Beca Infrastructure Ltd.

Westhaven, New Zealand

Beca Infrastructure Ltd.

Westhaven, New Zealand
SEARCH FILTERS
Time filter
Source Type

McDonald M.,Fletcher Construction Company | Newby G.,Beca Infrastructure Ltd. | Wharmby N.,Brian Perry Civil
14th Australasian Tunnelling Conference 2011: Development of Underground Space, Proceedings | Year: 2011

KiwiRail has a goal of significantly improving passenger rail services to west Auckland, as part of its DART (Developing Auckland's Rail Transport) suite of projects. The New Lynn Rail Trench (NLRT) project was a significant component of this work. The NLRT project facilitates essential double-tracking of the Western Auckland line, and provides a new commuter transportation hub within a busy town centre. The 1.5 km stretch of track through the New Lynn town centre has bisected the township for over 80 years. Double-tracking the line provided the opportunity to grade-separate road and rail, which would help to re-connect both sides of the township and enhance public amenity and safety. KiwiRail employed an Early Contractor Involvement (ECI) procurement model engaging a consortium comprising Fletcher Construction, Beca Infrastructure and Synergine to develop a Design and Construct solution. With weak soil conditions and high groundwater levels, a diaphragm wall construction method to form the trench walls was selected as the best solution. Further challenges to construction included working within a narrow rail corridor constrained by buildings along much of the boundary, and a requirement to keep the existing line open for rail services. Detailed construction planning was required to ensure rail and construction safety in a constrained space whilst building the trench walls, propping these walls during excavation, and constructing the base slab in the most efficient way possible. This paper will detail the geotechnical conditions and the additional constraints that made this rail trench a challenging structure to design. It will also describe the final design and construction methodologies that were employed, that allowed very successful completion of the project. Additionally, this paper will review the design and construction lessons applicable to the current Victoria Park Tunnel project, and indeed for all future cut and cover tunnel projects in the Auckland isthmus.


Montella A.,University of Naples Federico II | Andreassen D.,Data Capture and Analysis | Tarko A.,Purdue University | Turner S.,Beca Infrastructure Ltd. | And 3 more authors.
Transportation Research Record | Year: 2013

Because the quality of decision making in road safety is dependent on the quality of the data on which decisions are based, efforts to improve the quality, timeliness, and accuracy of crash databases are crucial. A critical review of Australasian, European Union, and U.S. crash databases was performed, and future directions were identified. Major issues included procedures for access to crash data, crash report forms, severity of crashes reported in the databases, crash locations, crash classification, and crash severity. Access to crash databases could be provided to approved road safety professionals through a web-based portal, which could also provide detailed police crash reports. The use of electronic crash report forms was strongly recommended because it might solve most of the problems associated with paper forms. The severity of crashes reported in the databases varied across countries, and not all countries reported property-damage-only crashes. However, for both prevention and consistency between countries, collecting property-damage-only crash reports and using them to develop safety strategies is recommended. Combined use of Global Positioning System devices and geographic information systems improves the reporting of crash locations and overcomes traditional problems such as inaccuracies and collection mistakes. To develop effective countermeasures, it is recommended that crashes be classified by the maneuvers and sequence of events for each traffic unit. The adoption of the same system for crash severity classification in different countries would allow comparisons in safety performance between countries and jurisdictions.


Montella A.,University of Naples Federico II | Turner S.,Beca Infrastructure Ltd | Chiaradonna S.,University of Naples Federico II | Aldridge D.,Beca Infrastructure Ltd
Canadian Journal of Civil Engineering | Year: 2013

Roundabouts are hastily spreading around the world, mainly because of their good safety performance, and several countries have recently updated their standards and guidelines. However, inconsistencies in design standards and practices are observed. In this paper, a critical review of the Australasian, EU, and US standards and guidelines is performed. As a result, key issues of the existing standards are identified, along with research areas to fill the knowledge gaps and recommendations for improvement in a case study, Italy. These recommendations are mainly based on the concepts of design flexibility and performance based design. Indeed, rigid standards, which do not really take into account safety and operational consequences of the design decisions and the need to balance opposing demands, might produce undesirable outcomes.


Turner S.,Beca Infrastructure Ltd. | Wood G.,Macquarie University | Hughes T.,New Zealand Transport Agency | Singh R.,Beca Infrastructure Ltd.
Transportation Research Record | Year: 2011

After decades of decline, recreational and commuter cycling are becoming more popular in many Australasian cities. This renewed popularity is encouraging from the perspectives of sustainable transport and public health. A major concern to governments at all levels, however, is the higher crash risk that cyclists face, compared with drivers or passengers in motor vehicles, particularly when cyclists ride on roads. Transportation professionals should understand the level of risk that cyclists face within various parts of the road network and the measures that can be employed to mitigate that risk. This paper presents research findings from three main safety studies undertaken in New Zealand with the use of data from cities in New Zealand and in Adelaide, Australia. The research involved both generalized linear modeling and before-after, control-impact methods. Across the various studies, crash, traffic, and cycle volumes and layout data were collected for urban road links, traffic signals, and roundabouts. Flow-only models demonstrated a safety-in-numbers effect: crash risk per cyclist was shown to be lower as cycle volumes increased. When other variables were added to the models, it was possible to understand the impact on various crash types of factors such as road section length, motor vehicle speed, visibility, presence and type of cycle facilities, and lane and road width. Before-and-after analysis was employed to help identify the presence of any bias in the sites that had received cycle facilities. Research findings were mixed on the capacity of cycle facilities to improve safety. Well-designed facilities of adequate width and painted with color appeared to perform best.


Priestley S.,Beca Infrastructure Ltd
20th Australasian Coastal and Ocean Engineering Conference 2011 and the 13th Australasian Port and Harbour Conference 2011, COASTS and PORTS 2011 | Year: 2011

Mission Bay, Kohimarama and St Heliers beaches in Auckland, New Zealand, were replenished over the period 1995 to 2006. Originally depleted of their native sediment due to development of the area, these suburban beaches are now popular recreational destinations. This paper discusses the performance of the beaches based on beach profile information, feedback from the public and observations during storms. Two of the beaches have performed as anticipated. The other beach, Kohimarama, has experienced more littoral movement than anticipated and requires regular redistribution of sand to counter the sediment drift. As part of the project, the stormwater system was located within the beach to facilitate its discharge at a low tide level. An interesting issue that arose was that the stormwater pipeline was subject to flotation during a storm. The reasons for this and the solution are discussed. Overall the beaches have performed well, although one of the beaches requires continual monitoring and management.


France S.,Beca Infrastructure Ltd. | Williams A.,Beca Infrastructure Ltd. | Cammack E.,Beca Infrastructure Ltd.
14th Australasian Tunnelling Conference 2011: Development of Underground Space, Proceedings | Year: 2011

The Waterview Connection will complete a strategic Auckland motorway route linking the south, west and north. The project will comprise 2.5 km of 'undrained' driven tunnels and 900 m of drained cut-and-cover tunnel and portals. The project is aligned beneath a stream valley of Oakley Creek incised through alluvium and in places overlain by landfill, between Mt Albert volcano and a ridge formed in alternating sandstones and siltstones. The hydrogeology of the area is complex with perched aquifers in compressible soils, cascading water levels in fractured rock aquifers, and discontinuous higher permeability units resulting in artesian water levels and groundwater springs. Numerical groundwater modelling was undertaken to assess the potential effects of tunnel construction and long-term operation on the groundwater system; the magnitude and extent of changes in groundwater level and the resulting potential for settlement, buoyancy effects, contaminant migration and adverse effects on creek base flow. Modelling also provides inputs to tunnel design such as groundwater seepage volumes and water pressures. The driven tunnel will be 'undrained' long-term so potential effects on the groundwater system are limited to short-term dewatering during construction. Significant project time and cost savings can be made if the portal areas are permanently 'drained', but this means potential effects are greatest in the long term condition. This paper summarises the investigations, implications of the complex hydrogeological setting on tunnel design and environmental assessments, and groundwater modelling undertaken during the planning stage of this project. The groundwater modelling has been used to incorporate mitigation options in tunnel design and construction sequencing; a comprehensive monitoring program will be used to trigger appropriate responses should effects differ from those predicted.


Burr J.P.,Beca Infrastructure Ltd. | Alexander G.,Beca Infrastructure Ltd.
14th Australasian Tunnelling Conference 2011: Development of Underground Space, Proceedings | Year: 2011

The Waterview Connection will complete a strategic Auckland motorway route linking the south, west and north. The project will include 2.1 km of 'undrained' driven tunnels, 500 m of drained cut-and-cover tunnel and tunnel portals. The project is aligned beneath a stream valley of Oakley Creek, which is incised through alluvium and in places overlain by landfill, between Mt Albert volcano and a ridge formed in alternating sandstones and siltstones. The resulting topography, geology and hydrogeology of the tunnel alignment are complex. The Assessment of Effects required estimation of the likely settlements resulting from the tunnel construction and assessment of their effects on the buildings, services and other features. A conservative approach was taken when estimating settlements in order to provide an upper bound estimate of the consequent effects. There are three sources of these settlements: mechanical settlement from the tunnel excavation, mechanical settlement from the displacement of retaining walls and consolidation settlement from the groundwater drawdowns during construction and, in some cases, in the long-term. The settlements from these sources were calculated independently and then combined to identify the most critical effects. These combined settlements were used to assess the potential damage to the buildings, services and other features above and around the tunnels. The combined settlement results generally followed the anticipated trough shape centred on the underlying tunnel but with some noticeable effects relating to the underlying geology and hydrogeology. The effects on buildings were typically assessed as negligible with some areas of very slight to moderate damage predicted. Effects on services are anticipated to be minor but some large and older pipes will require specific monitoring during construction. A monitoring programme is proposed to allow the actual settlement and effects to be compared to those estimated with appropriate responses should those effects significantly differ. This paper describes the methods used to calculate and combine the settlements and assess their effects.


Frankland R.,Beca Infrastructure Ltd | Hardwick L.,Beca Infrastructure Ltd | Watkin S.,Jacobs Engineering
Proceedings of the Institution of Civil Engineers: Civil Engineering | Year: 2012

Kiribati, a small Pacific island nation, is at severe risk of climate change. The geography and historic, linear development of its capital on the South Tawara atoll mean that many key public assets are at risk from impacts of coastal erosion and thus vulnerable to climate-change effects. An adaptation project started in 2003, which included developing a means of assessing coastal vulnerability and a process for proactive management of the coast. Guidelines offering alternatives to traditional coastal engineering methods were provided, and practical application of these guidelines was demonstrated at selected high-risk pilot sites in 2006-2010. Appropriate technology for increasing resilience was shown through application of simple but effective tools to identify and select adaptation options; recognition that customary responses ingrained over lifetimes will not be changed by a short-term project; and use of tried-and-tested quality improvements to traditional construction techniques. Rather than introducing completely new and unfamiliar measures, the pilot works enhanced and built on existing knowledge.


Frankland R.,Beca Infrastructure Ltd | Priestley S.,Beca Infrastructure Ltd
Australian Coasts and Ports 2015 Conference | Year: 2015

Providing infrastructure in remote places is a classic engineering challenge. It is typified by the rehabilitation of the harbours on the islands of Mauke and Mitiaro, which are some 150 nautical miles east north east of Rarotonga, in the Cook Islands. The project was conceived after four strong cyclones in quick succession hit the region in 2005 causing widespread damage and in particular to the harbour at Mauke. The New Zealand Government provided a grant of some $NZ5m to fund the repairs and assisted the Cook Islands Ministry of Infrastructure and Planning (MOIP) to procure both design and construction services. This project offered the relatively rare opportunity to not only work in a very isolated location but also to be involved in all aspects from initial consultation and establishment of the brief, through to the investigation, design and construction phases. While not a large project there were a number of significant challenges to be met including; matching of the expectation of the islanders to the budget available for the work, establishing the wave climate, estimating the hydrodynamic loads on the harbour structures, selecting appropriate structural models for the works, selecting a suitable procurement methodology, and engendering a culture of quality in construction that would differentiate the project by minimising downstream maintenance commitments to the new owners. The paper describes the project and outlines how these above mentioned challenges were addressed.


Billings I.,Beca Infrastructure Ltd. | Charman N.,Beca Infrastructure Ltd.
Bulletin of the New Zealand Society for Earthquake Engineering | Year: 2011

On 22 February 2011 an earthquake measuring 6.3 on the Richter Scale occurred in Christchurch City resulting in widespread damage to buildings and infrastructure. Christchurch City Council (CCC) has an extensive potable water supply network including bulk storage and service reservoirs which provide water to approximately 320,000 residents. Inspections undertaken, following the 22 February earthquake, on 43 concrete reservoirs located on the Port Hills and Cashmere Hills areas noted varying extents of damage from nil through to major. Damaged roof to wall connections were observed in many reservoirs with damage to walls, base-slabs and internal columns limited to a few reservoirs only. Of the 43 reservoirs, complete functional failure occurred in only one, with reduced function and operation at other sites resulting from excessive leakage, necessity for emergency repairs, or associated pipe work damage. Those reservoirs currently out of operation for reinstatement, including Christchurch's largest, account for approximately 40% of the network's storage capacity. Overall, given the magnitude of earthquake accelerations that occurred on 22 February 2011, the reservoirs are considered to have performed remarkably well. Those in the Port Hills area nearest the earthquake epicentre, have expectedly, incurred the most damage. Reinstatement works, varying from minor crack injection and patch repair through to reconstruction and retrofit, have been developed appropriate to the extent of damage. CCC has prioritised reservoir repair to maximise available water supply for the 2011-2012 summer demand and this has required, in some instances, staging and deferring of reinstatement works. A summary of structural and functional performance, results of physical investigations and detailed seismic assessments, and common damage areas observed are presented in this paper along with the reinstatement options developed.

Loading Beca Infrastructure Ltd. collaborators
Loading Beca Infrastructure Ltd. collaborators