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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
Volume 2: Assessment of Environmental Effects
ridor RoNS
Construction of the Project
The following is a summary of the current Project construction methodology and
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
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.
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.
The exact construction phasing sequence will be developed and refined as the
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.
such the conditions of consent proposed and the Construction Environmental
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
The following is a summary of the current Project construction methodology and
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.
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 with
Sussex Street, as well as the proposed intersection improvements at Pirie/Vivian
months. Assuming a
quarter of 2017. The
contingency.
The exact construction phasing sequence will be developed and refined as the
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
such the conditions of consent proposed and the Construction Environmental
propriately manage
entail:
ork at Pirie/Vivian/Kent/Cambridge and Buckle/Taranaki intersections to
e the impact of the
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
� 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
Volume 2: Assessment of Environmental Effects
ridor RoNS
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.
An overview of the construction programme for the bridge and at grade road
Figure 4-1. More detailed staging plans for the construction
process covering the entire Project works are included as Appendix A to the
Construction Environmental Management Plan in Volume 4 of these documents.
The key activities that will influence the likely construction methods are listed below.
Potential construction sequencing and programming are indicative only and might be
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.
An overview of the construction programme for the bridge and at grade road
. More detailed staging plans for the construction
process covering the entire Project works are included as Appendix A to the
these documents.
The key activities that will influence the likely construction methods are listed below.
Potential construction sequencing and programming are indicative only and might be
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
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
� 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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
Basin Reserve Screen and Building; and
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.
73
An overview of these elements is provided below and more detailed descriptions are
included in Appendix A of the Construction Environmental Management Plan in
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 4-1: Potential construction sequence and programme
Volume 2: Assessment of Environmental Effects
ridor RoNS
: Potential construction sequence and programme
74
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
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.
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
in the case event of discovering utilities. Trial hole operations will
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 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
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. 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
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. 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
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
. Trial hole operations will
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
echniques which significantly reduce the risk of
occur just before construction work commences in specific areas.
h archaeological work and provision of temporary
erosion and sediment control measures. During the site clearance phase, works will
be undertaken in accordance with a Construction Traffic Management Plan (CTMP).
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
Prior to commencing the main works the proposed improvements to the Taranaki
Street/Karo Drive and Pirie Street / Kent Terrace / Cambridge Terrace / Vivian Street
odate construction
to offset any potential delays
Further detail on these
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
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)
The construction methodology that has been developed is based on the use of a cast
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
highway and local access are implemented and operational before the impact of
reduced capacity at Paterson Street occurs. With this staging the related
can be managed effectively by the contractor, WCC, NZTA and ot
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
ng 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
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
Hania and Ellice Street will need to be either partially (one way access) or fully
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
The construction methodology that has been developed is based on the use of a cast
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
highway and local access are implemented and operational before the impact of
related effects of
, WCC, NZTA and other
transport providers (taxis, bus companies etc.). In planning the timing of these works
Other operations during construction that will influence movement around
ng 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
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
Hania and Ellice Street will need to be either partially (one way access) or fully
. Pedestrian access will be
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
The different effects of this traffic management have been assessed as part of
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
approximately 18m to loosen the material with large plant. The disturbed ground is
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
Stone columns involve displacing weaker ground with higher strength columns of
one. 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 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
replacing it with concrete. This method is traditionally set out in cells or
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
unaffected. The footpath may require minor adjustment in order to provide a
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
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
red to within Technical Report 3: Urban and Landscape Design
in Volume 3 of these documents.
77
The different effects of this traffic management have been assessed as part of
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
approximately 18m to loosen the material with large plant. The disturbed ground is
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
Stone columns involve displacing weaker ground with higher strength columns of
one. Columns are drilled out and replaced with the stone by
compaction techniques. This method forms a dense column of stone within the
whereby concrete piles (often with
ring out the weaker strata with heavy plant and
replacing it with concrete. This method is traditionally set out in cells or
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
unaffected. The footpath may require minor adjustment in order to provide a
for the abutment walls
cast wall panels with a cast in situ concrete base slab and
s. Where more
be used.
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
Urban and Landscape Design
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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
Volume 2: Assessment of Environmental Effects
ridor RoNS
Pier Construction
Pier construction will generally be undertaken from both ends of the bridge towards
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.
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
will be removed by the drill rigs and replaced with reinforced
concrete. Groundwater pressure which may affect the construction of the piles will be
controlled with a small diameter borehole and valve at each pile group location.
Figure 4-2: Typical bored pile rig
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
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 bridge. The shape of each column will be
different and likely cast in situ concrete in a mould. The concrete will be placed in
the mould by concrete pump.
78
Pier construction will generally be undertaken from both ends of the bridge towards
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.
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
will be removed by the drill rigs and replaced with reinforced
may affect the construction of the piles will be
controlled with a small diameter borehole and valve at each pile group location.
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
will be excavated and formed taking cognisance of retaining
any excavation with a road or building above. During excavation of the piling cap,
e. The shape of each column will be
different and likely cast in situ concrete in a mould. The concrete will be placed in
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
On completion of the column, the work zone will be backfilled and the ground
reinstated or prepared for the falsework.
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.
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
ry 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
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 road closures for erection and the same
of the falsework. The construction work will be carried out above
live traffic within a system of handrails, solid flooring, screens and safety nets that
will manage the risk of items falling on to the vehicles below.
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
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
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).
Eastern Abutment
nt, 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 plant intensive, the treatment area of this abutment
to be limited to a plan area comprising 4 metres beyond
and approach fill footprint.
The potential ground improvement techniques used are described in section 8.1.5
are as per the western abutment.
79
On completion of the column, the work zone will be backfilled and the ground
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, 3-4 weeks as
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
ry 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 bridging system will maintain vehicular access under the bridge and minimise
disruption to the trolley buses by maintaining power through the site. Each bridging
road closures for erection and the same
The construction work will be carried out above
live traffic within a system of handrails, solid flooring, screens and safety nets that
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 base slabs
have attained sufficient strength. When cured, the concrete will then be post
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 light
graffiti coating and laying road pavement and all related works.
These final stages of work can be undertaken with minimal interference on existing
nt, 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.
of this abutment
beyond the abutment
The potential ground improvement techniques used are described in section 8.1.5
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
The eastern end of the bridge will be supported on bearings on a reinforced concrete
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
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 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.
Works at the eastern abutment will be constructed in a staged manner to minimise
ial 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-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
period over the Christmas holiday could also significantly accelerate construction in
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)
Completion of this construction work adjacent to live traffic lanes will need to be
ully 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
onsider 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 advantage as that will reduce affects on
avoid potential effects on schools.
Given the limited working space, the preferred methodology for the abutment walls
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.
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 eastern end of the bridge will be supported on bearings on a reinforced concrete
the western abutment. The abutment beam
construction will be
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
are consistent with
red to within Technical Report
in Volume 3 of these documents.
Works at the eastern abutment will be constructed in a staged manner to minimise
ial 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
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
period over the Christmas holiday could also significantly accelerate construction in
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.
Completion of this construction work adjacent to live traffic lanes will need to be
ully 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
onsider 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-cast wall
reduce affects on traffic and
Given the limited working space, the preferred methodology for the abutment walls
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.
ely to occur after the SH1 westbound traffic is moved onto the new
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
These works involve the modification to the traffic flow, bus movements and parking
arrangements in front of St Marks School and the entry to Government House and
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 the size of the central island
and ensure safe flow of traffic, buses and cycles through the intersection.
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
been exposed to earthworks and achieve the overall design that will assist with the
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
deep to match the column structure in the lower floor. These piles will be cased, and
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.
pile is bored out, steel reinforcing cages are lowered in and concrete follows shortly
minantly 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 crane located on the north west or south east side of the
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
The selected option will be determined in conjunction with the structural
designer to provide the most appropriate solution.
81
These works involve the modification to the traffic flow, bus movements and parking
chool and the entry to Government House and
Wellington College. On Rugby Street the work involves widened footways to
accommodate the relocated bus stop from Adelaide Road in a southbound direction
e size of the central island
and ensure safe flow of traffic, buses and cycles through the intersection.
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
been exposed to earthworks and achieve the overall design that will assist with the
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
deep to match the column structure in the lower floor. These piles will be cased, and
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
pile is bored out, steel reinforcing cages are lowered in and concrete follows shortly
minantly 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
ne located on the north west or south east side of the
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
will be determined in conjunction with the structural
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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
access with concrete pumps to enable the reach across the floor area.
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
Volume 2: Assessment of Environmental Effects
ridor RoNS
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.
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
uld 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
truss structure will require a piled foundation.
edominantly be concrete, poured in sections, requiring concrete truck
access with concrete pumps to enable the reach across the floor area.
There are two components to the super structure, being the building structure and
. The building is currently expected to be a relatively simple
structure will a fully glazed façade and at this stage will follow a typical sequence of
structure erection;
and
is slightly different requiring larger craneage of the articulated
steel truss into its vertical position. This will be erected in sections with soil
containers added afterwards.
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 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
to the bridge, with imported structural fill for abutment reinforced earth walls. It is
82
Green Screen
on the corner of Kent Terrace and Ellice Street and
is expected to be undertaken as
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
uld 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
truss structure will require a piled foundation.
edominantly be concrete, poured in sections, requiring concrete truck
access with concrete pumps to enable the reach across the floor area.
There are two components to the super structure, being the building structure and
is currently expected to be a relatively simple
structure will a fully glazed façade and at this stage will follow a typical sequence of
age of the articulated
steel truss into its vertical position. This will be erected in sections with soil
Construction activities will, at times, occupy most of the extent of the Project Area.
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. piling to be
It is expected that the site compounds will include temporary site buildings, material
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
to the bridge, with imported structural fill for abutment reinforced earth walls. It is
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
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.
Volume 2: Assessment of Environmental Effects
ridor RoNS
assumed the retaining wall from Ellice Street to Paterson Street will also require
Similarly, construction of the foundations/pile caps at each pier will require cut to
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-site, at approved
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 with the erosion
control plan (see draft in the CEMP, Volume 4 to these documents)
with GWRC’s “Erosion and Sediment Control Guidelines for the Wellington Region”
The constructor shall maintain all these works to achieve the required outcomes for
he duration of the contract period and until approval for the removal is attained
Environmental Compliance
Prior to any site works commencing, the constructor will be required to prepare,
implement and manage a CEMP. The detailed CEMP shall address measures to
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
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
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 activities.
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
sing 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
83
assumed the retaining wall from Ellice Street to Paterson Street will also require
each pier will require cut to
waste below the foundation footprint followed by landscaping with imported material
site, at approved
The contaminated land management plan (Volume 4) includes details on likely
contaminated material and methods for treating or removing where necessary.
with the erosion
control plan (see draft in the CEMP, Volume 4 to these documents) and
with GWRC’s “Erosion and Sediment Control Guidelines for the Wellington Region”
The constructor shall maintain all these works to achieve the required outcomes for
he duration of the contract period and until approval for the removal is attained
Prior to any site works commencing, the constructor will be required to prepare,
address measures to
minimise and manage any adverse construction effects. A draft CEMP is included in
Volume 4 of these documents. As this plan has been developed prior to
development of the final construction methodology, the information included is
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
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
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
sing 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
Recommended