

9110

12 Corregidor Place, Avondale, Auckland

Shared Path crosses under lines, and bridge to be constructed nearby, see alignment (page 14 of 37 on alignment document)

4260


Appendix A

Site Photos


Craigavon Park Photos


Olympic Park Access way


Olympic Park Staging Area


Jetts Fitness


Wingate St. Photos


Rizal Reserve Photos


Ken Maunder Park


Queen Mary Reserve Photos


Akatea Park


Laurieston Park


Meadow Crescent


Riverglade Esplanade Photos


Roberts Field Entrance


Appendix B

Watercare Guidelines


Please note the following general Works Over conditions for works proposed within 10m of Watercare TRANSMISSION assets:

1. Building over chambers, valves, manholes, rising mains and connections is NOT permitted. 2. NOTE: Do NOT CCTV transmission mains. 3. Critical Transmission mains are to be clearly located and marked out on site. You may either spear

and pot-hole or hydro excavate the main. Investigation Consent must be applied for prior to excavation or any other works that involve penetrating the ground.

4. If it is not practical to spear and pot-hole the main, it must be surveyed/marked-out by a Watercare approved registered surveyor at the applicants cost.

5. Please note that for health and safety reasons only approved third parties are allowed access to Watercare networks.

6. Foundations are to be designed to ensure that no additional loading is imposed on the main by the new structure.

7. If piles are proposed, depending on the depth, ground conditions and condition of the main, 1 to 2 metre minimum clearance from face of pile to face of main may be required.

8. Piles within 5 meters of the main are to be drilled and not driven. 9. Depending on proposal, depth and condition of the pipe, engineering report may be required. 10. This applies to any retaining walls too, if proposed. 11. Inspections/stand-over as per consent conditions. 12. IMPORTANT: Final Works Over sign off, if required, is dependent on Inspections/stand-over

feedback and the contractor supply accurate as-built information.

Please note the following general Works Over conditions for works proposed within 10m of Watercare RETAIL assets:

1. Building over chambers, valves, manholes, rising mains and connections is NOT permitted. 2. Pre-construction CCTV inspection is required and is to be carried out by Watercare approved

contractors prior to consent being issued. Please send to 73 Remuera Road, Newmarket. 3. Please note that if the main is damaged or deemed to be in poor condition, it must be repaired at the

applicant’s expense, prior to Build Over Consent being issued. 4. Mains must be clearly marked-out. This can be done by the CCTV contractor during the inspection. 5. Please note that for health and safety reasons only approved third parties are allowed access to

Watercare networks. 6. Foundations are to be designed to ensure that no additional loading is imposed on the main by

the new structure. 7. If piles are proposed, depending on the depth, ground conditions and condition of the main, 1 to 2

metre minimum clearance from face of pile to face of main may be required. 8. Piles within 5 meters of the main are to be drilled and not driven. 9. Post-construction CCTV inspection is required to ensure the main has not been damaged. 10. IMPORTANT: Final Works Over sign off, if required, is dependent on Inspections/stand-over

feedback and the contractor supply accurate as-built information.

MINIMUM COVER required over TRANSMISSION mains is: - 1500mm for new carriageway and existing carriageway reinstatement - 900mm in berms and footpaths; if not achievable, please discuss with Watercare

MINIMUM COVER required over RETAIL mains is:

- 900mm for new carriageway and existing carriageway reinstatement - 600mm in berms and footpaths; if not achievable, please discuss with Watercare

NEW SERVICES proposed in close vicinity of Watercare assets - minimum clearances are: - 1.0 metre horizontal for trenching - Directional drilling, 2.0 metres horizontal - 500mm minimum vertical clearance for services over or under affected mains at the crossing

points


Investigation Consent is required for any test pits, hand augering, bore holes or potholing in close vicinity of Watercare critical assets and if you wish to determine the pipe location or depth for your design. To apply, please send your application to [email protected] Alterations to existing RETAIL assets - Engineering Plan Approval (EPA) is required: If proposed construction works and services clash with Watercare retail assets, it is the applicant’s responsibility to either divert affected mains or to adjust their proposed design. Design drawings for mains diversion shall be submitted to Auckland Council or Watercare’s’ Connections Team [email protected] for Engineering Plan Approval (EPA) process. Any significant changes proposed to existing lid levels or chambers will also require the EPA. Minor alterations may not require the EPA, subject to confirmation. Any alterations to existing TRANSMISSION assets should be individually applied for to Watercare’s’ Works Over Team [email protected] and approved by Works Over and Water/Wastewater Transmission Teams. Works Over Consent is required prior to any construction works start and should be applied for through Works Over Team [email protected] . Due to liability reasons, Watercare prefer issuing works over consents to the principal contractor(s) awarded the work. If a Watercare approval is required for Auckland Council (for Resource or Building Consent), once we review and approve the design drawings and methodology we can issue our pre-approval Consultation Letter to confirm that we have no objections to the proposal. The principal contractor may apply for Works Over Consent once appointed and ready to start construction works. Please make sure that your design complies with our requirements – please ensure that design drawings supplied with your application include our assets, new proposals’ construction details and the required clearances clearly indicated. Standard detail drawings for building close to or over our assets are also attached for your information.

mailto:[email protected]





Roberts Field Entrance


Appendix C

Rizal Reserve to Rata Street


Rizal Reserve to Rata Street The Rizal Reserve to Rata Street section of the proposed pathway presents some special challenges for design and construction due to the depth of the valley and slopes. The concept design in this location includes a bridge ~18m long over the tributary to the Whau River.

Description of the Works Required

There are two options for the alignment in this section, shown on Stellar Drawings 1358-101 Rev0 and 1358-300 Rev 0. The connection to Rizal Reserve will be a concrete pathway along the top edge of the valley. At the north end of the reserve, the boardwalk will commence and descend at a slope of ~1:67 for Option 1 or 1:50 for Option 2 to the valley at the south end of the bridge, along slightly different alignments for the two options. The deck level of the bridge will be ~+4.4m CD.

After crossing the stream Option 1 continues to drop at 1:67 for about 35m and then rises up the slope at a constant slope of 1:20 for 90m. The walkway will generally follow the contours of the valley slope, which will mean that the right (high) side will be close to ground level but the left side will up to 6m above ground level.

Option 2 crosses the stream and continues to drop at 1:50 for about 20m and then rises up the slope at a constant slope of 1:20 for 110m. For approximately 60m, the left side of the walkway will be above the tidal flat while the right side will be close to ground level. The left side will be up to 7m above ground level and at high tide there will be water under part of the walkway.

Both sections will require piles that are significantly longer than those that will typically be used in the flat sections of the boardwalk.

Boardwalk Construction Methodology

The construction methodology will vary based on contractor preferences/requirements and future site investigations. Based on the information available to Beca at the time of report preparation, a high level construction methodology has been outlined below.

Site Clearance

Vegetation obstructing construction works will be removed. This will include removal of vegetation along temporary access tracks and platforms and along the proposed alignment of the boardwalk and at all pile locations.

For both options some pohutukawa and other trees will have to be removed and/or significantly trimmed.

Potential Work Methods

As a result of the steep cross-slopes and the special crossing for the stream, it is envisaged that construction will be carried out employing either one of or a combination of the following methods.

n Erection of a standalone temporary staging. For working on the steep banks and over water, temporary staging maybe used. The contractor will need to design the temporary structure to support the construction equipment and be able to be removed after completion of the works. It is assumed that the access points for delivery of materials and access to temporary staging will be from Rizal Reserve for the southern end. As the stream crossing will require heavier equipment and larger components, it is


anticipated that a temporary staging will be required at this location at least.

n Use of the permanent structure as a construction platform. For the north side of the stream, the contractor may elect to use the permanent piles and deck as a work platform, working “over the top” to progressively build the boardwalk. The contractor will need to design the temporary work platform over the piles and check that the permanent piles have adequate strength to support construction loads. This may result in installation of stronger piles than needed for the permanent works, noting that on the low side of the boardwalk the piles will have a significant unsupported length and may require lateral bracing. Material could be delivered either from the open space area at Rata Street or, once the stream crossing is completed, from Rizal Reserve.

Stream Crossing

The stream crossings will be constructed to different design details to the boardwalk due to the longer spans and height. As the works are within the CMA, it is expected that the contractor will adopt a method of working which creates minimum disturbance to the seabed, vegetation, and surrounding land. It is possible that the contractor will establish a platform at the end of the temporary work platform on which a crane will be established with sufficient reach and capacity to drive the bridge piles and erect the beams and deck components. The size of the crane will dictate the design of the access from Rizal Reserve.

Access Points

It is anticipated that materials for the south end will be delivered from Rizal Reserve. For the north end, material would either be delivered from the open space area on Rata Street, or once the stream crossing is completed, from Rizal Reserve.

proposal te whau shared path construction methodology

Documents