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Northern Corridor Improvements

Design and Constructability

Report
Project No: 250310
Document Ref:
NCI-3PRE-3DES-RPT-0049
Revision: 1

12 November 2016
This report has been prepared for the benefit of the NZ Transport Agency (NZTA). No liability is
accepted by this company or any employee or sub-consultant of this company with respect to its use
by any other person.
This disclaimer shall apply notwithstanding that the report may be made available to other persons for
an application for permission or approval or to fulfil a legal requirement.

Quality Assurance Statement

Prepared by: Andrew Douglas (Aurecon)

Reviewed by: Gary Moore (Aurecon)

NZTA Reviewer: Kenny See

Approved for issue by Aurecon: Jon Hind

Approved for use by NZTA: Kenny See

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Contents
1 Introduction 1
1.1 Project Overview 1
1.2 Project Objectives 2
1.3 Purpose of this Report 2
1.4 Report Structure 2
2 Project Constraints 4
3 Design Approach 6
3.1 Design Development 6
3.2 Design Principles 6
4 Design Description 9
4.1 General 9
4.2 Highway and Local Road Works 9
4.3 Busway 13
4.4 Walking and Cycling: Shared Use Path (SUP) 14
4.5 Structures 14
4.6 Causeway Works 16
4.7 Landfill 17
4.8 Stormwater 17
4.9 Works in and around streams 18
4.10 Utilities 19
5 Construction Zones and Construction Support Areas 23
5.1 General 23
5.2 Zone 1 - SH18/SH1 Motorway to Motorway connection and SH18 offline works 24
5.3 Zone 2 – SH18 Upper Harbour Highway (SH1 to Albany Highway) 25
5.4 Zone 3 – SH1 Northbound Widening 26
5.5 Zone 4 - SH1 Southbound Widening 27
5.6 Zone 5 - SH1 Median Works 28
5.7 Zone 6 - Albany Station Busway Bridge 28
5.8 Zone 7 - Busway North (Albany Station to Greville Rd) 28
5.9 Zone 8 Busway South (Greville Road to Constellation Station) 29
6 Construction Duration and Staging 31
6.1 General 31
6.2 Description of Construction Stages & Indicative Works 31
7 Construction Methodology 33
7.1 General 33
7.2 Working hours 33
7.3 Construction Support Areas 33

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 7.4 Construction Noise & Vibration 35
7.5 Earthworks 35
7.6 Contaminated Ground Management 36
7.7 Construction Water Management 36
7.8 Stormwater Wetland Construction 36
7.9 Outfalls to Streams 37
7.10 Works in or adjacent to Overland Flow Paths / Floodplains 38
7.11 Abandonment and diversion of existing manmade open channels 38
7.12 Pavements and Impervious Areas 38
7.13 Rosedale Road Lowering 39
7.14 Constellation Station 39
7.15 Utility Diversions 39
7.16 Causeway Works 39
7.17 Closed Landfill 40
7.18 Transport Disruption 41
7.19 Structures 42

Appendices
Appendix A
Causeway Works Sketches
Appendix B
Proposed Construction Zones
Appendix C
Indicative Construction Programme
Appendix D
Indicative Cut & Fill Volumes by Construction Zone

Figures
Figure 1 Extent of Project Area 1
Figure 2 Outfall to streams – typical detail 37

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Tables
Table 1 Physical Constraints 4
Table 2 Time Constraints 5
Table 3 Bridge List 15
Table 4 Proposed cross drainage 16
Table 5 Vector relocation works 21
Table 6 Zone 1 – SH18/SH1 motorway to motorway connection and SH18 offline works 24
Table 7 Zone 2 – SH18 Upper Harbour Highway (SH1 to Albany Highway) 25
Table 8 Zone 3 – SH1 Northbound Widening 26
Table 9 Zone 4 – SH1 southbound widening 27
Table 10 Zone 5 – SH1 median works 28
Table 11 Zone 6 – Albany Station busway bridge 28
Table 12 Zone 7 – Busway North (Albany Station to Greville Road) 28
Table 13 Zone 8 – Busway South (Greville Road to Constellation Station) 29
Table 14 Construction Zone indicative cut & fill volumes 36
Table 15 Types of structure 42
Table 16 New bridges – Construction methodologies 43
Table 17 Existing bridge/culvert improvement - Construction methodologies 44
Table 18 Construction Activities for Gravity Type Retaining Walls 46
Table 19 Construction Activities for MSE Walls 47
Table 20 Construction Activities for Steel Post Walls / Timber Pole Walls 47
Table 21 Construction Activities for Bored Pile Walls and Anchored Bored Pile Walls 48

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Glossary of Abbreviations

Glossary of Abbreviations

AEE Assessment of Environmental Effects

AFGL Above Finished Ground Level

AMA Auckland Motorway Alliance

ARC Auckland Regional Council

AT Auckland Transport

AT CoP Auckland Transport Street Lighting Code of Practice

ATMS Advanced Traffic Management System

BPO Best Practicable Option

CSA Construction Support Area

CZ Construction Zone

DCR Design & Constructability Report

DHC Double Hollow Core

ECBL East Coast Bays Link

ESCP Erosion and Sediment Control Plan

FIH Federation International Hockey

HHCT Harbour Hockey Charitable Trust

Hockey Working Group (New Zealand Transport Agency, North Harbour

HWG Hockey, Harbour Hockey Charitable Trust, Hockey New Zealand, Watercare
Services Limited, Auckland Council)

ITS Intelligent Transport Systems

JMAC Joint Modelling Application Centre

LED Light Emitting Diode

MSE Mechanically Stabilised Earth (block walls)

NCI Northern Corridor Improvements

NHH North Harbour Hockey

NoR Notice of Requirement

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Glossary of Abbreviations

NZ Transport
New Zealand Transport Agency
Agency

PWA Public Works Act

RSA Road Safety Audit

SH1 State Highway 1

SH18 State Highway 18

SID Safety In Design

SUP Shared Use Path

TFUG Transport for Future Urban Growth

The Northern Corridor Improvements Project; including Alterations to

The Project
Designations and activities requiring Resource Consents

TTM Temporary Traffic Management

UC U-Channel

UHH Upper Harbour Highway

WRR Western Ring Route

WSL Watercare Services Limited

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Terms and Definitions

Terms Definitions

Alignment The route or position of the proposed motorway.

The unitary authority in terms of the Local Government (Auckland Council)

Auckland Council Act 2009 and the Local Government (Auckland Transitional Provisions) Act
(AC) 2010 which replaced the eight existing councils in the Auckland Region as of
October 2010.

Defined in Section 2 of the RMA. In relation to a discharge of a contaminant

Best Practicable
or an emission or noise, this means the best method for preventing or
Option (BPO)
minimising the adverse effects on the environment.

Culvert A pipe, designed to convey water under an embankment

Defined in Section 2 and Section 166 of the RMA as provision made in a

Designation district plan to give effect to a requirement made by a requiring authority
under section 168 or section 168A or clause 4 of Schedule 1.

An activity that results in a contaminant being emitted, deposited, or allowed

Discharge
to escape.

As defined in Section 3 of the RMA, the term effect includes:

Any positive or adverse effect; and

Any temporary or permanent effect; and
Any past, present, or future effect; and

Effect Any cumulative effect which arises over time or in combination with other
effects –
regardless of the scale, intensity, duration, or frequency of the effect, and
also includes-
Any potential effect of high probability; and

Any potential effect of low probability which has a high potential impact.

Hydrology The branch of science concerned with the properties of the earth’s water.

As defined in Part 2 of the Public Works Act 1981: A motorway declared as

such by the Governor-General in Council under section 138 of this Act; and
includes all bridges, drains, culverts, or other structures or works forming
Motorway
part of any motorway so declared; but does not include any local road,
access way, or service lane (or the supports of any such road, way, or lane)
that crosses over or under a motorway on a different level

Overland Flow Path The natural flow path of stormwater over the ground.

A new interchange inclusive of the reconfiguration of the existing Caribbean

Paul Matthews Road Drive intersection, a new eastbound off-ramp from SH18 and a direct
Interchange connection of Paul Matthews Road to Upper Harbour Highway via a new
bridge structure.

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Terms Definitions

Pedestrian/Cycleway A dedicated facility for the shared-use of pedestrians and cyclists.

Pier Vertical support structure for a bridge.

The Project area is the Project corridor and immediate surrounds as shown
Project Area in Figure 1.

Capturing sediment that has been eroded and entrained in overland flow
Sediment Control
before it enters the receiving environment.

A strategic State highway route which provides an alternative to SH1 as a

regional route for traffic traversing Greater Auckland. The WRR requires the
Western Ring Route completion of links and new lanes to combine the South-western (SH20),
(WRR) North-western (SH16) and Upper Harbour (SH18) highways into a
continuous 48km motorway. The WRR will link the North Shore, West and
South Auckland.

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1 Introduction

1.1 Project Overview

The Northern Corridor Improvements Project (the Project) is an accelerated project. The Project area
covers the area of SH18 between Albany Highway and Constellation Drive, and SH1 between Upper
Harbour Highway (UHH) interchange to just beyond the Oteha Valley Road Interchange as indicated
on Figure 1 below and confirmed in the suite of plans provided in Volume 5.

Figure 1 Extent of Project Area

Source: Base Map from LINZ

The Project proposes to upgrade the existing State highways within the Project area. In summary, the
key elements of the Project are as follows:
 North and West Motorway Interchange connections – SH1/SH18;
 State highway capacity and safety improvements;
 Northern busway extension from Constellation Station and connection to Albany Station;
 Reconfiguration of Constellation Station converting it from a terminus station to a dual direction
station

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 Shared Use Path (SUP) provision along existing SH1 and SH18 routes for the full extent of the
Project corridor
 Constellation Station to Oteha Valley Road
 Constellation Drive to Albany Highway
 Intermediate linkages to local network
A full description of the Project, including its components and construction, is contained in section 5 of
the Assessment of Environmental Effects

1.2 Project Objectives

The objectives for the project are:
 To help facilitate interregional travel between Auckland and Northland by completing the Western
Ring Route to motorway standard
 To improve connectivity of the SH1 and SH18 interchange
 To improve safety, efficiency, reliability and the capacity of
 SH1 between SH18 and Albany; and
 SH18 between SH1 and Albany Highway.
 To provide safe walking and cycling facilities adjacent to SH1 and SH18 and connections to local
transport networks.
 To extend the North Shore Busway from Constellation Bus Station to the Albany Bus Station.

1.3 Purpose of this Report

This Design and Constructability Report (DCR) prepared by Aurecon New Zealand Limited (Aurecon) is
an appendix to the Assessment of Environmental Effects (AEE) which supports the New Zealand
Transport Agency’s (NZ Transport Agency) Notices of Requirement (NoR) and suite of Resource
Consent Applications for the Project.
The DCR describes the indicative design, construction and operation of the Project works to provide a
clear understanding of the Project components.
This is to enable an understanding of the scale of the potential effects on the environment as a result
of the Project, sufficient to inform technical specialists undertaking the required assessments.

1.4 Report Structure

This report is structured to describe an overview of the Project, relevant physical works, construction
methodologies and other considerations relevant to the Project resource consent requirements. The
report follows the following structure:
 Section 2: Project Constraints – Describes the key physical and programme constraints on the
Project;
 Section 3: Design Approach – Introduces the historical design development, the current design
philosophy and principles which influence the design;
 Section 4: Design Description – Describes the key elements of the design including any key
design and environmental considerations;
 Section 5: Construction Zones & Construction Support Areas – Introduces the Construction Zones
and the works within them;
 Section 6: Construction Duration & Staging – Describes the overall timing and sequencing of the
physical works;

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 Section 7: Construction Methodology – Describes the construction methodology assumed for each
key element including any specific requirements and/or limitations;
The report is supported by the following appendices:

 Appendix A: Sketches showing indicative options for the proposed causeway works.
 Appendix B: A drawing of the proposed construction zones.
 Appendix C: Indicative Construction Programme.
 Appendix D: A drawing showing the indicative cut and fill volumes by construction zone.

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2 Project Constraints

There are two key categories of constraint for the Project. There are physical constraints which
predominantly affect the development of the design solution, and time constraints which impact the
anticipated construction staging, methodology and cost.
The physical constraints which have influenced the design to date generally result from the dense
existing urban environment and the engineering challenges associated with this. The main physical
constraints relating to the Project are shown in the table and further described below.

Table 1 Physical Constraints

Key Constraint Description

The Project corridor is constrained by the proximity of adjoining land uses. Commercial,
Property
industrial, residential and open space activities all abut the Alignment.
Due to the topography of the area, the construction of a significant number of retaining
Topography
walls (cut and fill) will be necessary along the Project Alignment.
There are several key utility assets within the project area including Watercare’s Rosedale
Utilities Waste Water Treatment Plant and associated Pondlink, TS5 & TS7 sewers, Transpower’s
220kV cables and Vector’s 110kV cables.
The Project Area already experiences flooding in various locations, and includes a number
of Auckland Council stormwater ponds critical to its network that will be affected by the
works and need to be reinstated.
Stormwater
There is also considerable cross catchment flow across the Project Area which will be
affected by the motorway embankment works. This flow will be managed by cut-off drains
located within the Designation.
The alignment is constrained by the requirement for compliance with geometric design
Geometric standards as far as practicable. This has particular relevance for the tie in to the existing
Design SH18 and SH1 corridors and the need for the busway to tie into the existing Constellation
and Albany stations.
The extension of the busway impacts the Rosedale Closed Landfill. Any impact on the
Environmental
landfill needs to be mitigated appropriately.
Existing structures affect the geometric design and overall Project solution including
Existing
existing bridge levels, clearances, bridge conditions, structural capacities, acceptable
Structures
structural forms and an influence on urban design outcomes.
Growth/future Wherever possible the design should not preclude future NZ Transport Agency aspirations
projects such as south-facing SH1/SH18 ramps and allowance for future TFUG projects.
Due to the close proximity of dwellings and businesses to the construction works, there are
Construction
many locations where construction methods will need to be developed to minimise
Noise
construction noise.

The time constraints which have influenced the development of the anticipated construction staging,
methodology and cost are outlined in the table below.
It should be noted that the construction staging and methodology described within this DCR
represents a realistic and feasible methodology from which the anticipated effects on the environment
of these activities can be identified. It is intended to be indicative and does not represent a definitive
methodology which will be developed by the contractor once appointed at a later stage of design
development.

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Time constraints are constraints which are expected to influence the timing of construction activities
including:
 The ability of the contractor to begin the activity/works;
 The duration of the activity/works; and
 Working hours (e.g. night works, weekend works).

Table 2 Time Constraints

Key Constraint Description

The construction of the Project is highly constrained by the requirement to minimise
Live
disruption to the existing service levels of the carriageway, and in particular existing public
Carriageway
transport operations including Constellation Station and Albany Park & Ride.
Availability of all existing North Harbour Hockey Club facilities to host the 2016-17
North Harbour
Women’s FIH World League Final in November 2017. This includes the clubhouse, parking
Hockey
and 4 pitches on the existing site.
The acquisition of property either as a result of willing buyer/willing seller or through
Property application of the Public Works Act (PWA) has a direct impact on the construction
Acquisition timetable. Provision of access to required properties by the contractor is critical to the
construction of various elements of the Project.
The earthworks season is within the driest months (2 October to 31 April) in order to control
Earthworks
sedimentation.

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3 Design Approach

3.1 Design Development

A number of early investigations and studies had been undertaken by the NZ Transport Agency (as
well as the Auckland Council and Auckland Transport) since 2010 on a number of the components
that now form part of the Project. These formed the starting point for the development of the design for
lodgement as described in this report.

3.2 Design Principles

3.2.1 Safety In Design (SID)
Safety in Design (SID) considerations for construction, operations, maintenance and decommissioning
have been considered in development of all design elements and are recorded within the project SID
register.

3.2.2 Road Safety Audit (RSA)

The design has undergone a further Road Safety Audit (RSA). Previous issues raised by the auditors
during earlier stages of design have been successfully closed out and new issues raised are relatively
minor with no fundamental flaws.
It is expected that further RSAs will be completed during development of the detailed design.

3.2.3 Road Geometry & Signage

The proposed works are intended to create a safe and efficient section of highway and improve the
overall function of SH1, SH18 and the adjoining network where affected. The design has been
developed based on the principle that the design:
 will not exacerbate any existing design deficiencies; and
 will improve or remove existing deficiencies where practicable.

3.2.4 Road Lighting

The road lighting has been designed to provide for the following whilst minimising spill lighting, glare
and skyglow:
 Provision or replacement of any lighting including infrastructure necessary on local authority-
controlled roads to tie in with new interchange lighting.
 A limit of reticulation on the existing motorway and local roads that will be either sufficient to
transition into the existing lighting system (where one exists), or sufficient to illuminate the furthest
physical island that is constructed as part of the overall works in unlit situations.

3.2.5 Earthworks
The key design principles adopted are as follows:
 All cut/fill slopes will be stabilised to prevent any fretting or erosion after construction. Spill-through
abutment slopes shall be surfaced with paving stone blocks to eliminate the potential for weed
growth and erosion;
 An overall project cut/fill balance will be maintained as far as practicable; and

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 Earthworks, cut slopes, and fill embankments have been designed with gradients of 1V:3.0H
(vertical:horizontal). In some constrained areas, fill slopes have been increased in gradient to
1V:2.5H (vertical:horizontal). These parameters require confirmation following detailed site
investigation results.

3.2.6 Busway extension

The busway design principles are as follows:
 Busways are about moving people more efficiently, more reliably, more comfortably, safely and
faster;
 Busways and stations should also provide the ability to transfer between local/ feeder services and
rapid and frequent express services;
 Busways and stations should be flexible to potential changes in network strategies -
 Infrastructure should allow for future network design;
 land use change, maintenance diversions and emergency access/egress; and
 Infrastructure should protect for future co-location of regular buses with higher-capacity
vehicles.
 Busways and stations should be easy to use and attractive to potential public transport patrons on
and off the busway network;
 Busways and stations should be sensitive to their context while maintaining legibility, quality and
functionality;
 Busways and stations should minimise fire and life safety risks to patrons and the broader
community; and
 The preferred hierarchy for access modes to all busway stations is:
 walk/cycle;
 other public transport (i.e. feeder buses);
 taxi;
 kiss and ride; and
 park and ride.
For the reconfiguration of Constellation Station the following architectural principles have been
adopted:
 A range of modular design elements applicable to a wide range of situations;
 Key themed architectural elements within the ‘kit of parts’, including ‘Clouds’, ‘Masts’, and
‘Landscape’, that express the essence of the Auckland Region;
 Community safety focus with maximised user visibility; and
 Cost-effective, robust and easily maintained materials.

3.2.7 Bridges and Structures

The key design principles adopted are as follows:
 Design life of 100 years for new structures (including new elements attached to existing). The
existing structures are to have a minimum remaining serviceable life of 20 years following
construction;
 The seismic assessment of the existing bridges is based on a 500 year minimum return period
event;
 Edge protection to be TL4-HT (overbridges) or TL5-HT (motorway structures) barriers (as per
NZTABM Appendix B);

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 Allowance made for existing and future services;
 Allowance for future retrofit of anti-throw screens where structures are over the motorway;
 If possible the design should attempt to eliminate joints, bearings and associated maintenance
requirements through semi-integral/integral design; and
 Kerbs on bridges adjacent to footpaths/shared paths should be semi-mountable.

3.2.8 Rosedale Closed Landfill

The design of the highway, busway and SUP in the vicinity of the Rosedale Closed Landfill has been
developed based on the following design principles:
 Minimisation of the cut into the existing landfill and in particular the existing refuse;
 Minimisation of the impact on the existing Auckland Council Closed Landfill gas monitoring and
leachate reticulation systems; and
 Safety of construction.

3.2.9 Stormwater and Hydrology

The key principles adopted for the design of the stormwater and hydrology are described within the
Assessment of Stormwater Management, Technical Assessment 11 of Volume 3.

3.2.10 Landscaping and Urban Design

Landscaping and urban design are described within the Assessment of Landscape & Visual Effects,
Technical Assessment 11 of Volume 3 and the Urban Design and Landscape Framework, Volume 4.

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4 Design Description

4.1 General
This section describes the proposed design of the NCI Project as outlined in the following suite of
plans provided in Volume 5:
 General Arrangements;
 Constellation Station General Arrangement;
 Typical Cross Sections; and
 Civil Structures.
The description is separated into the following key elements:
 Highway & Local Road Works
 Busway
 Walking & Cycling: Shared Use Path (SUP)
 Structures
 Causeway Works
 Landfill
 Stormwater
 Works in and around streams
 Utilities
It should be noted that the proposed design described within this DCR is a preliminary design and will
be developed further during the implementation phase once a contractor is appointed.

4.2 Highway and Local Road Works

4.2.1 General
The Project includes the following main highways and roading elements:
 Upper Harbour Highway (SH18) is to be upgraded to full Motorway status and separated from the
local roads.
 New direct connections are to be provided, between SH1 (north) and SH18 (westbound), and
between SH18 (eastbound) and SH1 (north).
 The existing third northbound lane on SH1 will be extended across the Upper Harbour Interchange
as far as the new connection from SH18.
 Additional (fourth and fifth) lanes are to be provided northbound on SH1 between the new SH18
eastbound connection and the Greville interchange.
 An additional (fourth) lane is to be provided northbound on SH1 between the Greville Interchange
and the Oteha Valley Interchange. This will allow an additional general traffic lane to be provided,
next to the existing climbing lane.
 Additional (third and fourth) lanes are to be provided southbound on SH1 between the Greville
Interchange and the new SH18 westbound connection.

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 There will be a lane drop, from four to three lanes, southbound on SH1, at the new connection to
SH18, but the third lane will continue beyond the Upper Harbour southbound off ramp.
 An additional lane will be provided on SH1, across the Greville Interchange, in both the northbound
and southbound directions.
 Extension of the Northern Busway from the Constellation Bus Station to the Albany Bus Station.
 Shared walking and cycle path on the eastern side of the Northern Motorway between the the
Constellation Bus Station and the Albany Bus Station.
 Further walking and cycling connections are to be provided alongside SH18, between SH1 and the
SH18 Albany Interchange.
 Modified connections are to be provided to Paul Matthews Road including a new bridge structure,
with local road access retained and walking and cycling access added along and across SH18.
 Increasing the vertical clearance from Rosedale Road to the SH1 bridge soffit by lowering
Rosedale Road.
 The proposed layout along the mainline of the motorway is shown within the General Arrangement
plans provided within Volume 5.

4.2.2 Grade separation of SH1 and SH18 (Motorway to Motorway ramps)

The proposed system interchange will include two direct Motorway to Motorway ramp connections
between SH1 southbound to SH18 westbound and SH18 eastbound to SH1 northbound.
The SH1 southbound to SH18 westbound ramp will be a two-lane exit with two lanes at the nose. The
ramp will cross over SH1 and the two lanes will continue to form the eastern end of the westbound
carriageway of the SH18 Motorway.
The SH18 eastbound to SH1 northbound ramp will be a two lane ramp with ramp meter and a bypass
transit lane. The ramp commences at the eastern end of the realigned SH18 Motorway. The ramp will
be two lanes at the entry nose and the SH1 northbound carriageway will gain two auxiliary lanes after
the ramp merge.

4.2.3 State Highway 1 (SH1)

4.2.3.1 SH1 / Upper Harbour Interchange

The existing Upper Harbour Interchange (sometimes referred to as the SH1 Constellation Drive
Interchange) is a closed diamond configuration with the mainline elevated over Upper Harbour
Highway. It includes both north facing and south facing ramps, with signalised intersections at the two
intersections of the Motorway ramps with Upper Harbour Highway (northbound ramps) and
Constellation Drive (southbound ramps). The northbound on ramp has a bus lane which bypasses the
ramp meter signals.
The existing northbound off ramp is a 1 lane diverge with subsequent lane drop. The existing ramp
widens from one to three lanes after the ramp nose. As part of the NCI Project it is proposed to widen
the ramp by one lane from three to four lanes at the terminal intersection, adding a second left turn
lane to increase capacity.
The existing northbound on-ramp is configured as a two lane ramp with ramp-meter and bypass bus-
lane. It merges to one lane at the ramp nose and then joins SH1 as a third auxiliary. As part of the NCI
Project the ramp will be realigned to suit the widened northbound carriageway, the bypass bus lane
will be removed as it will no longer be required due to the busway extension and a new enforcement
bay added near the ramp meter.

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The existing southbound off-ramp is a one lane simple diverge with a bus-lane shoulder. The ramp
widens to four lanes after the nose at the terminal intersection, including a bus lane with buses able to
enter the Constellation Bus Station at the foot of the ramp. As part of the NCI Project, the ramp will be
realigned to suit the widened SH1 southbound carriageway and the bus-lane and bus-shoulder will be
removed as it will no longer be required.
The existing southbound on-ramp is configured as a two-lane ramp with ramp meter and bypass T2
transit lane. It merges to one lane at the ramp nose and then is a simple merge with the two lane SH1.
No modifications are proposed to this ramp as part of the NCI Project.

4.2.3.2 SH1 / Greville Road Interchange

The Greville Road Interchange is a part-diamond, part-loop (Trumpet Type A) arrangement with the
mainline elevated over Greville Road.
The existing southbound off-ramp is a one lane ramp with subsequent lane drop. The existing ramp
widens after the nose to three lanes including a bus lane at the terminal intersection. As part of the
NCI Project, the exit will be changed from a lane drop to a simple diverge with taper. The terminal
intersection with Greville Road will be modified from a part-signalised tear-drop roundabout to a
conventional four-arm signalised intersection. Two lanes will be provided at the ramp terminal without
a bus-lane.
The existing southbound on-ramp is a two lane ramp with ramp meter and bypass T2 transit lane. It is
one lane at the nose. As part of the NCI Project the ramp will be realigned and widened to two lanes at
the nose and the SH1 southbound carriageway will gain one auxiliary lane after the ramp merge.
The existing northbound off-ramp is a two lane exit. After the nose the ramp widens from two to five
lanes at the terminal intersection with Greville Road. The NCI Project proposes to realign the ramp
and reconfigure the ramp lane development to ensure there are no trapped lanes at the terminal
intersection. The exit will be modified to a two-lane exit with subsequent lane drop.
The existing northbound on-ramp is a single lane loop ramp. The existing ramp merges with the SH1
northbound carriageway as an auxiliary climbing lane. The NCI Project is proposing to realign the
ramp and retain the climbing lane.

4.2.3.3 SH1 / Oteha Valley Road interchange

The existing interchange is a closed diamond configuration with the mainline elevated over Oteha
Valley Road.
The existing northbound off-ramp is a single lane exit with subsequent lane drop. The ramp gains a
lane after merging with an exit ramp from the Albany Bus Station. As part of the NCI Project, the ramp
will be realigned and widened to a two-lane exit with subsequent lane drop. The ramp will be widened
to three lanes at the merge with the bus station exit ramp.
All other ramps will not be modified as part of the NCI Project.

4.2.4 State Highway 18 (SH18)

4.2.4.1 SH18 / Albany Highway Interchange

The existing Albany Highway interchange is a conventional diamond configuration. The on-ramps are
single lane simple merge type ramps and the off-ramps are single lane simple diverge type ramps.
As part of the NCI Project, it is proposed to improve the existing substandard westbound off-ramp
sight distance. No other modifications to the interchange are proposed.

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4.2.4.2 SH18 / Paul Matthews Road Interchange
The proposed Paul Matthews Road Interchange will be a half diamond configuration with only a
westbound on-ramp and eastbound off-ramp. The westbound on-ramp will be a 2 lane ramp with ramp
meter. The two lanes will merge into one lane at the ramp nose and will be a simple merge with the 2
lane motorway. The eastbound off-ramp will be a single lane simple diverge widening to two lanes
after the nose.
The eastbound off-ramp terminal will be a roundabout with an entry speed of 30km/h and suitable
speed reducing curves prior to the roundabout.

4.2.5 Lighting

4.2.5.1 Main Carriageway

To minimise the visual impact on the environment the main carriageway shall have the lighting
columns located within the protective central median concrete barrier with infill lighting positioned on
the shoulders where ramps are located for on and off ramps. Wider sections with 5 lane arrangements
will require infill lighting from the shoulder from a dual opposite arrangement to improve the uniformity
and compressed centres to meet the design levels defined within the New Zealand Transport
Agency’s M30 Specification for Road Lighting including joint Australia New Zealand AS/NZS1158
Road Lighting Standards.
The optimum elevation of the lighting columns for the main carriageway will be a nominal height of 12-
14m above finished ground level (AFGL) with an outreach arm of 1.2-3m with provision to extend to a
maximum of 4.2m if necessary. For visual uniformity, the ramps will have the same column height but
with a shorter outreach arm of a minimum of 1.2m-2.4m pending on the offset from the kerbline or low-
level protection. Where lighting poles along the shoulder require safety clearances from HV overhead
lines then the lighting poles will be assessed in overall height to meet the minimum distances.
The lighting columns will be direct buried in the shoulder with the appropriate foundation type of shear,
flanged or frangible bases. Columns located within a protective concrete barrier will be flange based.
Central median lighting will be twin outreach arrangement with the ramps having a single luminaire per
column. The lighting columns will be located at a general spacing of 60m along the central median
with 45-55m spacing along the shoulders where ramps are located.

4.2.5.2 Busway
The busway is separate from the main carriageway and treated as a separate road. The busway
serves travel in both directions and is intended for dedicated public transportation and emergency
service vehicles. The lighting is intended to be located within the outer barrier with a double outreach
lighting over the shared use path.

4.2.5.3 Shared Use Path

The shared use path runs along the eastern edge of the dedicated bus lanes with protective barrier
separation. As the alignment, runs parallel with sections of the bus lane, these segments will be lit
from a double outreach arm. The fixed heights are to be determined and may result in a staggered
height arrangement in relation to the lower path. Lighting of any pedestrian walkways or cycle ways
shall be to AS/NZS1158:2005 Cat P2 or as required by AT CoP. For sections of the cycleway that run
parallel to SH1, direct lighting may not be required

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4.2.5.4 Intersections
The intersections serve as connecting arterial roads to the proposed NCI Project and provide both
controlled traffic and turning lanes to existing tie in roads. The intersection will be lit to meet local
council authority requirements and the Auckland Transport Street Lighting Code of Practice (AT CoP).
The power supply will be connected to the local Vector network and metered to the local council
authority as required by the AT CoP.
The connecting arterials are to be agreed with local authorities to identify the extent of works. This
detail is critical to ensure electrical connections and metering is coordinated with the correct
authorities.

4.2.5.5 Bridges
Provision for lighting to bridges located to the side of the deck and behind protective railing is required.
Underside lighting may be required and will be investigated further by the NZ Transport Agency and
AT in subsequent design stages.

4.2.5.6 Pedestrian crossings (AT)

Joint use poles will be coordinated with traffic management to combine the use of general road lighting
and signals. Where controlled pedestrian crossings are located then lighting levels will be designed to
meet AT CoP with a white light source (LED) to provide good colour rendering and vertical illuminance
thereby improving pedestrian visibility to oncoming traffic. Painted out Zebra Type crossings will also
comply with AT CoP guidelines.

4.2.6 Earthworks
Earthworks cut slopes and fill embankments have been designed with gradients of 1V:3.0H
(vertical:horizontal). In some constrained areas, fill slopes have been increased in gradient to 1V:2.5H
(vertical:horizontal). Where further constrained and a simple earthworks solution is not possible
retaining walls have been proposed.

4.2.7 Pavements & Surfacing

Specific design of pavements and surfacing has not been undertaken for the preliminary design of the
NCI Project. Further ground investigation and existing pavement testing is required to progress the
pavement and surfacing design.

4.3 Busway
4.3.1 Busway Constellation to Albany
The northern busway will be extended from Constellation Station to Albany Station along the eastern
side of SH1. This includes new structures over Constellation Drive, Rosedale Road, Greville Road and
SH1 into Albany Station which are described further in Section 4.5 below.

4.3.2 Constellation Station Reconfiguration

Reconfiguration of Constellation Station will include the following key features:
 Extension of existing platform 2 (southbound platform) including the cantilevered canopy structure;
 Widening of the busway carriageway to the east along with a new median traffic island to create 2
southbound lanes and 2 northbound lanes;
 Creation of a new northbound platform (platform 1) partly on retained fill, including a cantilevered
canopy structure;

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 Creation of a lift and stair tower between platform 2 and 3 and a lift and stair tower adjacent to
platform 1, supporting a new pedestrian overpass structure across the busway; and
 Reconfiguring the internal layout of the concourse between existing platforms 2 and 3 requiring the
relocate the electrical and communications rooms.

4.3.3 Albany Station circulation

The Project includes minor reconfiguration of the Albany Bus Interchange with re-alignment of the
existing bus only access to the station from Cornerstone Drive to provide integration of the proposed
Northern Busway extension with the Albany Bus Interchange.

Discussions are ongoing between the Transport Agency and Auckland Transport regarding the details
of the interface between the new busway connection and AT Metro’s connector and local services.

4.4 Walking and Cycling: Shared Use Path (SUP)

The project proposes to include the following new walking & cycling components:
 North/south shared path adjacent to (east of) the new Busway from Constellation station to Oteha
Valley Road, a distance of approximately 4km with connections to local roads at:
 Lavender Garden Lane;
 McClymonts Road;
 Spencer Road;
 Greville Road;
 Rosedale Road;
 Arrenway Drive; and
 Constellation Drive.
 East/west shared path along Upper Harbour Highway and SH18 from Constellation Station to
Albany Highway, a distance of 2.3km, with connections to local roads at;
 Caribbean Drive;
 Paul Matthews Road;
 Alexandra Creek cycle path; and
 William Pickering Drive.
 The existing Alexandra Creek underpass will be extended to allow for the widening of SH18; and
 Controlled pedestrian / cycle crossings at the following signalised intersections:
 Constellation Drive southbound SH1 on-ramp;
 Constellation Drive northbound SH1 off-ramp; and
 Caribbean Drive intersection.

4.5 Structures
4.5.1 Bridges
The Project incorporates several existing road crossings and interchanges in addition to the proposed
grade separation of SH1 and SH18 intersections and will achieve a motorway standard along SH18
and a reliable journey time along the SH1 busway corridor. This results in several new bridges and
the widening or lengthening of existing structures.

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4.5.1.1 Bridge List
Below is a comprehensive list of bridge structures, excluding major culverts which are included in
section 4.5.3 below.

Table 3 Bridge List

Name** Existing / New Drawing No.*

Albany Station Busway Bridge New 1310
McClymonts Rd Bridge Replacement New 1315
Greville Rd Busway Bridge New 1320
Greville Rd Bridge Widening Existing 1325
Rosedale Rd Busway Bridge New 1330
Rosedale Rd Bridge Widening Existing 1335
Watercare Pond Link Bridge New 1340
SH1 - SH18 Westbound Ramp New 1345
Constellation Dr Busway Bridge New 1350
Constellation Dr Bridge Widening Existing 1355
Caribbean Dr Intersection Bridge New 1365
Paul Mathews Rd Bridge New 1370
Alexandra Creek Pedestrian Underpass Extension Existing 1375
* All Drawing Numbers are prefixed with “250310-3PRE-3DES-DRG-“

**In addition to the information on the drawings, a description of the proposed construction at each
structure follows later in this report.

4.5.1.2 Departures
Currently no structural departures from standard engineering requirements have been identified as
being required, though it is expected that customary departures and agreement with the NZTA will be
sought on matters such as collision loads and seismic displacement limits. Several existing AT local
road vertical clearances do not meet the NZTA Bridge Manual requirements and departures for these,
including slight reductions due to motorway cross-falls, will be agreed with AT in due course.

4.5.2 Retaining Walls

Approximately 7km of retaining walls are required for the Project made up of the following wall types:
 MSE Block Walls
 Bored Pile Walls
 Anchored Bored Pile Walls
 L Shaped Gravity Walls
 Steel UC Walls
For further detail regarding the number, length and maximum height of the proposed retaining walls
reference should be made to Section 5 below.

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4.5.3 Stormwater Culverts
Cross drainage culverts in the Project Area have generally been found to have adequate capacity to
provide the required freeboard and flood protection to the motorway surface. Most culverts can
therefore be retained, subject to the structural condition being acceptable. At this stage of the Project,
no condition assessments of the existing culverts have been carried out.
Where existing culverts proposed to be retained are found to be defective or in poor condition during
subsequent design development, they will be replaced with the same size culvert to minimise impacts
to the downstream environment.
Several culverts need to be extended due to the widening of the motorway footprint. In these cases
additional loads on the existing length of culvert due to realignment of the motorway, and the
lengthening of the culverts will be investigated. Only one new culvert is proposed in this Project. Refer
to the table below for a list of existing and proposed culverts on the Project. For further details on each
culvert, refer to the Assessment of Stormwater Management, Technical Assessment 11 of Volume 3.

Table 4 Proposed cross drainage

Crossing Name Existing / New Location Proposed works

CU-EX-01 Existing Oteha Valley Road – Spencer Retain (no road works proposed)
Creek (east of SH1)
CU-NEW-01 New Oteha Valley Road – Spencer New culvert
Creek (east of SH1)
CU-EX-02 Existing SH1 – CH12420 Extend upstream
CU-EX-03 Existing SH1 – CH12760 Extend upstream
CU-EX-04 Existing SH1 – CH12890 Retain / repair
CU-EX-05 Existing SH1 – CH13350 Extend downstream
CU-EX-06* Existing SH1 – CH13970 Retain / repair
CU-EX-07* Existing SH1 – CH14330 Retain / repair
CU-EX-08 Existing SH1 – CH14420 Retain / repair
CU-EX-09 Existing SH1 – CH14650 New connection at upstream
CU-EX-10 Existing SH1 – CH15000 Extend and new connection at upstream
CU-EX-11 Existing SH1 – CH15280 New connection at downstream
CU-EX-12 Existing SH1 – CH15470 Extend downstream
CU-EX-13 Existing SH18 – Caribbean Drive Abandon (replaced with 2 new culverts)
CU-EX-14* Existing SH18 – Alexandra Stream Retain / repair
CU-EX-15 Existing SH18 – Unsworth Drive Retain / repair
CU-EX-16 Existing SH18 – Bluebird Reserve Retain / repair

* These culverts are considered Major Culverts according to the NZTA Bridge Manual and the
Highways Structures Design Guide and are to be designed and constructed in accordance with these
references. This is applicable to Rosedale drainage culvert D and E and SH18 Alexandra Creek
culvert.

4.6 Causeway Works

In order to accommodate the following works it is necessary to extend the crest of the existing
causeway on both sides between WSL Ponds 1 and 2. This will involve:
 Widening of SH1 northbound between Constellation Drive and Greville Road from 3 lanes to 5
lanes;

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 Extension of the busway from Constellation Station to Albany Station;
 Inclusion of the SUP between Constellation Drive and Oteha Valley Road;
 Motorway to Motorway ramp from SH1 southbound to SH18 westbound; and
 Motorway to Motorway ramp from SH18 eastbound to SH1 northbound.
The extension of the causeway will not encroach beyond the extents of the existing manmade
causeway structure with new material to be confined to being deposited on top of existing fill material.
The maximum extent of permanent works, within the existing structure footprint, is as follows:
 On the western side (northbound) – extension of the crest by approximately 10m.
 On the eastern side (southbound) – extension of the crest by approximately 10m.
The batter slopes achievable are a factor of the ground conditions. The final gradient of the causeway
slopes will therefore be finalised at a later stage of design development. Taking a conservative
approach and assuming poor ground conditions a batter slope of 1:3 (vertical:horizontal) can be
expected.
On the eastern side of the causeway where the busway and SUP are proposed, the causeway will be
locally raised by as much as 1m at the southern end.
Reference should be made to the sketches provided in Appendix A.

4.7 Landfill
The vertical alignment of the busway and SUP seeks to minimise the cut earthworks required into the
landfill area while limiting the fill wall height to the maximum constructible and environmentally
acceptable.
The designed busway vertical alignment requires a maximum cut depth of approximately 5m in the
landfill area. Based on limited record information, some excavation of the existing refuse layers is
expected at that depth. New gas and leachate collection and disposal systems are required behind the
proposed retaining wall alongside the SUP.
This alignment results in a significant increase in height of the busway and SUP adjacent to the
properties south of the landfill and between the busway and existing SH1.
A retaining wall is proposed along the eastern edge of the SUP to the south of the landfill, resulting in
a maximum estimated fill wall height of 14m. This wall height has been assessed as the maximum
height geotechnically and environmentally acceptable.
For greater detail regarding the assessment of effects reference should be made to the Assessment of
Effects: Corridor Encroachment on Rosedale Landfill, Technical Assessment 7 of Volume 3.

4.8 Stormwater
A high level summary of the proposed stormwater design is outlined below (by sub-catchment). For
greater detail regarding the design of the stormwater & hydrology for NCI reference should be made to
the Assessment of Stormwater Management, Technical Assessment 11 of Volume 3.
 Oteha Valley to McClymonts
 Two wetlands adjacent to the Oteha Valley Road on and off-ramps.
 McClymonts to Spencer
 One replacement wetland opposite the motorway for the existing Alpurt A1 Pond 32 to be
removed.

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 Spencer to Rosedale
 Proposed Greville Wetland;
 Proposed Greville Southbound On-Ramp Dry Pond;
 Proposed Greville Northbound Off-Ramp Dry Pond; and
 Modifications to existing Alpurt A1 Pond 34 and 35 outlets to provide more live storage
 Rosedale to Constellation
 A wetland at the location of the existing Auckland Council Moro Pond, adjacent north of
Watercare Pond 2; and
 A replacement wet pond on the western side of SH1, south of Watercare Pond 1 to replace the
treatment function of the existing ARC Refuse pond to be removed.
 Constellation to Paul Matthews
 A wetland to the east of the proposed SH18 Caribbean Drive off-ramp roundabout.
 Paul Matthews to Albany Highway
 Either, a wetland located in Rook Reserve and a proprietary cartridge device (StormFilter or
similar approved) at the abandoned Z service station ramp for treatment of new impervious
surfaces; or
 A wetland located in Bluebird Reserve and a proprietary cartridge device (StormFilter or similar
approved) at the abandoned Z service station ramp for treatment of new impervious surfaces.
The final solution is to be confirmed by the AC Local Board in conjunction with AC Parks
department.

4.9 Works in and around streams

4.9.1 General
The Project primarily falls within the Oteha Valley Stormwater Catchment. There is a short section of
SH1 north of Spencer Road that falls within the Lucas Creek Stormwater Catchment.
SH1 and SH18 intersect with and collect stormwater which discharges to the following streams:
 Lucas Creek;
 Oteha Valley Stream; and
 Alexandra Creek.
Works around these streams are outlined below. For further detail regarding the construction
methodology for outfalls to streams reference should be made to Section 7.8.

4.9.2 Works around Lucas Creek

The following works are proposed in the vicinity of Lucas Creek:
 A proposed new stormwater outfall with rip rap apron discharging to Lucas Creek on the eastern
side of SH18.

4.9.3 Works around Oteha Valley Stream

The following works are proposed in the vicinity of Oteha Valley Stream:
 Two proposed new stormwater outfalls with rip rap aprons discharging to Oteha Valley Stream on
the western side of SH18.

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4.9.4 Works around Alexandra Creek
The following works are proposed in the vicinity of Alexandra Creek:
 Lengthening existing pedestrian underpass on the northern side of SH18;
 Construction of approximately 40m of steel UC wall on the northern side of SH18;
 Construction of a new SUP to the southern side of SH18 with connection to the existing SUP along
Alexandra Creek;
 Vegetation removal to increase visibility on the southern side of the existing underpass;
 A proposed new stormwater outfall with rip rap apron discharging to Alexandra Creek on the
northern side of SH18; and
 A proposed new stormwater outfall with rip rap apron discharging to Alexandra Creek on the
southern side of SH18.

4.10 Utilities
4.10.1 General
The Project affects the following existing services.
 Auckland Council Stormwater network and associated ponds/wetlands;
 Mains water and wastewater networks (Watercare Services Limited)
 Power and Gas distribution (Vector)
 Power transmission (Transpower)
 ITS and ATMS (NZ Transport Agency and Auckland Motorway Alliance)
 AT communications cables (Auckland Transport)
 Telecommunications (Vodafone & Chorus)
Consultation with affected utility owners has been undertaken throughout design development and is
still on-going. Utility analysis to date has primarily been desktop based.
The following provisions apply to the consideration of effects on utilities:
 This report covers the major utilities in each affected area, however there will also be a number of
minor utilities that need to be addressed;
 The assessment undertaken is based on information obtained from utility operators and is
supplemented by physical surveys, ground penetrating radar, and discussions with utility operators;
 The actual location, size and material of utility services can vary from what is identified on the
record drawings provided by the utility providers as listed above; and
 This report addresses utilities design development and engagement with network utility operators
up to lodgement.
 It is anticipated that further engagement and confirmation of any required relocations with network
utility operators will occur during the detailed design phase.
 The designations and consents sought for the NCI Project are intended to authorise any changes
required to affected network utilities.
The extent of the required diversion and / or protection of these assets is further described in the
following sections.

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4.10.2 Stormwater
The following works are proposed for the diversion and/or relocation of existing Auckland Council
Stormwater assets as further described in the Assessment of Stormwater Management, Technical
Assessment 11 of Volume 3.
 Constellation Pond - A wetland to the east of the proposed SH18 Caribbean Drive off-ramp
roundabout to replace the existing Constellation pond, which is to be removed;
 ARC Refuse Pond - A replacement wetland on the western side of SH1, south of Watercare Pond
1 to replace the treatment function of the existing ARC Refuse pond to be removed;
 Auckland Council culverts - the extension and/or repair of existing Auckland Council Stormwater
culverts affected by the NCI works.

4.10.3 Wastewater (Watercare)

The following works are proposed for the diversion and/or protection of existing WSL wastewater
assets.

4.10.3.1 Pond Link

The proposed NCI alignment impacts the existing pond link between WSL ponds 1 and 2 as follows.
 The proposed SH18 eastbound to SH1 northbound ramp conflicts with the location of the two
existing inlet structures within WSL pond 1; and
 The proposed SUP on the eastern side of SH1 conflicts with the location of the existing WSL pond
2 inlet structure.
The existing pond link provides a 3.2cumec capacity connection between ponds 1 and 2. As part of
WSL’s future expansion plans, WSL has a requirement to increase the capacity of this link to 6
cumecs to allow for predicted future flows.
As such, it is proposed to construct the Motorway widening and pond link upgrade together (and under
the authority of the consents sought for the NCI Project), resulting in benefits for both the Transport
Agency and WSL. This will include:
 A new underpass beneath the Motorway corridor to the south of ponds 1 and 2;
 A new upgraded pond link of 6cumec capacity;
 Space provision for other service corridors within the underpass if required in future; and
 A more direct vehicular link between WSL’s WWTP sites in replacement of the existing vehicular
underpass beneath SH1.

4.10.3.2 Trunk Sewers TS5 and TS7

The proposed SH18 alignment impacts on the existing Wairau Valley Branch Sewer (TS5), and East
Coast Bays Branch Sewer (TS7) which are major lines leading to the RWWTP. It is proposed that
these sewer lines are relocated to accommodate the highway. These sewer relocations are major
projects in themselves requiring new pipe bridges and significant temporary works to divert flows
during construction. As part of the design, a revised TS5 and TS7 alignment, as well as diversion of
the local connections to the TS7 main, has been proposed. Agreement in principle for this design is
currently outstanding with WSL. The designations and consents sought for the NCI Project are
intended to authorise these TS5 and TS7 relocations.
WSL is currently designing an East Coast Bays Link Sewer to supplement the capacity of the existing
TS7. It is likely that this will link into the proposed TS7 diversion and there is an opportunity for
coordination and cost sharing for this component of work. In addition, WSL is proposing to upsize the
existing TS5 from the wastewater treatment facility, and it has expressed an interest in coordinating

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this with the proposed NCI works. Further discussions with WSL are underway to progress these
designs. Any RMA authorisations necessary for these works will be sought separately by WSL, and
their design and construction is not described in this report.

4.10.4 Potable Water (Watercare)

4.10.4.1 General
The following works are proposed as part of the Project:
 Lowering of 250dia. watermain on Rosedale Road due to the required lowering of the vertical road
alignment; and
 Diversion of a 100dia watermain on Paul Matthews Road.

4.10.4.2 North Harbour 2

The North Harbour 2 watermain is currently being consented by WSL, and is proposed to be installed
adjacent to the SH18 motorway corridor between William Pickering Drive and Albany Highway. A
suitable corridor for these works is allowed for within the NCI design beneath the proposed SUP.

4.10.5 Vector Gas

No major relocation of Vector Gas assets has been identified as being necessary as part of the NCI
works. There is a 50mm MP4 gasmain on Paul Matthews Drive that may require a localised relocation.

4.10.6 Vector Power

The proposed highway and busway alignments conflict with existing Vector 11KV, 33KV and 110KV
overhead and underground lines in multiple locations. The following relocation works have been
discussed with Vector and agreed in principle.

Table 5 Vector relocation works

Item Description

Relocate existing 11kV and 33kV to proposed new

McClymonts Road Bridge
McClymonts Road Bridge crossing
Underground existing overhead 33kV lines to
North of Greville Road to North of Rosedale Road
accommodate busway
Replace existing 33kV lines under motorway due to
widening. Diversion shall follow the motorway
North of Rosedale Road
alignment south and then pass beneath the Rosedale
Road overbridge.
Rosedale Road Lowering Lower 11kV lines to allow for road lowering
Underground existing 33kV adjacent to SH1 to
Western side of SH1 north of Rosedale Road
accommodate northbound widening
Underground existing 11kV adjacent to Constellation
Eastern side of SH1 north of Constellation Drive Drive Off Ramp to
accommodate the busway
Replace existing poles to raise height of existing
SH18/Upper Harbour Highway 110KV and 33KV lines over proposed SH18
alignment.
Relocate (underground) existing 33kV and overhead
SH18/Upper Harbour Highway
lines to accommodate Paul Matthews Road Off Ramp
Relocate existing 33kV underground line to
Paul Matthews Road Corner accommodate Paul Matthews Road realignment and
bridge.

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4.10.7 Transpower
There are existing underground Transpower 220KV power cables and an associated designation
(combined Vector/Transpower designation) that follows the northern busway alignment on the eastern
side of SH1 as far as Constellation Drive. They then pass beneath SH1 through the Constellation
Drive underpass and follow the northern side of Upper Harbour Highway. Before the existing Paul
Matthews Road intersection the cables then turn north and traverse along the Hockey and Watercare
Rosedale Wastewater Treatment Plant boundary.
The proposed SH18 alignment and ramps cross the Transpower cables in two locations. In each of
the locations the cover over the Transpower cables remains the same or is increased. The proposed
alignment has been discussed with Transpower and relocation of the existing cables is to be avoided
due to the significant costs and procurement lead times associated with such a diversion. The
increased fill over the cables would impact their thermal and conductive properties. To mitigate this
impact it is proposed that the road will be bridged over the Transpower cables.
The requirements of the bridging detail have been discussed with Transpower and it is proposed that:
 A culvert shall be constructed over the transmission corridor to allow maintenance access along its
full length; and
 The culvert will be constructed to allow safe installation over the existing cables while also
preserving the ability to install a future cable (second) circuit in the future.
Transpower is currently undertaking further design work, as part of preparing a Solution Study Report,
to address:
 A power system study to understand the impacts of any changes to the 220 kV system;
 A preliminary protection study to determine the protection requirements;
 An assessment of SCADA requirements (if required);
 Development of a detailed cost estimate and project plan;
 Confirmation of cable routes to respective site boundaries;
 Civil, Structural and thermodynamic studies;
 Geotechnical and soil resistivity studies;
 The potential redevelopment of single line and relay/instrument diagrams; and
 Development of construction methodologies.

4.10.8 Fibre Backbone

The existing fibre backbone running adjacent to SH1 is impacted by the proposed SH1 widening and
busway extension works and subsequently requires relocation. The backbone includes Vodafone and
Vector communications and Transport Agency ITS/ATMS infrastructure.
Due to the time and cost of relocation that would be associated with the jointing of the fibre if the
backbone were to be generally left in its current location, it is proposed that the full length from Oteha
Valley Road southbound on ramp to Constellation Drive be replaced and relocated to beneath the
proposed Shared Use Path (SUP).

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5 Construction Zones and Construction
Support Areas
5.1 General
The Project has been broken up into eight construction zones (CZ) as listed below and shown in
Appendix B and further described in the following sections.
 Zone 1 – SH18/SH1 Motorway to Motorway connection and SH18 offline works
 Zone 2 – SH18 Upper Harbour Highway (SH1 to Albany Highway)
 Zone 3 – SH1 northbound widening
 Zone 4 – SH1 southbound widening
 Zone 5 – SH1 median works
 Zone 6 – Albany Station Busway Bridge
 Zone 7 – Busway North (Albany Station to Greville Road)
 Zone 8 – Busway South (Greville Road to Constellation Station)
In addition to the CZs, there are six Construction Support Areas (CSA) as follows, which are required
to support construction activities.
 CSA 1 – Paul Matthews Road
 CSA 2 – North-Facing Ramps
 CSA 3 – Greville Road West
 CSA 4 – McClymonts Road
 CSA 5 – Rosedale Road
 CSA 6 – Greville Road East
These areas may be used for the following general activities:
 Site offices and construction personnel amenities;
 Construction vehicle/machinery parking and maintenance;
 Loading and unloading of construction materials;
 Storage of construction materials such as steel reinforcing cages, pre-cast concrete elements,
geotextiles, formwork (timber and steel), cement, fuel for generators and construction plant (not
including vehicles which can re-fuel off site e.g. trucks);
 Fabrication, reinforcement cutting and bending;
 Storage of plant and equipment and building materials;
 Ground improvement plant and materials;
 Storage of hazardous construction materials (if any);
 Construction vehicle wheel washing areas (where necessary);
 Storm water and groundwater treatment facilities where required;
 Waste storage and collection; and
 Spoil handling and storage.

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The CSAs may require earthworks prior to mobilisation to allow for localised re-leveling of surfaces to
allow for construction equipment access and placement. These volumes are separate to the totals
shown in Section 7.5. Stabilised surfaces may also be used during construction in these areas.
The CSAs will not be needed once construction is complete. After construction, the CSAs will be
dis-established, any permanent works in these areas completed (such as completion of wetlands in
CSA2 and CS4) and the designation pulled back to the extent of permanent works.
The CSAs are described in more detail within Section 6 Construction Methodology.

5.2 Zone 1 - SH18/SH1 Motorway to Motorway connection and

SH18 offline works
The key construction activities within Zone 1are as summarised in the table below. For further detail of
these works reference should be made to General Arrangement drawing sheets 6, 8 and 9 contained
within Volume 5.

Table 6 Zone 1 – SH18/SH1 motorway to motorway connection and SH18 offline works

Activity Description
New Motorway connection between the existing SH18 alignment at Upper
Harbour Highway west of Paul Matthews Road and SH1 north of
SH18/SH1 connection Constellation Drive.
50m MSE block wall (fill) max height 3.3m.
SH18/SH1 east to northbound New earthworks embankment to allow tie in of new connection from SH18
ramp eastbound to SH1 northbound.
SH1/SH18 south to westbound
New multi-span flyover from SH1 southbound to SH18 westbound.
ramp
100m MSE block wall (fill) max height 4.8m.
230m MSE block wall (fill) max height 8.2m.

Caribbean Dr Intersection 70m MSE block wall (fill) max height 6.1m.
Bridge over SH18 off-ramp 80m MSE block wall (fill) max height 8.0m.
210m MSE block wall (fill) max height 7.6m (SH18 eastbound off-ramp).
New single span bridge over the SH18 eastbound off-ramp.
SH18 eastbound off-ramp and New eastbound off-ramp terminating in a roundabout with new connection
roundabout to the existing Caribbean Drive intersection as a fourth arm.
Transpower 220kV Bridging detail required for protection of 220kV cables.
Relocation and raising of Vector pylon for 110kV overhead line and
Vector 110kV
construction of access bay for pylon maintenance.
WSL Trunk Sewer TS5 Diversion of existing sewer
WSL Truck Sewer TS7 Diversion of existing sewer
Auckland Council Constellation
Abandonment/Removal of the existing Constellation Pond.
Pond
New Auckland Council High Proposed new dry pond to replace loss of existing Auckland Council Moro
Level Dry Pond Pond, ARC Refuse Pond and Constellation Pond.
Proposed new wetland to manage stormwater run-off from existing SH18
New Caribbean Wetland
Upper Harbour Highway and new motorway ramps.
Proposed refuse wet pond to replace treatment function of existing pond to
New ARC Refuse Wet Pond
be removed. Existing culvert 12 to be extended to new pond.

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5.3 Zone 2 – SH18 Upper Harbour Highway (SH1 to Albany
Highway)
The key construction activities within Zone 2 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheets 6, 8, 9 and 10
contained within Volume 5.

Table 7 Zone 2 – SH18 Upper Harbour Highway (SH1 to Albany Highway)

Activity Description
Caribbean Drive Intersection Widening of Caribbean Drive to meet requirements of the revised
Widening configuration of Caribbean Drive intersection.
New multi-span bridge over the SH18. Connecting the existing Paul
Paul Matthews Road Bridge Matthews Road to Caribbean Drive intersection and Upper Harbour
Highway.
240m Bored pile wall (cut) max height 7.5m.
270m Two tier wall; bored pile cut wall (bottom), L-shape gravity fill wall
(top) max height 7.0m.
50m Steel UC wall with concrete panels (cut) max height 1.6m.
Reconfiguration of SH18
between Paul Matthews Road 50m L-shape gravity wall (fill) max height 3.0m.
and Albany Highway 40m Steel UC wall with concrete panels (cut) max height 1.1m.
350m Combined TL5 concrete barrier/ retaining wall (cut) max height 1.1m.
Closure of existing off-ramp to Z petrol station.
Closure of existing off-ramp to Unsworth Drive.
SH18 to Albany Highway
Shoulder widening to increase sight lines on the off-ramp.
westbound off-ramp
Alexandra Creek Pedestrian Lengthening of the pedestrian underpass beneath SH18 and construction
Underpass of new retaining (head) walls on the southern side.
Bluebird Reserve or Rook Proposed new wetland to manage SH18 runoff. To be located in either
Reserve Wetland Bluebird or Rook Reserve (subject to AC Parks department preference).
Existing stormwater culvert 13 to be abandoned and replaced by culverts
Stormwater Culverts 13A and 13B.

New SUP along SH18 with a reduction of lane widths on Constellation

Drive beneath SH1 to maximise the width of the existing footpath for the
proposed SUP.
New SUP including Connection to existing walking and cycling facilities on Albany Highway.
Constellation Station link
Ramp connection from SUP to William Pickering Drive.
Connection to existing path network beside Alexandra Creek.
Ramp connection to Paul Matthews Road.
Utility diversions Diversion of all affected services

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5.4 Zone 3 – SH1 Northbound Widening
The key construction activities within Zone 3 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheets 1 to 6 contained
within Volume 5.

Table 8 Zone 3 – SH1 Northbound Widening

Activity Description
SH1 to Constellation Drive
northbound off-ramp Reconfiguration of SH1 to Constellation Drive northbound off-ramp.

Northbound widening of
Widening of Constellation Dr Bridge to the west carrying the SH1.
Constellation Dr Bridge
SH18 northbound on-ramp New SH18 northbound on-ramp onto SH1.
Causeway extension (1V:3H earthworks slope with rip rap armour).
120m Steel UC wall (cut) max height 2.4m.
200m MSE block wall (fill) max height 4.6m.
220m MSE block wall (fill) max height 5.1m.
Widening from 3 lanes to 5
90m MSE block wall (fill) max height 2.8m.
lanes of SH1 between
Constellation Drive and Greville Removal of existing enforcement bay just north of causeway.
Road
3 no. new enforcement bays.
1 no. new maintenance bay.
Realignment of existing Greville Road northbound off-ramp.
Northbound widening of Rosedale Rd Bridge to the west carrying the SH1.

Constellation to SH1 northbound

on-ramp Reconfiguration of the existing Constellation to SH1 northbound on-ramp.

Greville Road northbound off-

ramp Reconfiguration of Greville Road northbound off-ramp.

Realignment of Greville Road northbound on-ramp.

70m MSE block wall (fill) max height 3.2m.
260m Steel UC wall with concrete panels (cut) max height 2.7m.
Greville northbound climbing
220m MSE block wall (fill) max height 3.0m.
lane
Northbound widening of Greville Rd Bridge to the west carrying the SHN
New maintenance bay.
Widening of SH1 under McClymonts Road Bridge
Removal of existing bus off-ramp to Albany Station.
Oteha Valley Road northbound
Reconfiguration of Oteha Valley Road northbound off-ramp.
off-ramp
2 No. existing ponds in vicinity of Greville off-ramp to be retained and outlets
Greville Road Ponds
modified.
Greville Road Southern Dry
Proposed new Greville NB off-ramp dry basin.
Basin
Greville Road Northern Wetland Proposed new wetland north of Greville Road to manage stormwater run-off.
New proposed McClymonts Road wetland to replace existing pond at
McClymonts Road wetland
CH12730.

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 Activity Description
Oteha West Wetland New proposed Oteha Valley West Wetland.
Pondlink New upgraded hydraulic link between WSL Ponds 1 and 2.
Lowering of Rosedale Road to maintain a clear height of 4.9m beneath the
Lowering of Rosedale Road SH1 bridge. May result in modification to the Rosedale Rd Bridge abutment
walls and foundations.
Utility diversions Diversion of all affected services
The existing McClymonts Rd Bridge will be demolished after the construction
McClymonts Rd Bridge of a new two span bridge along a new alignment just south of the existing
Replacement bridge. The new bridge will carry McClymonts Road over the SH1, SUP and
busway.
McClymonts Road bus on-ramp Existing McClymonts Road bus on-ramp removed.

5.5 Zone 4 - SH1 Southbound Widening

The key construction activities within Zone 4 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheets 1 to 6 contained
within Volume 5.

Table 9 Zone 4 – SH1 southbound widening

Activity Description
SH1 Widening from 2 lanes to 4 Temporary batter slope.
lanes between Greville Road
and Constellation Drive Pavement widening.

SH1 Shoulder Widening

between Oteha Valley Road and Shoulder widening between Oteha Valley Road and Greville Road.
Greville Road
Maintenance Bays 7 No. new maintenance bays.
Enforcement Bays Removal of existing enforcement bay on causeway.
SH1 southbound off-ramp New SH1 southbound off-ramp to SH18.
Constellation Drive southbound
Realignment of existing Constellation Drive southbound off-ramp.
off-ramp
Southbound widening of
Widening of Constellation Dr Bridge to the east carrying the SH1.
Constellation Dr Bridge
Southbound widening of
Widening of Rosedale Rd Bridge to the east carrying the SH1.
Rosedale Rd Bridge
Southbound widening of Greville
Widening of Greville Rd Bridge to the east carrying the SH1
Rd Bridge
New proposed wetland to offset loss of existing NZTA pond at CH12460
Oteha Valley East Wetland
and to manage new impervious surfaces
New 1500dia. culvert to convey flow from the cut-off drain behind the
Lucas Creek Culvert
shared use path to Lucas Creek.
Greville Road attenuation New dry Greville southbound on-ramp dry attenuation basin.
Existing Auckland Council Moro Pond to be removed with new culvert
Auckland Council Moro Pond
connection made.
New proposed wetland at location of existing Moro Pond to manage
Moro Wetland
motorway stormwater runoff.

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 Activity Description
Existing ARC refuse pond to be removed and new pond created on the
ARC Refuse Pond
western side of SH1
Utility diversions Diversion of all affected services

5.6 Zone 5 - SH1 Median Works

The key construction activities within Zone 5 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheets 1 to 7 contained
within Volume 5.

Table 10 Zone 5 – SH1 median works

Element Description
Reconfiguration of the median with TL5 F-shaped concrete barriers (double
Median sided) and 12-14m high central lighting columns between CH12300 and
CH16520.

5.7 Zone 6 - Albany Station Busway Bridge

The key construction activities within Zone 6 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheet 1 contained within
Volume 5.

Table 11 Zone 6 – Albany Station busway bridge

Element Description
New multi-span Albany Station Busway Bridge over SH1 to Albany Park &
Albany Station Busway Bridge Ride.
MSE block wall (fill)
Albany bus station and adjacent intersection reconfiguration to allow for
Albany Bus Station
operation with new busway connection.

5.8 Zone 7 - Busway North (Albany Station to Greville Rd)

The key construction activities within Zone 7 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheets 1 to 3 contained
within Volume 5.

Table 12 Zone 7 – Busway North (Albany Station to Greville Road)

Element Description
Busway New busway between Albany Station and Greville Road
20m MSE block wall (fill) max height 10.0m.
110m MSE block wall (fill) max height 3.0m.
170m Steel UC wall with concrete panels (cut) max height 1.5m.
590m MSE block wall (fill) max height 9.7m.
Retaining Walls
60m MSE block wall (fill) max height 7.0m.
90m Bored pile wall (cut) max height 4.2m.
80m Anchored bored pile wall (cut) max height 8.31m.
40m MSE block wall (fill) max height 3.2m.

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 Element Description
160m Anchored bored pile wall (cut) max height 8.6m.
60m Bored pile wall (cut) max height 5.6m.
New path to connect existing path on McClymonts Road to SUP and
McClymonts Road bridge.
New proposed pedestrian crossing from new path on McClymonts Road to
existing path on Elliot Rose Avenue.
SUP ramp connection to Oteha Valley Road.
SUP between Albany & Greville
Road SUP connection to Medallion Drive.
New proposed pedestrian crossing from existing path on McClymonts Road
to proposed shared use path ramp connection.
SUP ramp connection to McClymonts Road.
SUP stairs connection to Spencer Road.
Existing Ponds Removal of 3 No. existing ponds (Alpurt A1 ponds 31, 32 & 33)
McClymonts Road bus ramp Existing McClymonts Road bus ramp removed.
Utility diversions Diversion of all affected services

5.9 Zone 8 Busway South (Greville Road to Constellation

Station)
The key construction activities within Zone 8 are as summarised in the table below. For further detail
of these works reference should be made to General Arrangement drawing sheets 4 to 6 contained
within Volume 5.

Table 13 Zone 8 – Busway South (Greville Road to Constellation Station)

Element Description
Busway New busway between Greville Road and Constellation Station.
Greville Rd Busway Bridge New multi-span busway and SUP bridge over Greville Road.
Rosedale Rd Busway Bridge New single span busway and SUP bridge over Rosedale Road.
Constellation Dr Busway Bridge New multi-span busway and SUP bridge over Constellation Drive.
20m MSE block wall (fill) max height 7.0m.
60m MSE block wall (fill) max height 5.7m.
180m Bored pile wall (cut) max height 4.7m.
160m Anchored bored pile wall (cut) max height 6.8m.
260m MSE block wall (fill) max height 13.3m.
240m MSE block wall (fill) max height 6.4m.
Retaining Walls
70m L-shape gravity wall (fill) max height 2.0m.
60m MSE block wall (fill) max height 2.4m.
130m Steel UC wall with concrete panels (cut) max height 2.8m.
480m Steel UC wall with concrete panels (cut & fill) max height 1.8m.
60m Bored pile wall (cut) max height 6.5m.
140m Anchored bored pile wall (cut) max height 8.3m.

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Element Description
120m Bored pile wall (cut) max height 5.4m.
70m MSE block wall (fill) max height 5.7m.
50m Steel UC wall with concrete panels max height 4.5m.
285m MSE block wall (fill) max height 8.2m.
240m MSE block wall (fill) max height 6.6m.
40m MSE block wall (fill) max height 4.9m.
40m MSE block wall (fill) max height 5.5m.
Ramp connection to Greville Road.
Ramp connection to Rosedale Road.
SUP between Greville Road &
New proposed pedestrian crossing on Rosedale Road.
Constellation Park & Ride
Ramp connection to Arrenway Drive.
Ramp connection to reserve beside Pond 2.

Greville Road Southbound On- Realignment of Greville Road Southbound On-ramp.

ramp Proposed new transit lane.
Constellation Drive On and Off-
Removal of existing bus lane.
ramps
Reconfiguration of existing platforms and busway, including:

 Extension of existing platform 2 (southbound platform) including the

cantilevered canopy structure;

 Widening of the busway carriageway to the east along with a new

median traffic island to create 2 southbound lanes and 2 northbound
lanes;

Constellation Station  Creation of a new northbound platform (platform 1) partly on retained

Configuration fill, including a cantilevered canopy structure;

 Creation of a lift and stair tower between platform 2 and 3 and a lift and
stair tower adjacent to platform 1, supporting a new pedestrian
overpass structure across the busway; and

 Reconfiguring the internal layout of the concourse between existing

platforms 2 and 3 requiring the relocate the electrical and
communications rooms.

Lowering of Rosedale Road to maintain a clear height of 4.9m beneath the

Lowering of Rosedale Road SH1 bridge. May result in modification to the Rosedale Rd Bridge abutment
walls and foundations.
Utility diversions Diversion of affected services as a result of road lowering works.

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6 Construction Duration and Staging

6.1 General
An indicative construction methodology has been prepared for the purposes of identifying and
assessing the environmental effects of the Project associated with construction. The Project is
anticipated to take approximately 45 months (3.75 years) including an initial 5 months of mobilisation
and detailed design, assuming the land required for the Project is acquired within the necessary
timeframes. Assuming a contract award date of January 2018, completion of the Project is scheduled
in September 2021. The construction of this Project will be undertaken on a number of fronts, such
that many elements in multiple zones will be undertaken at the same time.
Appendix C shows an indicative programme for construction of the proposed works and how the
different work fronts may progress over and within the 45 month timeframe. It is noted that while there
are some dependencies between these proposed construction stages, the specific staging and
phasing of the work will be dependent on the methods of procurement and the availability of
contractors and other resources (such as land, materials and construction equipment).

6.2 Description of Construction Stages & Indicative Works

6.2.1 Stage 0 (5 months)
 Project mobilisation (site establishment).
 Detailed design.

6.2.2 Stage 1A (3 months)

 Commence and complete early works for Paul Matthews Road diversion including widening on
Upper Harbour Highway westbound carriageway to accommodate temporary traffic management
requirements.
 Commence busway construction.
 Commence Rosedale Road lowering (needs to begin prior to SH1 bridge widening above to ensure
that the sub-standard existing vertical clearance is not further reduced during construction).
 Commence McClymonts Road bridge replacement offline in order to maintain bus operations on
the existing bridge.

6.2.3 Stage 1B (14 months)

 Commence construction of the Albany station busway bridge
 Continue busway construction.
 Commence north facing ramps and Paul Matthews overbridge construction (following early works
in Stage 1A).
 Commence and complete SH1 southbound widening (following early works in Stage 1A).
 Complete Rosedale Road lowering.
 Complete McClymonts Road bridge replacement.

6.2.4 Stage 1C (3 months)

 Continue busway construction.

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 Continue north facing ramps and Paul Matthews overbridge construction.
 Commence SH1 northbound widening (following construction of SH1 southbound to balance level
of construction activity during Stages 1B and 1C).

6.2.5 Stage 1D (6 months)

 Continue busway construction.
 Continue north facing ramps and Paul Matthews overbridge construction.
 Complete SH1 northbound widening.
 Commence and complete Upper Harbour Highway eastbound lowering which allows the
connection of eastbound lanes to northbound ramp in a temporary arrangement, i.e. northbound
north facing ramp live.

6.2.6 Stage 2A (3 months)

 Continue busway construction.
 Complete Paul Matthews overbridge construction, i.e. connection live.
 Commence and complete Upper Harbour Highway median lowering which allows the connection of
westbound lanes to the southbound ramp in a temporary arrangement, i.e. southbound north facing
ramp connection live.

6.2.7 Stage 2B (6 months)

 Continue busway construction.
 Commence and complete Upper Harbour Highway westbound lowering which allows the north
facing ramps to be connected in their final form.
 Commence and complete SH1 median works (following connections to northbound and
southbound ramps).
 Complete Albany Station busway bridge.

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7 Construction Methodology

7.1 General
This section provides a description of the anticipated construction methodology for the Project. It
provides a broad overview of anticipated construction across the Project, and industry typical
methodologies for key elements of the Project. It is intended to be indicative and does not represent a
definitive methodology which will be developed by the contractor once appointed at a later stage of
design development.
The construction methodology described in this section is a realistic and feasible methodology from
which the anticipated effects on the environment of these activities can be identified. The purpose of
this description is to provide sufficient detail on the proposed construction activities to assess their
potential environmental effects and subsequently to identify any necessary measures to avoid, remedy
or mitigate these effects where appropriate (e.g. to assist the specialists and ultimately the consenting
authority to identify a suitable suite of conditions for the consents and designations to effectively
manage the effects of the construction activity).
Once the Project has been awarded and a contractor (or contractors) are in place, the methodology
will be further refined and developed. This will be done within the scope of the conditions which will be
in place to manage the environmental effects of the construction activities.

7.2 Working hours

Construction will generally occur within daylight hours. However, in order to minimise disruption to
traffic, it is envisaged that night works may be undertaken on the existing motorway and local roads.
For example, this may include (but is not limited to) the following major construction activities:
 General traffic switching along SH1 and SH18.
 Albany Station busway bridge construction over SH1.
 McClymonts Road bridge replacement and demolition of the existing bridge over SH1.
 Watercare Pond Link bridge construction beneath SH1.
 SH1 southbound to SH18 westbound ramp construction over SH1.
 Paul Matthews Rd bridge construction over SH18.
 Construction of busway bridges over local roads.
 Existing SH1 bridge widening over local roads.
 Rosedale Road lowering.
 SH18 lowering.

7.3 Construction Support Areas

Construction Support Areas will be required for the provision of contractor office and welfare facilities,
plant/material storage and earthworks stockpiling as required.
A description of each Construction Support Area (CSA) and the activities that will be undertaken is set
out below.

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It is envisaged that:
 All CSAs will be fully fenced and made secure. Site establishment activities will include site
clearance, ground preparation, and establishing erosion and sediment control measures prior to
any construction activities occurring. Upon completion of the works, the CSAs will be
disestablished and the areas restored to at least their previous condition prior to construction.
 All CSAs are likely to be provided with water, telecommunications and power connections, and
where required sewer connections. In most cases, these services are able to be connected directly
to the existing adjacent networks. Where there is no existing network adjacent to the CSA, a
temporary connection will be made. These connections will be removed after the completion of the
Project.
 All CSAs are likely to be established on compacted hard-fill, (i.e. not impervious), unless
impervious areas exist such as at the CSAs 1 & 5 on Paul Matthews Road and Rosedale Road
which are likely to be retained.
 All CSAs are likely to be used for stockpiling of earthworks, including contaminated material. CSA 2
at the north facing ramps is the most likely location for specifically stockpiling contaminated
material.
 All CSAs are likely to be used as structures compounds (incl. laydown for bridge/ retaining wall
construction materials).
The contractor will need to provide a suitable methodology to prevent dirt tracking from the CSAs onto
the road.

7.3.1 Likely Amenities

CSAs 1 to 6 as identified on the General Arrangement Drawings are likely to require some or all of the
following amenities:
 Project offices;
 Welfare facilities including:
 Toilets;
 Dining areas;
 First Aid equipment.
 Worker car parking;
 Weighbridge;
 Steel shipping containers for small tools/equipment storage;
 Aggregate crusher

7.3.2 Likely Storage & Site Activities

Activities likely to occur within the CSAs include:
 Site offices and construction personnel amenities, including car parking.
 Construction vehicle and machinery parking and maintenance.
 Loading and unloading of construction materials.
 Storage of construction materials.
 Fabrication, reinforcement cutting and bending.
 Storage of plant and equipment, and building materials.
 Storage of ground improvement plant and materials.
 Storage of hazardous construction materials (if any).

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 Construction vehicle wheel washing areas (where necessary).
 Stormwater and groundwater treatment facilities where required.
 Waste storage and collection.
 Spoil handling and storage
 Storage of supplanted trees / shrubs
 Aggregate crushing

7.3.3 Access
Access to the CSAs will be from local roads wherever practicable both for safety and to minimise any
potential traffic disruption. Access may be subject to specific temporary traffic management where
appropriate.

7.3.4 Satellite Welfare Facilities

Satellite welfare facilities are likely to also be required in addition to any welfare facilities provided
within the CSAs. These will typically include provision of the following temporary facilities for workers
in closer proximity to their immediate working area:
 Toilets
 First aid
 Break out / dining area

7.3.5 Temporary parking south of Albany Station

The construction of the busway bridge into Albany Station will have an effect on the availability of car
parking spaces within the existing car park. As this car park is already at capacity, the Transport
Agency is working with Auckland Transport to provide potential temporary parking on Transport
Agency owned land adjacent to SH1 immediately to the south of the existing park & ride station.

7.4 Construction Noise & Vibration

For an overview of the assessment of the noise and vibration effects associated with the construction
phase of the Project reference should be made to the Construction Noise & Vibration Effects,
Technical Assessment 3 in Volume 3.

7.5 Earthworks
Earthworks cut and fill volumes are shown in the drawing in Appendix D and further summarised in the
tables below. These volumes represent the full volume to finished surface level and do not account for
the following:
 Top soil
 Cut to waste
 Compaction
 Bulking Factors
As indicated the design shows a current fill deficit. Fill material will need to be imported for the Project
in accordance with the resource consent conditions. For further information regarding sampling and
classification of imported fill to site reference should be made to the Draft Contaminated Soil
Management Plan, NCI-3PRE-2ENV-RPT-0158 which forms Appendix B of the Assessment of Land
Contamination Effects NCI-3PRE-2ENV-RPT-0025.

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Table 14 Construction Zone indicative cut & fill volumes

Volume (m³) Area (m²)

Construction Zone
Cut Fill Balance Cut Fill Total
1 149,000 212,000 63,000 58,000 54,000 112,000
2 71,000 3,000 -67,000 105,000 37,000 142,000
3 49,000 45,000 -4,000 86,000 52,000 138,000
4 48,000 39,000 -9,000 84,000 36,000 121,000
5 - - - - - -
6 0 2,000 2,000 0 1,000 1,000
7 48,000 56,000 7,000 22,000 21,000 44,000
8 49,000 119,000 70,000 24,000 31,000 55,000
Totals 414,000 476,000 62,000 379,000 232,000 613,000

7.6 Contaminated Ground Management

For an overview of the areas of potential environmental concern identified in the Preliminary Site
Investigation which may present a risk to environment and/or public health, both during and post
construction reference should be made to the Assessment of Land Contamination Effects, Technical
Assessment 6 in Volume 3.

7.7 Construction Water Management

For an overview of the erosion and sediment management techniques and measures that will be used
within the Project, including outline methodologies and management techniques that will apply and will
achieve the necessary environmental objectives reference should be made to the Assessment of
Construction Water Management, Technical Assessment 4 in Volume 3

7.8 Stormwater Wetland Construction

Stormwater wetlands will be constructed in accordance with the Auckland Council compliance and
construction process described in Auckland Council TP10 (Chapter 5) relating to the installation of
stormwater treatment / detention areas. These treatment devices will be established early in the
construction programme so they can act as temporary sediment retention ponds during the
construction period.
A typical construction methodology in accordance with these processes would involve:
 A pre-construction meeting with Auckland Council;
 Installation of perimeter erosion and sediment controls. This includes installing sediment controls at
the downstream perimeter wherever sediment may leave the site during the clearing and grubbing
for the wetland;
 Installation of temporary, stabilised channel diversion if necessary to divert clean water flow away
from the wetland construction area;
 Removal of topsoil from the wetland area and stockpiling the soil in an approved location;
 Stabilisation of the stockpile area as per the erosion and sediment control plan;
 Setting out the centreline of embankment, outside and inside toe of slopes;

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 Installation of the outfall pipe;
 Completion of bulk earthworks for the wetland, including:
 Placing impervious material in core of embankment and in forebay in accordance with
construction drawings;
 Compacting the embankment according to the earthworks specification; and
 Stabilising the embankment.
 Diversion of flows into pipe system and construction of an emergency spillway;
 Stabilisation of all disturbed areas in and around the wetland and planting as per the landscape
specification; and
 Completion of pond approvals including:
 Obtaining the approval of the Auckland Council compliance office to convert the wetland/pond
from a sediment pond to stormwater control (if used as a sediment pond during construction);
 Properly de-watering the pond in an approved manner as per TP90;
 Removing accumulated sediment and restoration of the pond to design grade;
 Completion of final stabilisation;
 Making any structural modifications to the riser for permanent function; and
 Undertaking as built documentation for submission to Auckland Council / AMA for approval.

7.9 Outfalls to Streams

Outfalls to streams will generally be constructed as follows:

1. Install erosion and sediment control measures

2. Vegetation clearance
3. Strip top soil and undercut to required levels
4. Lay blinding sand, bedding and compact in accordance with stormwater specification
5. Install geotextile
6. Install pre-cast headwall unit
7. Install rip-rap protection rocks as per stormwater detail drawings
8. Contour surrounding ground profile to tie-in with headwall and rip-rap protection
9. Construct upstream pipe network
10. Lay top soil and provide landscape as per landscape drawings

Figure 2 Outfall to streams – typical detail

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7.10 Works in or adjacent to Overland Flow Paths / Floodplains
All works associated with the Project (permanent and temporary) will be kept clear of existing overland
flow paths or floodplain areas during construction, unless otherwise described in the Assessment of
Stormwater Management Report, Technical Assessment 11 in Volume 3. The effects of works
associated with overland flow path and flood plain modifications are also addressed in the report.
Where diversion of overland flow paths or flood compensation works are proposed, these will be
carried out in accordance with the Project erosion and sediment control plan and TP90 guidelines.
No existing overland flow path or floodplain area will be decommissioned until the new flow path or an
equivalent compensatory storage area has been installed and is fully operational.

7.11 Abandonment and diversion of existing manmade open

channels
There are two key areas within the Project extents where diversion of stormwater flows through
existing manmade channels will be required to allow completion of the works. These are:
 Within Rosedale Park South in the vicinity of the existing Constellation Pond for flows from
Caribbean Drive; and
 Within Watercare’s land to the west of SH1 to divert flows from the existing ARC refuse pond.
In both cases the following construction methodology is assumed:
 Construct proposed new culvert and piping to divert flows
 Connect to existing manhole
 Divert flows
 Abandon existing culvert and channels

7.12 Pavements and Impervious Areas

Pavements and impervious areas will generally be constructed as follows:
 Earthworks and subgrade preparation and improvement, including;
 Undercut unsuitable material and subgrade; and
 Backfill and compact with approved filling material.
 Construction of pavement and subsoil drainage systems
 Construction of kerbs, channels, traffic islands and medians
 Construction of granular layers as necessary, including:
 ground improvement/capping layers
 sub-base course
 base course
 Placing of geogrids/geotextiles
 Milling and planning of existing pavements and surfacings
 Construction of asphaltic concrete binder and surface/wearing course pavement layers including
membrane seals and tack coats where necessary

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7.13 Rosedale Road Lowering
Widening of SH1 over Rosedale Road results in the reduction of the clear headroom due to the
requirement to maintain cross-falls on SH1. As such, localised lowering of Rosedale Road will be
required to maintain a minimum clearance of 4.9m beneath the bridge, resulting in lowering the road
level by approximately 0.5m. These works will likely necessitate the temporary restriction of Rosedale
Road to 1 lane with temporary signals for a period of several months, dependent on the detailed
construction methodology to be developed by the contractor.
As a result of the necessity of lowering the vertical alignment of Rosedale Road, it will also be
necessary to lower the existing utilities in this area in order to maintain the required minimum covers
for protection. The extent of the utilities affected is likely to be greater than that of the road due to the
need to relocate the utilities between manholes, and junction boxes.

7.14 Constellation Station

Reconfiguration of Constellation Station from a terminus station to a through station is likely to include:
 Temporary diversion of existing bus operations;
 Minor earthworks;
 Diversion of utilities; and
 Night works in order to minimise bus disruptions.
The contractor’s construction methodology will need to allow for the retention of the existing station
functionality and amenities whilst the reconfiguration is being undertaken.

7.15 Utility Diversions

Where possible it is anticipated that diversion of existing utilities will occur before construction of the
main works for the Project. It is intended to relocate services only once due to the high cost and time
associated with movement and disruption effects.
It is anticipated that services will be:
 relocated to the relevant provider's standards;
 where possible located within dedicated service corridors; and
 will be constructed and tested in the realigned position to enable a short switch-over timeframe with
minimal disruption to users.

7.16 Causeway Works

7.16.1 General
The methodology described below relates to the causeway works between WSL ponds 1 and 2 to
accommodate the widening of SH1 and the addition of the busway and SUP. It should be read in
conjunction with the sketches included in Appendix A. This methodology represents one feasible
option for the proposed modifications to the existing causeway. The contractor may choose to develop
an alternative methodology within the requirements of the consent conditions for agreement with the
Transport Agency and Watercare. A detailed method statement will be developed by the contractor for
their chosen methodology prior to construction.

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7.16.2 Indicative construction sequence
An indicative construction sequence is outlined below.
1. Install rock revetment/sheet piles and groynes.
2. Remove existing Rip Rap material and stockpile adjacent to the works within the catchment of
a Super Silt Fence device.
3. De-water construction area between existing causeway and rock revetment/sheet piles.
4. Construct bunded area beside the existing carriageway to temporarily stockpile contaminated
excavated material from the wastewater pond for removal off site.
5. Excavate toe in a sequenced manner as follows:
 Monitor groundwater elevation, flow and quality;
 Install trench stops to control groundwater flow;
 Remove groundwater from excavations by pumping and discharging it into appropriate
storage or into the Rosedale oxidation ponds subject to WSL permission; and
 Monitor excavation for presence of methane gas. If concentrations are greater than 2% v/v
then the works at this location should cease and the gas allowed to vent passively. Work
should only recommence at this location once methane concentrations is below 2% v/v for a
period of 15 minutes.
6. Conduct testing on the bottom of the toe excavation. Engineer to review Scalar test results
prior to filling.
7. Stockpile excavated contaminated material in bund area.
8. Conduct testing to establish if stock piled material is contaminated.
9. Remove excavated material off site to an approved allocated site.
10. Line bottom of the toe excavation with approved geotextile.
11. Fill excavated area with approved GAP100 and line external batter face with rock lining (this
can be sourced from the outer groyne feature). All other materials shall be cleanfill.
12. Continue with Items 3-11 in that sequence until the full length of the fill embankment has been
extended.
13. Restoration of the area used for dewatering pond sludge to be inspected by Watercare prior to
the replacement of topsoil.

7.16.3 Potential Effects on WSL Ponds 1 & 2

The proposed works on the causeway between WSL ponds 1 & 2 will result in the following effects:
 The capacity of both ponds will be reduced by a very small (insignificant) margin.
 Extension of the causeway will likely require the removal of existing sediment/sludge. Works at the
toe will require excavation (as described in the section above). Depending on the detailed design
by the contractor, the sludge / soft foundations soils will need to be removed or displaced.
 The use of sheet piles will penetrate the lake bed. A temporary revetment if required will also
require new material to be placed temporarily on the lake bed.

7.17 Closed Landfill

For an overview of the refuse, leachate and landfill gas management techniques and measures that
will be used within the Project, including outline methodologies and management techniques that will
apply and will achieve the necessary environmental objectives reference should be made to the
Assessment of Effects – Corridor Encroachment on Rosedale Landfill, Technical Assessment 7 in
Volume 3.

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7.18 Transport Disruption
The NCI Project requires works on and around live transport corridors including SH1, SH18 and the
surrounding local road network. As a result, construction of the Project will result in disruption to the
existing transport network including Public Transport (PT) operations.

7.18.1 Assessment of Traffic Effects

For an overview of the assessment of traffic effects during construction, including how the proposed
construction works will affect AT Metro busway, frequent, connector, local and peak period services
within their North Shore network reference should be made to the Assessment of Transport Effects,
Technical Assessment 14 in Volume 3.

7.18.2 Temporary Traffic Management

7.18.2.1 SH1 & SH18

In order to provide adequate space for construction, lane widths on SH1 & SH18 will require
temporary lane width reduction. These restrictions are expected to be in place throughout the full
length of the construction programme from mid-2018 to late 2021.

7.18.2.2 Rosedale Road Contra-flow

The lowering of the vertical alignment of Rosedale Road beneath SH1 will require restrictions to the
existing traffic operations for approximately 6 months to allow construction access. It is understood
that traffic movement is already constrained at this location at peak times and modelling suggests that
eastbound operation is critical in the morning peak, while evening peak operation is more balanced.
Traffic signal controlled one way working allowing alternating movement in both directions (one
direction at a time) is predicted to result in lesser effects than one way operation which would allow
movement in one direction only (either from west to east or east to west but not both).
Restrictions on Rosedale Road result in traffic migrating to McClymonts Road and Constellation Drive
to north and south.

7.18.2.3 McClymonts Bridge

In order to move the horizontal alignment of the busway/SUP against SH1 the existing eastern
abutment of McClymonts Road Bridge must be removed. The existing southbound span and the
existing median pier and substructure must be removed and replaced. In addition, the western
abutment of the current McClymonts Road bridge restricts sight distance to the Oteha Valley
northbound off-ramp to 90km/h due to a substandard 1.9m edge shoulder. Therefore, construction of
an off-line bridge is proposed.
Traffic counts show that McClymonts Road is very tidal, with dominant westbound morning flows and
eastbound evening flows. Construction of the bridge off-line results in minimal disruption to the
existing McClymonts Road Bridge during construction and allows both lanes on the existing bridge to
remain open maintaining pedestrian, bus and car access at this location across the existing bridge
until such time as the new bridge is completed

7.18.2.4 Paul Matthews Road

Construction of the proposed new Paul Matthews Bridge over SH18 will necessitate the temporary
relocation of the Paul Matthews Road and Upper Harbour Highway intersection. This diversion is likely
to be required from mid-2018 until early 2021. As a result of the requirement to lower the vertical
alignment of SH18 to tie in to the new ramp connections to SH1 right turn restrictions into and out of

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Paul Matthews Road will likely be required for a period of 3 to 6 months. This is predicted to result in
travel time increases.

7.19 Structures
Table 15 shows a grouping of structures based on typical expected construction methodologies. For
each structure type (group) a tabulated methodology is presented for new structures (Table 16) and
for existing structure improvement (Table 17). These structures and methodologies are feasible and
likely solutions, but the appointed contractor may develop alternative structures and methodologies.

Table 15 Types of structure

Structure Type (Group) Relevant Structures

Albany Station Busway Bridge
Greville Rd Busway Bridge
Multi-span precast concrete girder bridges SH1 - SH18 Westbound Ramp
Constellation Dr Busway Bridge
McClymonts Rd Bridge (Replacement)
Rosedale Rd Busway Bridge
Single span precast concrete girder bridges Caribbean Dr Intersection Bridge
Watercare Pond Link Bridge
Composite steel girder and concrete slab bridges Paul Mathews Rd Bridge
Precast concrete box culvert lengthening Watercare Pond Link (Lengthening)
Armco steel pipe culvert lengthening Alexandra Creek Pedestrian Underpass (Lengthening)
Bridge widening (U-beams) Greville Rd Bridge (Widening)
Rosedale Rd Bridge (Widening)
Bridge widening (Double Hollow Cores)
Constellation Dr Bridge (Widening)

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7.19.1 New Bridge Construction
Table 16 New bridges – Construction methodologies

Temporary /
Activity Description
Permanent works
As required pre and during construction to provide safe working areas and traffic thoroughfare. Also to allow for lifting girders and for in-situ concrete pours when necessary.
Rosedale Rd Busway Bridge – TTM will be required on Rosedale Rd predominantly due to the adjacent Rosedale Rd Bridge Widening.
TTM Temporary
Caribbean Dr Intersection Bridge – TTM is unlikely to be necessary due to the off-line nature of the works.
Watercare Pond Link Bridge – TTM will be required to phase the construction of the bridge beneath the motorway, multiple traffic switches are expected.
Heavy crane lifts will be required during construction of all bridge types. Night works will be required during construction, particularly during above motorway and local road works. For example girder launching, in-situ
deck pours and placement of sundry bridge items. Busway bridges are constructed offline with less TTM impacts.
Night works Temporary
Caribbean Dr Intersection Bridge – Night works are not likely to be required at this site due to the off-line nature of the construction
Watercare Pond Link Bridge – Large scale TTM and motorway deviations will be required to allow offline construction.
Temporary & Earthworks as required to provide safe working areas, particularly at the abutments (typically fill)
Earthworks
Permanent Watercare Pond Link Bridge – Cut depths of approximately 2-5m may be required. Deeper excavation will only be required once sheet piles are in place. Excavation to be filled once the structure is constructed.
Bored piles for bridge pier and abutment foundations, including steel works, vibration if required, concrete works. Heavy piling rigs are likely required given reference design pile sizes. Driven steel piles, particularly at
the abutments may be considered during detailed design.
Piling Permanent Rosedale Rd Busway Bridge – Medium sized piling rigs are likely required given reference design pile sizes
Caribbean Dr Intersection Bridge – Contiguous bored pile walls with shotcreting for abutment foundations and walls. Medium sized piling rigs are likely required given reference design pile sizes.
Watercare Pond Link Bridge – Sheet piling for abutments. Alternative wall systems should not be precluded
Ground
Permanent Not identified as a requirement at this stage for any bridge type. Potentially required at the SH1-SH18 Westbound Ramp.
Improvements
MSE block retaining walls particularly on the approach walls and where spill through abutments cannot be used. Urban design proposed concrete finish on walls and abutments, alternative wall types should not be
Retaining Walls Permanent precluded.
Watercare Pond Link Bridge – Sheet piling of the abutment walls, with soil nails to tie sheet piles back prior to deeper excavation.
Potentially required around the longer spans and in relation to retaining walls, dependent on design and construction sequence. Otherwise as would be typical for safety purposes in regular precast girder, composite
Temporary steel girder, and slab bridge construction. Cantilever slab sections, due to curved road geometry, will require clip-on falsework on outer girders.
Temporary
Falsework
Watercare Pond Link Bridge – As above, but with the requirement to retain the live motorway dependent on TTM.
Abutments Permanent Steel fixing, formwork / falsework, in-situ concrete works for all bridge types
Piers Permanent Steel fixing, formwork / falsework, in-situ concrete works using a pre-fabricated steel mould or pre-fabricated concrete elements lifted and concreted in place.
Precast Concrete Girder Bridges
Pre-stressed, precast concrete girders transported to site and lifted in place. In-situ concrete slab cast over girders and likely integral with piers. Multiple heavy crane lifts will be required, though a self-launching girder
gantry may be utilized on the longer multi-span bridges.
Watercare Pond Link Bridge – As above, but with DHC units, transverse stressing and grouting may also be considered as replacement to an in-situ deck slab.
Bridge Deck Permanent
Composite Steel Girder And Concrete Slab Bridges
Prefabricated, structural steel girders transported to site in sections, spliced and connected in pairs or three’s as required and lifted in place. In-situ concrete slab cast over girders. Multiple heavy crane lifts will be
required. Precast deck slab sections may be considered during detailed design. Protective coatings should be applied prior to delivery to site, though painting of steel sections may be carried out on site. Touch-ups
will be required once constructed. Likely deck will be integral with piers, not abutments.
Multi-Span Precast Concrete Girder Bridges and Composite Steel Girder and Concrete Slab Bridges
Elastomeric or pot bearings are required at simply supported abutments. Expansion joints at abutments are required, though the type may vary dependent on the final design and in order to minimize long term
Bearings, Joints Permanent maintenance (strip seal is likely for Paul Matthews Rd Bridge).
Single Span Precast Concrete Girder Bridges
Likely use of an integral abutment means that bearings and joints should not be required. Possibly an asphaltic plug joint or bitumen seal if required.
Precast Concrete Girder Bridges
Bridge lighting, settlement slabs, traffic barriers, drainage catch-pits and pipe works. Typically these items will be pre-fabricated solutions, either bolted in place or connected to the bridge via a small in-situ concrete /
Sundry Items Permanent grout pour (such as in the case of precast traffic barriers). In-situ concrete elements may be required.
Composite steel girder and concrete slab bridges
As above but with the inclusion of kerbing and cycle rails. The kerbs will be cast together with the concrete deck slab.
Demolition Permanent McClymonts Rd Bridge Replacement – Demolition of the existing bridge including abutment retaining structures and the bridge super and sub-structure.

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7.19.2 Existing Structure Improvements
Table 17 Existing bridge/culvert improvement - Construction methodologies

Temporary /
Activity Description
Permanent works
As required pre and during construction to provide safe working areas and traffic thoroughfare.
TTM Temporary Bridge Widening Operations – TTM of the motorway above will be required during the Project construction. Limited TTM of the local road is expected, particularly for modification to the piers, lifting girders and
in-situ concrete pours.
Heavy crane lifts will be required during bridge widening operations, some crane lifts will be required for culvert lengthening.
Culvert Lengthening Operations – Night works are not likely to be required due to the off-line nature of the construction.
Night works Temporary
Bridge Widening Operations – Night works will be required during construction, particularly above local the road and adjacent to motorway girder placement, localized demolition, potential steel destressing and
stressing activities and placement of sundry bridge items.
Culvert Lengthening Operations – Earth works as required to provide safe working areas, including fill over the lengthened portions of the culvert and compaction works to create a foundation layer for the culvert
Temporary & segments. Cement stabilized fill may be used.
Earthworks
Permanent Bridge Widening Operations – Earthworks as required to provide safe working areas, particularly at the extension of the abutments (typically fill). For Rosedale Rd Bridge, large deep cuts may be required for
construction of the retaining walls immediately adjacent to the motorway.
Culvert Lengthening Operations – Not required
Bridge Widening Operations – Bored piles for bridge pier and abutment foundations or soldier pile and panel abutment walls, including steel works, vibration if required, concrete works. Medium sized piling rigs
Piling Permanent
are likely required given existing pile sizes.
Constellation Dr Bridge Widening – Additional pier and abutment piles should not be required due the existing structure’s future proofing.
Ground
Permanent Not identified as a requirement for any bridge/culvert improvement at this stage.
Improvements
Precast Concrete Box Culvert Lengthening – Construction is intended to be completed using precast concrete box sections extending far enough that wingwalls / retaining walls are not required.
Armco Steel Pipe Culvert Lengthening – Demolition of the southern crib retaining wall. Construction of replacement in-situ L-shape gravity retaining wall. Alternatives may involve sheet piling or MSE retaining
walls.
Retaining Walls Permanent Greville Rd Bridge Widening – Consideration is to be given to the existing SUP, low height retaining walls. Otherwise spill through abutments are used without retaining walls.
Rosedale Rd Bridge Widening – Widening of the MSE small block retaining walls at both abutments. Temporary shoring or sheet piling will be required in order to widen these walls, due to the depth of cut and
fill required to construct a matching wall.
Constellation Dr Bridge Widening – Additional retaining walls should not be required due to the existing structure’s future proofing.
Culvert Lengthening Operations – Potentially required, dependent on design and construction sequence and motorway TTM above. Otherwise as would be typical for safety purposes in regular culvert
lengthening or repair methodologies. Potentially required to prop the existing culvert during construction.
Temporary Falsework Temporary Armco Steel Pipe Culvert Lengthening – Further shoring of retaining walls may be required.
Bridge Widening Operations – As would be typical for safety purposes in regular bridge widening. Temporary shoring may also be required to support the live motorway during earthworks and demolition. For
double hollow core construction, may be required in relation to retaining walls, cut and fill as required by the construction sequence.
Inlet & Outlet
Permanent Culvert Lengthening Operations – No typical drainage inlet and outlet structure, though the headwalls and “wingwalls” will need to be demolished and rebuilt to the south.
Structure
Precast Concrete Box Culvert Lengthening – Construction joints will need to be prepared and sealed between old and new precast sections. New foundation material will need to provide similar stiffness to the
existing culvert length.
Culvert Lengthening Permanent Armco Steel Pipe Culvert Lengthening – Existing Armco culvert sections will need to be trimmed back square and prepared for adjoining new length of Armco culvert. The existing culvert is understood to have
two steel skins filled in with lightly reinforced concrete all around. A similar finish will need to be obtained, with the outer and inner steel sections being used primarily as a permanent shutter. The end culvert
sections of Armco pipe will need to be shaped to fit the realigned pathway. Headwalls and retaining walls as above will need to be reconstructed. Finally painting as required.
Bridge Widening Operations – Localized demolition of existing abutment to accommodate tying into the existing structure. Steel fixing, formwork / falsework, in-situ concrete works. For double hollow core
Abutments Permanent
construction, drill and dowel may be necessary and strengthening works could be required, but are not expected.
Bridge Widening Operations – Localized demolition of existing pier to accommodate tying into the existing structure. Steel fixing, formwork / falsework, in-situ concrete works. For double hollow core construction,
Piers Permanent
drill and dowel may be necessary and strengthening works could be required, but are not expected. Not applicable to Rosedale Rd Bridge.
Bridge Widening Operations – Pre-stressed, precast concrete girders transported to site and lifted in place. For U-beam construction, in-situ concrete slab cast over girders. For double hollow core construction,
Bridge Deck Permanent
transverse post-tension destressing and stressing activities on site, grouting, access restricted welding will be necessary. Both bridge types will require multiple heavy crane lifts
Bearings, Joints Permanent To match existing for all bridge widening operations
Precast concrete box culvert lengthening – Lighting may be added due to the considerable length of structure. Otherwise drainage and pipe works, concrete floor slabs with typical construction methodology is
to be applied.
Sundry Items Permanent
Armco steel pipe culvert lengthening – Lighting, drainage catchpits and pipe works, concrete floor slabs. Typical construction methodology is to be applied. It is evident that the floor slab of the pedestrian
underpass is constructed using permeable concrete and a suitable matching product should be used.

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 Bridge Widening Operations – Bridge lighting, settlement slabs, traffic barriers, drainage catchpits and pipe works to match existing. Typically these items will be pre-fabricated solutions, either bolted in place or
connected to the bridge via a small in-situ concrete / grout pour (such as in the case of precast traffic barriers). In-situ concrete elements may be required.
Strengthening and
Permanent Precast Concrete Box Culvert Lengthening – Crack injection, localized demolition, steel plate or FRP repairs / strengthening may be required on the existing portion of the subway.
Repairs

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7.19.3 Retaining Walls
Proposed retaining walls including four bridge abutment walls are to be constructed along the Project
alignment with a mix of wall types including:
1. Gravity type retaining structures, either concrete L-shaped cantilever or TL-5 barrier walls,
2. Mechanically Stabilised Earth (MSE) block walls,
3. Bored pile walls and anchored bored pile walls,
4. Steel post walls, and
5. Timber pole walls

The tables below present the likely construction activities required during the construction of
aforementioned types of wall.

Table 18 Construction Activities for Gravity Type Retaining Walls

Temporary /
Activity Permanent Description
works
Temporary & Earthworks as required to provide safe working areas and space for
Earthworks
Permanent installation of footing (L shape) and drainage at the back of retaining walls.
Piling Permanent N/A
Ground
Permanent Not identified as a requirement at this stage.
Improvements
Temporary Potentially required in relation to the safe temporary back slopes required
Temporary
Staging behind the walls.
1. Excavate to the wall foundation grade and prepare the foundation
subgrade with stable temporary back slopes provided, if necessary.
For fill walls, stable temporary back slopes need to bench into existing
embankment. Foundation preparation might include removal of
unsuitable materials (undercut).
2. The footing outline is formed, and the reinforcement steel for the
Construction footings is placed and extended into the stem. The footing concrete is
Permanent
Sequence then poured.
3. The wall stem is formed, and the concrete is poured. In general,
concrete is poured in sections between vertical construction joints and
wherever possible, it is poured for the full height to eliminate the cold
joints.
4. Drainage systems are then constructed behind the walls.
5. Backfill is placed behind the retaining walls.

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Table 19 Construction Activities for MSE Walls

Temporary /
Activity Permanent Description
works
Temporary & Earthworks as required to provide safe working areas and space for
Earthworks
Permanent installation of geogrid reinforcement and drainage systems.
Piling Permanent N/A
Not identified as a requirement at this stage. Ground improvement might
Ground
Permanent be necessary for MSE walls of H>10m dependent on the ground
Improvements
conditions.
Temporary Required in relation to the safe temporary back excavation required
Temporary
Staging behind the walls.
1. Prepare subgrade including removal of unsuitable materials
(undercut) from the area to be occupied by the retaining structure.
2. Place a levelling pad for the erection of the facing blocks.
3. Erect the first row of facing blocks on the prepared levelling pad.
4. Install the subsoil drains and drainage mat behind the walls.
5. Place and compact backfill on the subgrade to the level of the first
Construction
Permanent layer of reinforcement and its compaction.
Sequence
6. Place the first layer of reinforcing elements on the wall fill.
7. Place the backfill over the reinforcing elements to the level of the
next reinforcement layer and compaction of the backfill.
8. Repeat steps 3 and 5 to 7 for each successive layer till the design
level is reached.
9. Construct traffic barriers and copings.

Table 20 Construction Activities for Steel Post Walls / Timber Pole Walls

Temporary /
Activity Permanent Description
works
Earthworks as required in front of the wall and in the temporary back
Temporary &
Earthworks slopes to provide safe working areas for the installation of drainage
Permanent
systems behind the walls.
Piling Permanent Piling work is required to install the steel posts or timber poles.
Ground
Permanent Typically not required
Improvements
Temporary Potentially required in relation to the temporary work platform for
Temporary
Staging installation of steel post or timber poles.
1. Drill the holes from the front (facing) side of the walls.
2. Install the steel post or timber pole sections by concreting them
within the pre-drilled holes.
3. Excavate between the steel post or timber pole sections from the top
down for installation of lagging and drainage behind the walls with a
Construction safe temporary excavation subject to the ground conditions and the
Permanent
Sequence contractor’s discretion.
4. Continue step 3 until the bottom of excavation is reached and the
drainage facilities behind the walls are installed.
5. Install the lagging.
6. Backfill the temporary excavation with specified materials to the top
of retaining walls.

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Table 21 Construction Activities for Bored Pile Walls and Anchored Bored Pile Walls

Temporary /
Activity Permanent Description
works
Temporary & Earthworks as required in front of the wall and potentially required in the
Earthworks
Permanent temporary work platform for installation of bored piles.
Piling Permanent Required to install the bored piles.
Ground
Permanent Typically not required for bored pile walls and anchored bored pile walls.
Improvements
Temporary Required in relation to the safe temporary work platform and stage
Temporary
Staging excavation for installation of bored piles and anchors, respectively.
1. Install the piles with auger type drill rigs. Temporary casing might be
required.
2. Excavate between the bored piles from the top down for installation
of capping beams and reinforced shotcrete.
3. Install the capping beam.
Construction 4. Continue excavation and apply the reinforced shotcrete. A drainage
Permanent gallery/mat is provided behind the shotcrete to intercept and channel
Sequence
any seepage that might penetrate the walls.
5. Install the anchors, if required.
6. Conduct testing on the anchors, if required.
7. Excavation will go down in stages. Anchors will be installed following
the stage excavation, if required.
8. Install the facing panels.

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File NCI-3PRE-3DES-RPT-0049
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Appendices

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File NCI-3PRE-3DES-RPT-0049
Project No. 250310
Appendix A
Causeway Works Sketches

File NCI-3PRE-3DES-RPT-0049
Project No. 250310
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File NCI-3PRE-3DES-RPT-0049
Project No. 250310
 CONSTRUCTION SEQUENCES:
1. INSTALL THE SILT CURTAIN.
2. CONSTRUCT THE ROCK REVETMENT / GROYNE OR INSTALL THE SHEET PILES.
3. PUMP THE WATER FROM THE MOTORWAY SIDE TO POND SIDE.
1.0m 4. MANAGE THE SEEPAGE TO ENSURE A DRY SURFACE FOR THE NEW EMBANKMENT.
ROCK ARMOUR 5. CONSTRUCT THE NEW EMBANKMENT AND ROCK ARMOUR.
6. REMOVE THE ROCK REVETMENT OR SHEET PILES.

2.5m - 3.0m TYPICAL

SEPARATION GEOTEXTILE ROCK ARMOUR SINGLE ASSUMED WATER

0.3m
NEW EMBANKMENT LAYER ON HORIZONTAL LEVEL RL +37.0m
GRANULAR FILL
WSL POND 1

2
1 TEMPORARY BUND
(ROCK AND EARTH
2
REVETMENT 30%
1 SILT CURTAIN (THE
REQUIREMENT FOR SILT
EXISTING FINES MIN.)
CURTAINS IS TO BE
EMBANKMENT ASSESSED AT THE TIM E
WITHIN CESCP)

3.0m MIN

OPTION 1 - CH 15040 SEPARATION

1:50 GEOTEXTILE

1.0m
ROCK ARMOUR

TEMPORARY SHEET PILES

ASSUMED TOP ELEVATION RL +38.0m
SEPARATION GEOTEXTILE

ASSUMED WATER
NEW EMBANKMENT LEVEL RL +37.0m
GRANULAR FILL
WSL POND 1
Filename: C:\PW_WORK\JOAN.LOZANO\ANZ_PROD\D0315103\250310-5DOC-3DES-SKT-2101.DWG

BENCHING AS PER
TNZ F/1 3.0m

SILT CURTAIN (THE REQUIREMENT FOR

EXISTING SILT CURTAINS IS TO BE ASSESSED AT
EMBANKMENT THE TIME WITHIN CESCP)

FOUNDATION PREPARATION 1.0m

ZONE AS SPECIFIED

OPTION 2 - CH15040
Office: Auckland

1:50
Plot Date: 23/11/2016 2:03:51 PM

500 0 1000 2000mm

TIP ELEVATION TO BE CONFIRMED
SCALE 1:50

CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE

PRELIMINARY PROJECT
NORTHERN CORRIDOR IMPROVEMENTS
A 1:50 A1 NOT FOR CONSTRUCTION
DRAWN
C. LANE
APPROVED
. DATE
CONSTRUCTION METHODOLOGY
DESIGNED
TITLE TEMPORARY WORKING PLATFORM
C. CHEN & PROTECTION - SHEET 1 OF 2
CHECKED PROJECT No. STAGE WP TYPE NUMBER REV
DRAWING No.
250310 5DOC 3DES SKT 2101 A
 OVERLAP GEOGRID CONSTRUCTION SEQUENCES:
1.5m MIN.
1.0m 1. INSTALL THE SILT CURTAIN.
ROCK ARMOUR 2. CONSTRUCT THE ROCK REVETMENT / GROYNE OR INSTALL THE SHEET PILES.
GEOGRIDS 3. PUMP THE WATER FROM THE MOTORWAY SIDE TO POND SIDE.
4. MANAGE THE SEEPAGE TO ENSURE A DRY SURFACE FOR THE NEW EMBANKMENT.
5. CONSTRUCT THE NEW EMBANKMENT AND ROCK ARMOUR.
TEMPORARY SHEET PILES 6. REMOVE THE ROCK REVETMENT OR SHEET PILES.
ASSUMED TOP ELEVATION RL +38.0m
0.8m MAX.

1.5
1
NEW EMBANKMENT ASSUMED WATER
GRANULAR FILL LEVEL RL +37.0m

WSL POND 1

3.0m
BENCHING AS PER SILT CURTAIN (THE REQUIREMENT FOR
TNZ F/1 SILT CURTAINS IS TO BE ASSESSED AT
THE TIME WITHIN CESCP)
EXISTING
EMBANKMENT

1.0m
FOUNDATION PREPARATION SEPARATION
ZONE AS SPECIFIED GEOTEXTILE

OPTION 3 - CH 15040
1:50

TIP ELEVATION TO BE CONFIRMED

CH 15140 TWO OPTIONS:

1. PLACE ROCK ARMOUR UNDER WATER; OR
OVERLAP GEOGRID
2. INSTALL SILT CURTAIN AND TEMPORARY SHEET
1.5m MIN.
PILES AND THEN PLACE ROCK ARMOUR
GEOGRIDS GEOTEXTILE
NEW EMBANKMENT FILL
(REINFORCED SOIL SLOPES)
1.0m OR ALTERNATIVE TEMPORARY SHEET PILES
ROCK ARMOUR ASSUMED TOP ELEVATION RL +38.0m

1.5
1 ASSUMED WATER
EXISTING LEVEL RL +37.0m
EMBANKMENT 3.0m
WSL POND 1
Filename: C:\PW_WORK\JOAN.LOZANO\ANZ_PROD\D0315103\250310-5DOC-3DES-SKT-2102.DWG

BENCHING AS PER SEPARATION

TNZ F/1 GEOTEXTILE
SILT CURTAIN (THE REQUIREMENT FOR
SILT CURTAINS IS TO BE ASSESSED AT
THE TIME WITHIN CESCP)
FOUNDATION PREPARATION
ZONE AS SPECIFIED

OPTION 3 - CH 15140
Office: Auckland

1:50
Plot Date: 23/11/2016 2:42:15 PM

TIP ELEVATION TO BE CONFIRMED 500 0 1000 2000mm

SCALE 1:50

CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE

PRELIMINARY PROJECT
NORTHERN CORRIDOR IMPROVEMENTS
A 1:50 A1 NOT FOR CONSTRUCTION
DRAWN
C. LANE
APPROVED
. DATE
CONSTRUCTION METHODOLOGY
DESIGNED
TITLE TEMPORARY WORKING PLATFORM
C. CHEN & PROTECTION - SHEET 2 OF 2
CHECKED PROJECT No. STAGE WP TYPE NUMBER REV
DRAWING No.
250310 5DOC 3DES SKT 2102 A
Appendix B
Proposed Construction Zones

File NCI-3PRE-3DES-RPT-0049
Project No. 250310
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File NCI-3PRE-3DES-RPT-0049
Project No. 250310
 ME
DA
LL
IO

SPENCER
N

CONSTELLATI
DR
IVE

ROAD

GREVIL

ON DRIVE
AD
S RO

L
E ROA
N T
L YMO
MCC

ROS

RIVE
E
E
N DRIV

DAL
TRITO

WAY D
ER
SH1

DALLAN PLACE
OAD
AD

N
ORT

ARRE
H ERN
EY RO

UE

CIVIL PLACE
MOT

EN
ORW
AY
AV
OTEHA VALL

SE
RO

IVE
IOT

DR
K
LUCAS CREE

CO
ELL

RIN

CIV
TH WAY
OTOR

IC
IAN
ERN M
NO
ORTH
DR
IN SH1 N
K E IV

PLACE
MC

TITOKI PLACE
CRE

AY
SW

SUNS
S

MIRO
TAWA

ES
DRIVE SH1 NORTHERN MOTORWAY

PR

E
EX

T ROA
COWLEY PLACE

NY
BA

D
AL
DON

STOP

E
DRIV
OS
BAD
BAR
AY
IGHW
UR H
RBO
ACE

A
ER H
PL
RN

UPP
U
ROAD

SAT

SH18
HEWS
ALEX
ANDR
A CRE

MATT
EK

PAUL
E
IV
DR
TH
OR
SW
UN

OMEG

BLUEBIRD CRES
Filename: C:\PW_WORK\D0315096\250310-5DOC-3DES-DRG-2199.DWG

TREE AS
T
LEGEND KERING DR
WILLIAM PIC
IVE
ZONE 1 SH18/SH1 INTERCHANGE
ZONE 2 UHH TO CONSTELLATION DRIVE
ZONE 3 SH1 NORTHBOUND
ZONE 4 SH1 SOUTHBOUND

BEA
TRI
ZONE 5 SH1 MEDIAN

CE
Office: NZAKL

TIN
ZONE 6 BUSWAY BRIDGE

SLE
YC

D
ZONE 7 BUSWAY ALBANY TO GREVILLE ROAD

A
RE

RO
Plot Date: 6/10/2016 10:05:18 a.m.

SH
ZONE 8 BUSWAY GREVILLE ROAD TO CONSTELLATION PARK AND RIDE

BU
AY
HI GHW
ANY
ALB

CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE NORTHERN CORRIDOR IMPROVEMENTS
A DRAFT FOR PRE-COMPLETENESS CHECK - SUBJECT TO CHANGE
PRELIMINARY PROJECT
NOT TO SCALE A1 NOT FOR CONSTRUCTION
DRAWN APPROVED
V. SMITH . DATE
CONSTRUCTION ZONES
TITLE OVERALL PLAN
WORKING DRAFT DESIGNED
K. DE SILVA
CHECKED PROJECT No. STAGE WP TYPE NUMBER REV
DRAWING No.
A. DOUGLAS 250310 5DOC 3DES DRG 2199 A
Appendix C
Indicative Construction Programme

File NCI-3PRE-3DES-RPT-0049
Project No. 250310
 2018: Year 1 2019: Year 2 2020: Year 3 2021: Year 4
J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J J A S
Zon
Activities 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4
e
1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5
Stage 0 Stage 1a Stage 1b Stage 1c Stage 1d Stage 2a Stage 2b
Project Mobilisation and
Detailed Design
SH18/SH1 Motorway to
Zon
Motorway connection and SH18
e1
offline works
Zon SH18 Upper Harbour Highway
e2 (SH1 to Albany Highway)
Zon
SH1 northbound widening
e3

Zon
e4 SH1 southbound widening

Zon
SH1 median works
e5

Zon
Albany Station Busway Bridge
e6
Zon Busway North (Albany Station to
e7 Greville Road)
Zon Busway South (Greville Road to
e8 Constellation Station)

Rosedale Road contraflow restrictions

begin
SH1 speed restrictions begin
(80km/h)
Rosedale Road Lowering completed. Full operations
resume.
McClymonts Road bridge placement completed and traffic
diverted.

Eastbound to Northbound ramp

opens
Southbound to westbound ramp
opens
SH1 speed restrictions
end

File NCI-3PRE-3DES-RPT-0049
Project No. 250310
Appendix D
Indicative Cut & Fill Volumes by Construction Zone

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Project No. 250310
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File NCI-3PRE-3DES-RPT-0049
Project No. 250310
 OTEHA VALLEY
EAST WETLAND
SH1-CH12030-SB
CUT : -6700m³
CONSTELLATION
FILL : 900m³
BUS STATION
BALANCE : -5800m³

McCLYMONTS ROAD SPENCER ROAD BUSWAY BRIDGE OVER BUSWAY BRIDGE OVER BUSWAY BRIDGE OVER
BRIDGE EXTENSION FOOTBRIDGE GREVILLE ROAD ROSEDALE ROAD CONSTELLATION DRIVE

ARC REFUSE WET POND

MORO WETLAND
GREVILLE SB SH1-CH15400-NB
SH1-CH15100-SB
ON-RAMP BASIN CUT : -3100m³
CUT : -14500m³
ZONE 7 SH1-CH13900-SB FILL : 3500m³
FILL : 100m³
CUT : -1800m³ BALANCE : -3000m³
NEW MAINTENANCE BAY BALANCE : -11000m³
FILL : 0m³
TO WHANGAREI D
KLAN
BALANCE : -1800m³
SH1 ZONE 8 UC
N ORT ZONE 5 TO A
HER
N MO
OTEHA VALLEY TOR
WEST WETLAND ALBANY BUS WAY
SH1-CH12030-NB STATION
CUT : -1600m³ MCCLYMONTS WETLAND
FILL : 0m³
ZONE 6 SH1-CH12720-NB
BALANCE : -1600m³ CUT : -11100m³
FILL : 0m³
BALANCE : -11100m³
GREVILLE NB
OFF-RAMP BASIN CARIBBEAN WETLAND
SH1-CH14110-NB
ZONE 3 SH18-CH720-EB
GREVILLE WETLAND CUT : -29900m³
SH1-CH13670-NB
CUT : -2600m³
FILL : 0m³
ZONE 1 FILL : 100m³
CUT : -13500m³ BALANCE : -29800m³
BALANCE : -2600m³
FILL : 200m³ ZONE 4
BALANCE : -13300m³

STOP
SH18 BRIDGE OVER
PAUL MATTHEWS
ROAD OFF-RAMP
CONSTELLATION WETLAND
SH18-CH950-EB

W AY CUT : -21700m³
SS FILL : 300m³
PRE BALANCE : -21400m³
X
YE
PAUL MATTHEWS
AN ROAD OVER SH18
ALB
ROOK WETLAND
SH18-CH1500-WB
CUT : -19800m³
FILL : 0m³
BALANCE : -19800m³

ZONE 2
UNSWORTH HEIGHTS
BRIDGE OVER SH18

BLUEBIRD WETLAND
SH18-CH2000-WB
CUT : -4700m³
FILL : 300m³
Filename: C:\PW_WORK\JOAN.LOZANO\ANZ_PROD\D0315103\250310-3PRE-3DES-SKT-0201.DWG

BALANCE : -4400m³

CONSTRUCTION VOLUME (m³) AREA (m²)

HAR
LOCATION
ZONE

SH1 R HIG
B OU
CUT FILL CUT FILL

8U
PPE WAY
1 SH18 RAMPS 148,936 212,040 57,749 54,235

R
H
2 SH18 & UHH 70,683 3,295 105,208 36,876

3 SH1 N/B 48,678 44,565 85,765 51,938

4 SH1 S/B 47,795 38,947 84,284 36,421

Y
5 MEDIAN BARRIERS 21,175
H WA
HIG

TO W
6 BUSWAY LINK BRIDGE TO ALBANY STATION 19 2,206 160 1,043 Y
Office: Auckland

AN
ALB

AITA
7 BUSWAY GREVILLE NORTH 48,353 55,759 22,048 21,478
Plot Date: 18/10/2016 10:58:52 AM

8 BUSWAY GREVILLE SOUTH 48,831 118,681 23,586 31,381

KER
E
CLIENT REV DATE REVISION DETAILS APPROVED SCALE SIZE
PRELIMINARY PROJECT
NORTHERN CORRIDOR IMPROVEMENTS
A 29/07/16 PRELIMINARY ISSUE NOT TO SCALE A1 NOT FOR CONSTRUCTION
B
DRAWN
V. SMITH
APPROVED
. DATE
GENERAL ARRANGEMENT
TITLE OVERALL KEY PLAN
WORKING DRAFT DESIGNED
M. FAN INDICATIVE CUT AND FILL VOLUMES
CHECKED PROJECT No. STAGE WP TYPE NUMBER REV
DRAWING No.
250310 3PRE 3DES SKT 0201 B
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File NCI-3PRE-3DES-RPT-0049
Project No. 250310
 In partnership with:

Aurecon New Zealand Ltd

Level 4, 139 Carlton Gore Rd
Newmarket Auckland 1023
PO Box 9762
Newmarket Auckland 1149
New Zealand

T +64 9 520 6019

F +64 9 524 7815
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