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Westhaven, New Zealand

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.

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.

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.

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.

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