appendix a draft construction methodology and programme

4058731.1

Appendix A — Draft Construction Methodology

and Programme

NZ Transport Agency

Basin Bridge Project

CEMP – Appendix A Draft Construction Methodology and

Programme

May 2013

Status Draft May 2013

Document Reference Proposed CEMP – Draft Construction Methodology

Quality Assurance Statement

Prepared by: James Lake and Duncan Kenderdine

Reviewed by: Steve Croft and Nigel McCreight

Approved for Issue by:

Project Manager (NZTA):

Revision Schedule

Rev.

No

Date Description Prepared by Reviewed by Approved by

1 29 05

2013

For Submission JL DK

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May 2013

Status Draft May 2013


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Contents

Contents ......................................................................................................................................................... 1

1. Introduction .......................................................................................................................................... 2

1.1 Overview ..................................................................................................................................... 2

2. Construction Sequencing and Temporary Traffic Management ................................................................ 2

2.1 Construction Programme and Phasing .......................................................................................... 2

3. Basin Building ...................................................................................................................................... 18

3.1 Site Clearance ............................................................................................................................ 18

3.2 Foundations .............................................................................................................................. 18

3.3 Floor Slabs ................................................................................................................................. 18

3.4 Super structure / Envelope ......................................................................................................... 18

3.5 Site Area / Fencing .................................................................................................................... 20

4. Bogarts Corner and Green Wall ............................................................................................................ 20

4.1 Site Clearance ............................................................................................................................ 20

4.2 Foundations .............................................................................................................................. 20

4.3 Floor Slabs ................................................................................................................................. 20

4.4 Super structure / Envelope ......................................................................................................... 21

4.5 Site Area / Fencing .................................................................................................................... 21

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Status Draft Page 2 May 2013


1. Introduction

1.1 Overview

This draft document outlines the current sequencing of construction timing and methodology of the Basin

Bridge, buildings, landscaping and urban design elements.

Schematic Drawings have been prepared (refer BRB-04-9000 to 9008) of the staging, however it is important to

note that these are indicative at this stage. As set out in the other plans under the CEMP there is a series of

steps to progress the actual construction planning, eg CPTED review of the pedestrian access ways in detail.

2. Construction Sequencing and Temporary Traffic Management

2.1 Construction Programme and Phasing

The forecast duration for the construction period is 28 months. Assuming a start of Q1 2014 for construction

the forecast completion date is Q3 2016. A six month contingency is appropriate to add to that.

The exact construction phasing sequence will be developed and refined as the design nears finalisation,

however at the time of preparing this, the general methodology is likely to entail:

Work at Pirie/Vivian/Kent/Cambridge and Buckle/Taranaki intersections to accommodate construction

activities and manage the impact of the project on the transport network.

Realignment of the eastbound state highway will occur early in the construction programme to facilitate

pier and bridge superstructure construction.

Work on abutments will be concurrent with pier construction. This approach is likely to maximise resource

availability and usage whilst acknowledging technical complexity at either end and to have as many

concurrent activities as reasonably and safely practical.

Bridge deck construction will progress as bridge piers are constructed.

The building under the bridge is likely to be constructed after piers and the bridge superstructure have

been completed.

Improvements in the Sussex Street and to Rugby Street area will occur after the Bridge has been opened to

westbound state highway traffic.

The key activities that will influence the likely construction methods are listed below. Potential construction

sequencing and programming are indicative only and demonstrate how the works might be undertaken.

Alternative sequencing and construction methodologies do exist and might be used instead as a result of

detailed design.

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The programme is based on the following construction elements:

Relocation of Services

Site clearance

Existing intersection capacity improvements at the Pirie/Kent/Cambridge/Vivian and Taranaki/Buckle

intersections

SH1 Eastbound realignment (Kent Terrace – Paterson Street) and part of the eastern abutment

Western Abutment

Pier construction

Deck construction

Completion of the eastern abutment

Dufferin and Rugby Street works

Bogarts Corner Building and Green Wall

Basin Reserve Screen and Building

Landscaping

An indicative programme based on the currently known variables is below:

Figure 1

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2.1.1 Relocation of Services

Service authorities with infrastructure in the area with potential conflicts with the proposed design are:

Wellington Electricity (Northpower as contractor)

Powerco (Electrix as contractor)

WCC Water, stormwater, sewers (Capacity as contractor)

Wellington Cable Car Limited

Chorus as contractor

Telstra Clear

City Link

Service relocation or protection work will most probably be carried out directly by the service authorities, with

the work being coordinated to suit the construction programme, access and preferred outage timing where

possible.

It is expected that most services will be able to be relocated or protected before construction commences. Trial

hole operations will be required during the design phase of the project to confirm service locations and allow

best fit of the design around the existing infrastructure. These trial holes will be carried out by jet vacuuming

techniques which significantly reduce the risk of damage to services and thus impact to residents and

stakeholders.

2.1.2 Site Clearance

Site clearance is assumed to occur just before construction work commences in specific areas. This activity

will be coordinated with archaeological work and provision of temporary erosion and sediment control

measures. Sites will be appropriately fenced and stabilised exits will be provided in order to manage the

potential for mud to be dragged onto roads. Sites will, as necessary, be dampened to manage dust. Shade

cloth could be attached to the fencing to further reduce potential dust issues.

Existing Intersection Capacity improvements

Prior to commencing the main works the proposed improvements to the Taranaki Street/Karo Drive and Pirie

Street / Kent Terrace / Cambridge Terrace / Vivian Street intersection will be undertaken. These alterations

will assist exits from Mount Victoria and will provide travel time improvements for State Highway users and

local road traffic. These improvements will help to offset any potential delays experienced through

construction of the bridge.

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Figure 2 Prework Intersection Improvements

It is likely that these improvements will be constructed in the first half of 2014.

2.1.3 SH1 Bridge (Sequencing)

The construction methodology that has been developed here is based on the use of a cast in situ reinforced

concrete box girder structure, but other methods may be utilised, providing they do not result in additional

adverse effects. The order in which the parts of the bridge are constructed may vary.

The key construction phasing aspect that is linked to effects is the construction of the eastern abutment and

tie-in to the existing carriageway on the exit from the Mount Victoria tunnel.

To minimise traffic disruption the eastern abutment work may need to be undertaken in the later stages of the

bridge work. This would be done to ensure other improvements to state highway and local access are

implemented and operational before the impact of reduced capacity at Paterson Street occurs. Thus will ensure

the total effect of the project can be managed effectively by the construction team, WCC, NZTA and other

transport providers (taxis, bus companies etc.). In planning the timing of these works consideration needs to

be given to minimising traffic impacts. Other operations during construction that will influence movement

around the City include:

During construction of the bridge over Kent and Cambridge Terrace it may be necessary to close the road

link in front of the northern entrance (the CS Dempster Gate entrance) to the Basin Reserve. This will

require vehicles who want to use this one-way link to instead travel further north up Cambridge Terrace

before using the existing facility within the median to undertake a u-turn and head back down Kent

Terrace.

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During construction of the bridge across Cambridge Terrace it will be necessary to restrict vehicle

movements to one lane northbound between Sussex Street and Cambridge Terrace.

During construction in the area at the base of Ellice Street it is likely that Hania and Ellice Street will need

to be either partially (one way access) or fully closed to motor vehicles for periods of time. Pedestrian

access will be maintained at all times.

The different effects of this traffic management have been assessed as part of the Technical Report 4.

2.1.3.1 Abutment Foundations

Ground improvements will be required prior to construction of bridge foundations at the bridge abutments

(refer to locations S1, S7, and S8 above). The ground improvements will limit the impact of ground movement

upon the Bridge during an earthquake. Deep soil mixing plant and trenching equipment will be used to form a

series of underground walls out of cement and bentonite. When viewed from above, the walls will be in a box

grid pattern with a Y shaped leader. This shape will deflect any earth which is mobilised during an earthquake

away from the abutment foundations at the western and eastern ends of the bridge.

Due to the nature of the underlying strata, settlement due to consolidation or seismic induced liquefaction is

expected at the abutments. In addition, the abutments are also likely to experience forces due to lateral

spreading of material during a seismic event. These seismic conditions are addressed below.

Construction will be phased to entail firstly removal of potentially high level compressible materials (1m to 3m

deep). Further ground improvement works will be required, and potentially a settlement period. Ground

improvement works may entail deep soil mixing, stone column or cellular piling techniques. Although these

methods are all plant intensive, the treatment area is thought to be limited to a plan area enclosed by a

rectangle 4m outside of the abutment and approach fill footprint.

The west abutment is built off line from the existing road network with access from Cambridge Terrace. It is

anticipated that the existing road network will be unaffected. The footpath may require minor adjustment in

order to provide a suitable level of public safety.

Works at the eastern abutment will be constructed in a staged manner to minimise potential disruption to the

public and maximise the available working space. Work on the northern wall could commence at the same time

as construction of the new eastbound at-grade carriageway. Once east-bound traffic has been switched onto

the new at-grade carriageway, works to the abutment and southern retaining wall commenced. West-bound

traffic could then be split between a single lane on the bridge and a single Paterson/Dufferin lane link to

enable the southern retaining wall and tie in to be completed. The ability to close the single Paterson

Street/Dufferin Street lane link for short periods during school holidays would be an advantage.

The ability to close Mount Victoria Tunnel completely for a two week period over the Christmas holiday could

also significantly accelerate construction in this location. Should programming mean that the work cannot be

timed in this manner then traffic may need to be diverted onto the Patterson Street footpath for a short period

(probably up to 2 weeks) to enable construction of this part of the project.

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Figure 3 Stage 1

2.1.3.2 Abutment Walls

The eastern end of the bridge will be supported on bearings on a reinforced concrete abutment beam in the

same manner of the western abutment. The abutment beam will be cast monolithically with its supporting

piles. Pile construction will be undertaken using the method below for the piers and the construction effects

will be similar. Construction of the abutment beam will use the methodology described above for the western

abutment. Together these works will provide the design outcomes shown on the drawings and referred to

within Technical Report 3: Urban and Landscape Design Framework.

Completion of this construction work adjacent to live traffic lanes will need to be carefully managed and

considered against the desirability of a longer construction period. Nearby stakeholders have indicated both a

need for existing access to be maintained and for work to be undertaken in as short a period as possible

(where the schools consider that work should be undertaken during the school holidays). The wall construction

methodology will be developed specifically to enable construction in the limited space available. The ability to

deliver pre-cast wall sections at night would be an advantage.

Given the limited working space, the preferred methodology for the abutment walls is likely to utilise pre-cast

wall panels with a cast in situ concrete base slab and possibly infill. This will provide an efficient method in

confined areas. Where more space is available, a mechanically stabilised earth wall solution may be used.

Basin Reserve Cricket

Ground

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2.1.3.3 Piled Foundations

Piled foundations will be constructed at locations S1 and S8, then S2 and S4. Two separate sets of piling plant

including drill rigs and 100 tonne cranes will be operating on site at the same time to complete these

foundations. Each pile will consist of a steel cylinder of 1.2m diameter. The tubes will be rotated or oscillated

into the ground until they reach solid founding material. The earth inside each cylinder will be removed by the

drill rigs and replaced with reinforced concrete. Groundwater pressure that may affect the construction of the

piles will be controlled with a small diameter borehole and valve at each pile group location.

Once the piling has commenced, there will be sufficient room to carry out construction of a new Eastbound

Link road alignment that connects Ellice Street with the Patterson Street approach to the Mt. Victoria Tunnel.

Typical road construction plant will be required for this activity.

Figure 4 Stage 2

While the Eastbound Link road is under construction, a large scale retaining wall will be constructed adjacent to

Mitsubishi Motors on the corner of Cambridge Terrace. The wall is required to retain the extension of the

Memorial Park as it spills around the Western foundations of the Basin Reserve Bridge. A 50 tonne crane will be

required to service construction of this wall.

Each pier that is likely to be piled will require a 60 tonne piling rig and 100 tonne support crane plus ancillary

equipment to drive casings and deal with ground water. The pier at the south end of Cambridge Terrace /

Kent Terrace gives the tightest working area. To facilitate construction, the Sussex / Cambridge bend will need

to be reduced to one lane. Steel casings may need to be driven to seal the bore and prevent side collapse.

Eastbound Link Road

Mitsubishi Retaining Wall


Ground

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Piled foundations will be constructed at locations S3, S6 and S5 using two separate sets of piling plant and

cranes. The piles for S7 will be constructed after the Eastbound Link road has been completed. Diverting

eastbound traffic from Dufferin Street onto the new Eastbound Link will create sufficient working room at S7 to

construct the piles.

Pier construction will be treated as an “island” with its own fencing, SSTMP and entrance / exits. Each pier may

have its own geotechnical solution. Some may be formed on a spread footing on pre-stabilised ground, but it

is more likely that a piled solution will be required at most piers. Pier S3 has the greatest logistical challenge

due to the very tight space availabile. With careful management of fences, access and deliveries a successful

outcome can be achieved.

Figure 5 Stage 3

The pedestrian bridge piles will be installed concurrently with the nearest available main bridge group from

within the same boundaries as shown on the drawings. The same plant will be utilised.

2.1.4 Bridge Piers (Structures S2 to S7 inclusive)

We estimate each pier will have a construction time of 3 months. The lag between pier structures is likely to

be a month.

Each pier comprises a foundation and a piling cap and a column. The pile cap is likely to be a reinforced

concrete base sized to suit the piling arrangement and available land. It will be excavated and formed in the

traditional way taking cognisance of retaining any excavation with a road or building adjacent to it. During

excavation of the piling cap, any services not previously diverted will be protected or moved.


Ground

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The piers for the shared path connection from Paterson Street onto the Bridge are substantially smaller in scale

than those required to support the main Bridge itself and can thus be undertaken in much shorter time frames,

3-4 weeks as compared with the 3 months estimated for each bridge pier.

Figure 6 Stage 4

Concrete columns will be constructed at each pier location on top of the piled foundations. A 100 tonne crane

will service the column foundations. Scaffolding access and formwork will be used to cast the concrete pier

columns. Once the road bridge columns have been completed, the pedestrian bridge columns will be

constructed. The shape of each column will be different and likely cast in situ concrete in a mould. The

concrete will be placed in the mould by concrete pump (see Volume 5, Plan and Drawing Set for the intended

design of each pier).

2.1.5 Deck Construction

On completion of the column, the work zone will be backfilled and the ground reinstated or prepared for the

falsework.

Heavy duty scaffolding (false-work) will be installed between Abutment S1 and Pier S2. This false-work will

support the reinforcing steel and concrete used to construct the Bridge deck span in this location. The false-

work will be required until the concrete has cured and the deck span has been stressed.

Pedestrian Bridge Piles

Deck Span Construction

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Figure 7 Stage 5

Figure 8 Clearance under Deck span over Road


Ground

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When a bridge deck span crosses over a road, heavy duty steel towers and beams will provide support for the

box girder construction and headroom clearance for traffic below thus creating a portal for the existing traffic

and pedestrians to pass through.

Figure 10 Indicative Formwork Cross Section

Figure 9 Indicative Elevation of Falsework and Deck over Road

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Figure 11 Example of formwork and reinforcing in place

A typical bridge deck span will consist of a concrete box girder. In order to span between supports the walls

of the box girder will have stressing cables inserted and stressed using hydraulic jacks. Once the cables have

been stressed, the false-work will be dismantled and re-assembled at the next span location. The cycle of

construction for the bridge deck will be repeated until all spans are completed.

As the deck spans are being constructed, work will commence on the abutment walls at the Western exit from

the bridge onto Buckle Street. Precast retaining walls will be erected and backfilled with material which will

form a ramp. This ramp creates the connection from bridge to road level. The precast units will be installed

with a crane and standard road construction plant will be used to install and compact the backfill material.

The bridging system will maintain vehicular access under the bridge and minimise disruption to the trolley

buses by maintaining power through the site. Each bridging system will require a one or two night road

closures for erection and also for dismantling. Sufficient falsework will be deployed for at least four spans to

be supported at the same time. The construction work will be carried out above live traffic within a system of

handrails, solid flooring, screens and safety nets that will manage the risk of items falling on to the vehicles

below.

Typically the concrete will be delivered to the bridge deck using concrete pumps. The cross section can be

poured at one time or alternatively the webs and base slab could be cast first with the deck pour undertaken

when the webs and base slabs have attained sufficient strength. When cured, the concrete will then be post

tensioned.

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After appropriate curing, the falsework will be removed from the completed span and moved to the next piers

in sequence. After the deck is constructed the parapet, barrier and footpath handrails can be added. Final

works will include street light installation, anti-graffiti coating and laying road pavement and all related works.

These final stages of work can be undertaken with minimal interference on existing roads (underneath and at

connections).

The deck of the pedestrian bridge will be constructed from pre-cast beams which are manufactured off-site.

The beams will be transported to site and lifted into place with an externally hired 250 tonne crane. Installing

the pre-cast deck beams will take approximately 5 days in total.

Figure 12 Stage 6

Complete all Deck spans

Place Pedestrian Deck

Beams


Ground

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2.1.6 East End Tie Ins

Pre-cast retaining walls and a reinforced earth ramp will be constructed at the Eastern bridge connection with

Patterson Street on the approach to the Mt Victoria Tunnel. This ramp will be constructed in the same manner

as the Western ramp onto Buckle Street.

Extensive and well planned roadworks will be undertaken to make the final link between the Bridge ramp and

the Memorial Park Underpass.

The bridge will be commissioned and opened to public traffic.

Once the bridge is open, the road level traffic around the Basin Reserve Cricket Ground will become less

congested. This will allow realignment of several roads in the immediate vicinity to improve traffic flow. This

work will be carried out with standard road construction equipment under temporary traffic management.

2.1.7 SH1 Eastbound Re-alignment (Kent Terrace – Paterson Street)

As much of this new link as possible will be constructed offline i.e. outside of existing live traffic lanes and

footpaths so that effects on motorists, pedestrians and cyclists are practicably managed.

The eastbound re-alignment largely utilises land to the east of the existing alignment and will involve the

construction of the traffic lanes, shared path and linkages into Ellice and Hania Streets.

Figure 13 Stage 7

Construct Abutment

Ramps


Ground

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Work also has to be coordinated with construction of the new SH1 Bridge in the same vicinity. Currently

sequencing plans show that the realignment of SH1 will be constructed in parts, with the first section being

between Hania/Ellice and Paterson. The other section of SH1 eastbound will be constructed between Kent and

Hania/Ellice after the bridge piers have been completed and the bridge deck has been poured between S3 and

S6.

2.1.8 South- East Quadrant (Dufferin Street/Rugby Street/Adelaide Road)

This work is likely to occur after the SH1 westbound traffic is moved onto the new bridge when there will be

less traffic on this part of the network.

These works involve the modification to the traffic flow, bus movements and parking arrangements in front of

St Marks School and the entry to Government House and Wellington College. On Rugby Street the work involves

widened footways to accommodate the relocated bus stop from Adelaide Road in a southbound direction and

significant changes to the intersection to increase the size of the central island and ensure safe flow of traffic,

buses and cycles through the intersection.

These works will need to be coordinated with school drop-off and pick-up activities of the schools (St Marks

School and Wellington College) as well as any functions at Government House.

Figure 14 Stage 8


Ground

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2.1.9 Landscaping

It is expected that soft and hard landscaping work will be undertaken on a section-by-section basis as soon as

construction work is completed. This will stabilise any open ground and allow landscape to begin to establish

as much as possible ahead of opening the project to traffic when landscaping activity (including early

management activity) will be more constrained.

Proposed urban design and landscape treatments to areas outside of the road carriageway form

part of the Project works. These works are broken into Zones or elements as broadly follows:

Zone 1 Cambridge/Buckle Bridge Interface Zone — proposed landscape treatments to land

between Cambridge Terrace and the NWM Park, and rain gardens and wetland plantings for

stormwater treatment. Works will commence generally after the bridge is largely complete.

There will be significant reinforced concrete retaining walls, paving and planted areas. This

work is of low environmental impact. Dependent on programme constraints, the landscaping

around the new position of the crèche may fall in to this period. As this area is a slope

running to Cambridge Terrace, careful planning and maintenance of erosion and sediment

controls will be required.

Zone 2 Kent/Cambridge Basin Gateway — proposed landscaping between Kent/Cambridge

and include reconfigured pedestrian crossings, bus stops, and the Basin Reserve Gateway.

This work will be towards the end of the project as the bridge deck is complete. The

preference is to complete this work within the allocated “island” compound as much as

possible to protect the workforce from vehicles.

Element 2.1 Structure and Entrance to the Basin Reserve — (refer Basin Building in section 3

below)

Zone 3 Kent/Ellice Integrated building zone — (refer Bogarts corner building in section 4

below)

Zone 4 Paterson/ Ellice/Dufferin Interface zone — As the Eastbound SH1 to Mt Victoria

tunnel is to be constructed early in the period to provide the land for Pier S6, there is an

opportunity to install hard and soft landscaping earlier than bridge completion to enhance

the eastbound journey for both vehicles and pedestrians. This will give an early indication to

the public of the quality of landscaping the project will bring to the local environment.

Zone 5 Dufferin/Rugby Streets, Schools/Church/ Government House Interface zone — These

works include the re-allocation of space in the roading corridor, layout modification and

urban design and landscape treatments. There may be some small retaining walls, raised

beds, revised crossings, school drop of zone improvements etc. These works are best left to

the end of the project as the land required is only available when the west-bound traffic is

on the new bridge. The constructor will plan and manage the work zones around the schools

and churches very carefully to minimise disruption and nuisance. Due cognisance will also

be taken of access and egress to Government House.

The Project proposes works within St Joseph’s Church property using land that is currently used for

car parking. Thus the Project proposes to realign and landscape remaining space for car parking

and as part of these works would remove an existing building at 30 Ellice Street which is within the

Church property. In order to provide the same level of car parking currently enjoyed by the Church

it is also proposed to provide additional car parking at 143 Brougham Street.

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Hard and soft landscaping operations on site will be constructed nearer the end of the programme.

Plants will be brought on and hardened up in local nurseries. Where possible plants will be planted

avoiding the summer season. The design may include for an irrigation system.

3. Basin Building

This section sets out the indicative construction Methodology at a high level for the Basin Building.

3.1 Site Clearance

Careful removal of the Dempster Gates will be the first phase of the project followed by marking of

inground services and demolition of the Players Pavilion building.

3.2 Foundations

The building will most likely need to be piled, these could be either steel screw piles or reinforced

concrete. We have assumed here steel reinforced concrete piles with casings in the order of

15 piles 22 metres deep to match the column structure in the lower floor.

These piles will be cased, and these casing will be either vibratory hammer or oscillated into the

ground. Then as the casing goes in the inside is bored out. The type of machinery involved is

60 tonne cranes with 30m booms or 37 tonne Soilmec piling rigs which have an 18 meter high

telescoping drill rig on the front.

Once each pile is bored out, steel reinforcing cages are lowered in and concrete follows shortly

after. Turn around per pile is in the order of 1 every day.

3.3 Floor Slabs

Floors will predominantly be concrete, poured in sections, requiring concrete truck access with

concrete pumps to enable the reach across the floor area.

3.4 Super structure / Envelope

There are several options to construct the building structure. The first is to use a tower crane or self

erecting crane located on the north or east side of the building. The second is to use a mobile crane

to construct the building to full height starting from the west end against the existing grandstand

and building towards the east end.

The selected option will be determined in conjunction with the structural designer to provide the

most appropriate solution.

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The sketch below is option one with the crane located on the north side.

Figure 15 Site Area for Basin Building

Craneage for the installation of the envelope will be determined when the details are known. Heavy

elements such as precast cladding panels would be erected with the structure.

The roof should be able to utilise prefabricated modules which are assembled on the ground

including the roofing iron/material and lifted into position.

The fit out and services of the building is a critical path activity. It is important to achieve water

tightness as early as possible to allow fit out to proceed.

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3.5 Site Area / Fencing

For the duration of the construction there will be a demarcated area stretching from the Vance

Stand to the eastern edge of the existing utilities building. The Buckle Street slip lane will be closed

off and used for managing construction traffic on and off the site, the unloading of materials,

eg steel and precast elements and will service the Bridge as well as the Building construction

activities.

On the Basin side screen fencing may need to go to the edge of the playing field, with potential for

controlled pedestrian access along the fence line during an event. The southern side of the

building will most likely be scaffolded to the full height (eg RL 19000 or roughly 11.5m above

ground level.

On the northern side the western end will also be scaffolded full height with the remaining side

having temporary safety structures installed as the structure is completed.

Pedestrians entering or exiting the northern end of the Basin Reserve will be directed to an existing

pedestrian access to the east of the existing wide median, alongside Kent Terrace. Within the Basin

Reserve commuting pedestrians and cyclists will be encouraged to travel around the eastern side of

the field.

It is likely to require security fencing, lighting and significant presence of site security after hours

given the prominent site.

Subcontractor parking would be required behind the Vance Stand, with site offices in the form of

portacoms either on adjacent construction areas for the bridge or stacked on the southern side of

the building.

4. Bogarts Corner and Green Wall

4.1 Site Clearance

Once the temporary support structure for the bridge deck and superstructure are removed

foundation preparation can occur.

4.2 Foundations

The building may need to be piled, these could be either steel screw piles or reinforced concrete. If

significant piling is required these may need to be installed at the same time as the piles for the

bridge piers. The green wall truss structure will require a piled foundation. Refer to section 3.2

above for further information on this.

4.3 Floor Slabs

Floors will predominantly be concrete, poured in sections, requiring concrete truck access with

concrete pumps to enable the reach across the floor area.

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4.4 Super structure / Envelope

There are two components to this, being the building structure and the green wall.

The building is currently a relatively simple structure will a fully glazed façade and at this stage will

follow a typical sequence of

slab,

structure erection,

roofing,

exterior cladding, and

internal fitout.

The green wall is slightly different requiring larger craneage of the articulated steel truss into its

vertical position. This will be erected in sections with soil containers added afterwards.

4.5 Site Area / Fencing

For the duration of the construction there will be a demarcated area from the edge of the

Grandstand Apartments round to Hania Street. Primary access will be from Kent Terrace however

access of Hania Street will be required at times.

Pedestrians access will be maintained around the existing footpath

The site is likely to require security fencing, lighting and significant presence of site security after

hours given the prominent site.

Subcontractor parking will be required on site, on adjacent construction areas and Hania Street at

various times. Site offices in the form of portacom will be established either on site or adjacent

construction areas for the bridge.

appendix a draft construction methodology and programme

Documents