appendix n. constructability report · 2018-10-31 · granular pavement with chipseal surfacing,...

Notice of Requirement, Resource Consent Applicationand Assessment of Environmental Effects

14

Appendix N. Constructability Report

Matakana Link Road Project

Constructability Assessment Report

Prepared for

Auckland Transport

5th October 2018

2Ph + 64 27 293 2769 | e [email protected] | 193 Pakuranga Rd, Pakuranga Auckland 2010 | nz.linkedin.com/in/andywrightpsl

ContentsSection Page

1 Introduction 4

Part A – Stage 1

2 Construction Methodology 6

2a Site Establishment 6

2b Earthworks 6

2c Bridge Construction and Access 8

2d Programme 9

3 Construction Traffic Assessment 10

3a Site Access Points 10

3b Haulage Routes 10

3c Numbers of Light and Heavy Construction Vehicles 10

3d Traffic Management Impacts 11

4 Workforce 12

5 Construction Equipment 13

6 Operations 15

6a Road Closures 15

6b Hours of Operations 15

6c Heavy Vehicle Haul Routes 15

6d Locations of Precast Facilities 15

7 Construction Runoff Considerations 17

7a Earthworks Quantities 17

7b Mass Haul Diagram 17

8 Summary 18

Part B – Stage 2

9 Construction Methodology 19

9a Site Establishment 19


9b Earthworks 19

9c Bridge Construction and Access 19

9d Programme 19

10 Construction Traffic Assessment 20

10a Site Access Points 20

10b Haulage Routes 20

10c Numbers of Light and Heavy Construction Vehicles 20

11 Workforce 21

12 Construction Equipment 22

13 Operations 24

13a Road Closures 24

13b Hours of Operations 24

13c Heavy Vehicle Haul Routes 24

13d Locations of Precast Facilities 24

14 Construction Runoff Considerations 25

14a Earthworks Quantities 25

15 Summary 26

Appendix A Locations of Site Establishment 27

Appendix B Elevation of Temporary Staging 28

Appendix C Traffic Volume Calculations 29

Appendix D Indicative Construction Programme: Stage 1 30


1. IntroductionThe Matakana Link Road project involves the construction, operation and maintenance of a new roadwhich connects Matakana Road with State Highway 1 and bypasses the Matakana Road / Hill Streetintersection with SH1 in Warkworth.

While AT are seeking designation for the full construction of the Project, the implementation will bestaged to align with traffic modelling. Stage 1 will provide two traffic lanes, one in each direction, and ashared path on one side of the road. This is proposed to be implemented to align with the opening ofNZTA’s P2Wk project.

Stage 2 is currently anticipated to be implemented between 2036 and 2046, once the two-lanecorridor reaches capacity. This will involve the widening of the road to accommodate four generaltraffic lanes and upgrading the berm to separated walking and cycling facilities on both sides of theroad.

This report describes the construction of the project in the two stages, which are likely to involve thefollowing:

Stage 1 – Full earthworks, cross carriageway culverts, subgrade improvement layer across fullcarriageway width, including the subgrade area of the stage 2 pavement, two-lane bridge, two-lanegranular pavement with chipseal surfacing, carriageway drainage and shared path, wetland areas forthe management of stormwater and a one-lane roundabout intersection on Matakana Road with ACpavement and SMA surfacing.

Stage 2 – Widening of the road to provide four traffic lanes, resurfacing of the Stage 1 pavement withAC and duplicate two lane pavement with AC, duplicate carriageway drainage and separate cycle andpedestrian footways for both Stage 1 and Stage 2, and the additional lane at Matakana RoadRoundabout and associated works with Clayden Road. The indicative cross section for the Stage 2 roadbridge crossing currently shows two separate, two-lane bridges but this is subject to further detaileddesign (refer to the Matakana Link Road – Tūhonohono ki Tai Notice of Requirement, ResourceConsent Application and Assessment of Environmental Effects report, October 2018).

The purpose of this Constructability Assessment Report is to:

● propose a methodology that demonstrates one viable method for constructing the works;● provide constructability information for use by planning and technical specialists to carry out

environmental, traffic and social impact assessments.It should be noted that various contractors will have methodologies that may differ from themethodology proposed in this Report, and the contractor ultimately appointed to undertake the worksmay take an approach which is different to that set out below.

The report that follows is presented separately for the two stages: Part A Stage - 1 and Part B Stage - 2.


Part A - Stage 12. Construction Methodologya) Site EstablishmentA potential establishment location has been considered along the site located at the intersection ofMatakana Road and Clayden Road. An alternative location on the showgrounds was considered,however dismissed because as part of the MCA process at the detailed business case stage it wasdiscussed that the project will not occupy the showgrounds.

A suitable site establishment area is indicated on the attached Appendix A and marked up layout plan.This is located adjacent to the proposed new roundabout on Matakana Road.

Key benefits of this site are:● It is reasonably level;● It has easy access from Matakana Road, Clayden Road and SH1 (via Matakana Road);● It is close to the proposed bridge site.

Key disbenefits are:● It is located on the opposite side of the watercourse from the bulk of the roading works. However,

the construction of a temporary access bridge across the watercourse will largely mitigate thisdisbenefit.

b) EarthworksThe full earthworks for both Stages 1 and 2 will be carried out in Stage 1.

The construction methodology and programme are driven by the earthworks operations on mostgreenfields roading projects. This is particularly the case on this project due to the generally poor soilconditions that will impact on the ability of the Contractor to load and cart excavated material.

It has been assumed that the excess or unsuitable excavated material will be carted off site to aconsented location or locations determined by the Contractor.

An appropriate methodology for providing a haul road for carting away waste and excess material, andfor importing pavement aggregate and other materials, would be to construct the subgradeimprovement layer (SIL) immediately behind the advancing earthworks excavations, and ahead of thetruck loading locations. This would allow trucks to move freely and quickly on this competent layer toand from the road access points without the risk of bogging down.

Constructing the SIL across the formation for both Stages 1 and 2 will provide the width needed forefficient two-way truck movements, including turnaround at the loading head. In addition, this SILconstruction will serve to protect the underlying subgrade during the period after completion of Stage1 and the construction of Stage 2.


The imported SIL material is expected to be slightly weathered brown rock commonly found inquarries immediately above the lower, more competent premium rock used for pavementconstruction. This brown rock, also known as “run of pit”, is commonly used for this purpose as anengineered foundation layer. It provides a high natural CBR value and does not require stabilising.

This methodology to use the SIL as a haul road will be somewhat time constrained by the activities thatneed to occur within the relatively narrow carriageway width, including the progressive construction ofthe SIL. SIL construction in small areas will require a small bulldozer (nominally a D4) and a 12 tonneroller.

This approach is nevertheless preferable to constructing a separate haul road outside of theearthworks footprint, and the challenges of that approach, including:

● Available land parallel to the alignment to accommodate a separate 10m wide haul road, andassociated cut/fill batters to allow unimpeded two-way traffic;

● Truck access from a separate haul road to the wide earthworks area in the deeper cuts, asdetermined by the reach of the excavator boom;

● The steep topography at the centre of the alignment.It is envisaged to use a large excavator such as a 45 tonne machine as the primary plant. This wouldhave a 2m3 bucket (or larger) for rapid load out of excavated material. A secondary 25 tonne excavatoris envisaged to assist in loading out, particularly in the deeper cuts. This smaller excavator will alsoassist in the more precise works such as initial SIL excavation level trimming, batter trimming andswale forming.

The excavation and loading would be carried out in an alternating manner along one half of the 12.8mwide carriageway (6.4m), while the SIL is constructed within the adjacent 6.4m. This alternatingconstruction would be carried out in approximately 8m to 12m sections, depending on the reach of theexcavator. This methodology is likely to restrict the cartage trucks to 10m3 instead of the moreefficient 14m3 truck and trailers due to the narrow width available within the carriageway for efficientturning.

It is proposed to erect a temporary bridge (or staging) across the valley for hauling excavated materialeastwards towards Matakana Road. This would duplicate the operation of excavation and haulingtowards the western end. This methodology would improve the efficiency of the earthworksconstruction, provide access for general plant and resources across the gully, and reduce theconstruction time for Stage 1. This methodology has minor impacts, as discussed in Section 2C.

This temporary access bridge is proposed to be erected within the proposed earthworks footprint ofthe Stage 2 carriageway prior to the construction of the abutments for the second bridge. This locationwill avoid the need for a wider footprint to accommodate this temporary bridge. Construction of thistemporary bridge is described in section 2c) Bridge Construction Access.

There is opportunity to backload trucks in carting out spoil material and importing SIL material back tothe site.


Construction of the retaining walls, including the MSE bridge abutments, is expected to be constructedconcurrently with the earthworks operations.

Excavated material is expected to be wet of optimum and is unlikely to generate dust unless it is left todry out without covering. This is unlikely to occur on the subgrade as the methodology requiresimmediate coverage of the subgrade with granular SIL material.

Typical environmental mitigation plans would require batters to be stabilised soon after cutting orfilling. This would entail either temporary mulching, or permanent topsoiling and grassing / planting.

c) Bridge Construction and AccessErection of the beams for a single span bridge may be achieved without the need for a temporarybridge spanning the gully. However, it would expedite bridge construction and provide otherefficiencies for earthworks and general construction access across the valley if a temporary bridge isused.

It is therefore proposed to provide a temporary construction bridge (staging) nominally 40m long and10m wide, across the valley, as shown on the attached marked up longitudinal section in Appendix B.This staging would be constructed progressively, span by span, as follows:

i) Install 750mm-900mm diameter temporary pile casings to a set ahead of piling rig on a 7.5mm x10m grid. The piling rig will be established on natural ground at the start of the staging.

ii) Construct cross heads and beams to the first span.iii) Fix timber decking to the first span.iv) Move piling rig onto the completed first span and repeat the process for successive spans.v) Extract the casings on completion by reversing the above process.

This methodology for temporary staging will not impact on native vegetation except for the diametersof the pile casings. Furthermore, the temporary piles will not be located in the watercourse but willstraddle it. The approaches of the haul road to the temporary bridge are proposed to be wholly withinthe earthworks footprint. For these reasons the impact on the environment are considered to beminor.

If required, the elevation of the temporary bridge may be raised, and the length of the stagingincreased, to reduce the approach gradients of the haul road to the temporary bridge.

The methodology described above using suspended temporary staging has been devised for use insituations where it is either:

● impossible to access at ground level – typically over water● desirable to avoid access at ground level – typically in environmentally sensitive areas

This method is used extensively. Examples of projects where it has been used include:

● SH12 Matakohe Bridge over mangroves


● Kopu River Bridge and approaches over water and mangroves● Huruhuru Creek Bridge on the recent Lincoln Road project over water and mangroves● Waiwera Viaduct on the Alpurt B2 project over water and mangroves

d) ProgrammeAn Indicative Construction Programme Rev 6 dated 2nd October 2018 has been prepared, based onquantities provided. This programme is attached to this report as Appendix D.

It should be noted that the timing of the contract award has an impact on the programme durationdue to the potential delay impact of winter.

Key features of the construction programme and critical path sequencing are as follows:

a) Contract award in early September 2019 to allow subsequent critical path items to be carriedout, as below.

b) Relocation of utility services prior to the construction of the site accesses and egresses onMatakana Road and SH1.

c) Site establishment.d) Environmental controls.e) Installation of culverts to allow construction access along the site.f) Construction of earthworks in the 2019/20 summer season.g) Construction of the bridge in 2020.h) Construction of footpath, cycleway and landscaping.i) Construction of pavement and surfacing in 2020.j) Construction of traffic services.k) Stage 4 Road Safety Audit and snagging.l) Disestablishment from site.m) Practical completion potentially in early-2021, subject to a programme contingency as

described below.Three months programme contingency for Contractor’s float and Principal’s provision for potential

claims and other delays that may result in time extensions. This contingency would extend thecompletion date to March 2021.


3. Construction Traffic Assessmenta) Site Access PointsHaulage and site access points have been determined from the methodology and are shown on theattached and marked up layout plan in Appendix A.

Site access will be provided at the proposed intersections of Matakana Road and SH1. It is suggestedthat these intersections be constructed soon after contract award. It is unclear whether the SH1intersection will have been designed and constructed by the Puhoi to Warkworth Alliance contractprior to the award of the Matakana Link Road contract, and this will need to be confirmed by theTransport Agency. If these works have not been constructed at that stage, then a site-specific TrafficManagement Plan that includes temporary pavement widening, surfacing and road marking of SH1would be required for safe construction access and egress at that proposed intersection and siteaccess point.

b) Haulage RoutesDue to the generally soft nature of the insitu soils, haul routes on the site are proposed to be on thesubgrade improvement layer, except on a 500mm-600mm thick temporary haul road within theearthworks footprint at the approaches to the temporary staging across the valley, located on thealignment of the Stage 2 carriageway.

Off-site haul routes for cart to spoil may be along Matakana Road and SH1 depending on theContractor’s selected spoil sites. Haul routes for imported fill and pavement aggregate may be alongMatakana Road from Matakana Quarry or SH1 depending on the aggregate source used.

Haul routes may pass through the existing Hill Street / SH1 signalised intersection depending on theaggregate source used.

c) Numbers of Light and Heavy Construction VehiclesThe expected number of light vehicles per day may be estimated from the workforce and visitornumbers expected on the site. This estimate is shown below.

Workforce and Visitor numbers Workforce VisitorsRange: 48-62 7-15Light vehicle movements per day(both ways)

120-204

Earthworks operations are expected to generate up to 135 heavy vehicles per day (both ways at eachsite access point) based on the assumption of spoiling off site and using 10m3 tip trucks. This wouldoccur over a 4 month period. This number would reduce if some of this unsuitable or excess materialcould be spoiled on site.

Pavement construction is expected to generate up to 36 loads per day each way or 72 loads per dayboth ways using 14m3 truck and trailers. This would occur over a 3-4 week period.


Concrete works are expected to peak at around 30m3 per day delivered intermittently over a period of6-7 months for the bridge. Each batch is expected to require about 3-5 truckloads. There will be 3-46m3 concrete trucks per hour over a period of less than 2-3 hours. These truck volumes may becumulative to other heavy construction traffic.

Refer to Appendix C for calculations of earthworks and aggregate loads and haulage traffic numbers.

d) Traffic Management ImpactsSite access will be provided at the proposed intersections with Matakana Road and SH1. A logicalmethodology would be to construct these intersections early in the programme under temporarytraffic management, and then to open these intersections to road traffic and road-legal constructiontraffic such as light vehicles, and heavy vehicles such as spoil cartage, aggregate deliveries and heavyplant deliveries. Refer to section 3a.


4. Workforce

The size of the workforce is expected to be as follows: Staff Visitors per day

Off Site Contract Manager 1Senior AT staff 1MSQA staff 1Supplier visitors 2Regulatory 1Community 1Lab 2Other 2

On-Site Project Manager 1Construction Manager 1Stakeholder Manager 0H&S Manager 1Environmental Manager 1Quality Manager 1Commercial Manager / QS 1Programme Manager 0Clerical / accounts 1Surveyors / chainmen 2Reception 0Drainage and roading:Project Engineers 1Site Engineers 2Graduate Engineers 1Superintendent 1Supervisors 2Operators 4Drainlayers 4Labourers 4Subcontractors 6Bridging:Project Engineers 1Site Engineers 2Graduate Engineers 1Supervisors 2Operators 3Carpenters, steelfixers, labourers 12

Total 55 11Range: 48-62 7-15Light vehicle movements per day (both ways) 110-200


5. Construction EquipmentKey plant anticipated to be used for the various phases of construction are tabulated below, togetherwith the time periods during which this equipment would be expected to be used.Earthworks

Plant Size Number Use Timing

Excavator 45 tonne 2 Excavations, loading

4-5 monthsover summer

25 tonne 2 Excavations, loading, trimming levels,batters & swales, trenching

Dozer D4 2 Pushing material towards excavators inlarger cuts, spreading fill material

Compactor 12 tonne 2 Compaction of fill material

Watercart 5,000L 2 Moisture and dust control

Trucks 6-10m3 >20 Cartage off site, number depends ondistance to spoil site

Subgrade Improvement Layer


Excavator 30 tonne

Included inearthworks

Trimming base of SIL formation


25 tonne

Dozer D4 Pushing tipped SIL aggregate to placement

Grader 12 tonne 2 Trimming top level

Compactors 12 tonne 2 Compaction of SIL material

Drainage


Excavator 30 tonne 1Ponds, trenching and backfill

8 – 11 weeks atvarious stages20 tonne 1

Compactors Hand use 2 Compaction


Pavement


Grader 14-16tonne

1 Shaping and trimming basecourse aggregate

4-6 weeksgenerally oversummer

Watercart 10,000L 1 Moisture control

AC paver 15 tonne 1 Laying asphaltic concrete

Paver 16 tonne 1 Laying asphalt

Compactors 12 tonne 1Vibratory Compaction

PTR 1

Bridge


Crawlercrane

75 tonne 1 Constructing staging, sheet piling, liftingmaterials and precast beams 6-10 months

150 tonne 1 Lifting precast beams

The locations of plant will be spread across the entire site, with a greater concentration of earth-moving plant at the centre of the site in summer months where the larger excavations are located.


6. Operationsa) Road ClosuresNo complete road closures are expected or required. Temporary shoulder closures, temporary lanewidth reductions and temporary speed restrictions may be required through Temporary TrafficManagement Plans in order to construct the temporary and/or permanent intersections on SH1 andMatakana Road.

b) Hours of operations

The construction programme will be substantially determined by the earthworks operations. These aresusceptible to weather. The project would therefore benefit in terms of programme and cost byallowing the greatest opportunity / flexibility to work, particularly in the drier summer months.

Hours of operation should be:

● Generally 7am to 5:30pm – although 6pm in summer would be beneficial to the project (even ifthis later time this is limited to weekdays only)

● 6 days per week generally but 7 days per week for earthworks, bearing in mind that when itrains productions will slow or stop completely for earthworks related activities

● Understandably the work hours may have to be reduced over public holidays and weekends(particularly Sundays)

The Contractor would be required to comply with construction noise standards, consent conditionsand management plans relating to construction noise and activity.

During winter it could be expected that weather and shorter daylight hours would slow down the rateof production.

These hours would allow the contractor the necessary flexibility to make best use of good weather.Summer construction programmes, including the indicative programme for this project, are based on a5-day working week, with provision to use weekends to catch up on wet weather that may beexperienced during the week.

c) Haul routesOn-site haul routes are shown on the attached marked up layout plan. Off-site haul routes are likely tobe:

● Cart to spoil - along Matakana Road and SH1 depending on the Contractor’s selected spoil sites● Pavement aggregate - along Matakana Road if sourced from Matakana Quarry, or SH1 if sourced

from north of Matakana

d) Locations of precast facilitiesThe preliminary design indicates the proposed design using 1225 deep Super T precast concretebeams.


Precast beams for the bridge are unlikely to be fabricated on site due to the relatively small numbersrequired. It would be common practice for these beams to be fabricated in Auckland and transportedto site at night by road transporters. It may also be economic for the beams to be procured from, andmanufactured by the contractor for the Puhoi to Warkworth project if that project has not beencompleted at the time of this bridge construction.


7. Construction Runoff Considerationsa) Earthworks quantitiesThe earthworks operations will have the greatest impact on runoff, and potential erosion andgeneration of sediment.

Total earthworks quantities, including pond construction, are approximately:

Cut to fill 78,576m3

Cut to waste 108,134m3

Import to fill 9,060m3

Total quantities 195,770m3

b) Mass Haul DiagramA mass haul diagram is a detailed planning tool used by contractors to determine the source anddestination of all earthworks material on the project. It is not required at this early stage, other than tonote that material will be moved off site and material imported to site as described in section 2b.


8. SummaryThis report describes a potential methodology for the construction of the proposed Matakana LinkRoad for the purpose of determining and assessing constructability impacts. Tenderers for the projectmay propose different methodologies to suit their particular expertise and resources.

Different methodologies are not expected to result in substantially different impacts.

Timing of the award of the contract will impact on the overall contract duration due to the potentialinterruption of the winter earthworks exclusion period on the earthworks operations, and on thepavement construction and surfacing operations.


Part B - Stage 29. Construction Methodologya) Site EstablishmentIt is anticipated that the land alongside Matakana Road will be largely developed by 2046, based onthe growth projected and provided for under the Auckland Plan, the Auckland Unitary Plan – Operative inPart and Future Urban Land Supply Strategy (FULSS). In this case a suitable site would need to beidentified for the contractor’s site establishment.

b) EarthworksThe full earthworks for both Stages 1 and 2 will have been carried out in Stage 1. No furtherearthworks are envisaged in Stage 2 other than:

● clearing of topsoil that may have been placed on the Stage 2 SIL constructed in Stage 1● Minor excavations for drainage and other works.

c) Bridge Construction and AccessErection of the beams for the stage 2 bridge duplication will not require a temporary constructionaccess bridge. Beam erection may be carried out in tandem lifts as follows:

● Two cranes, with both located at one abutment, will lift each beam at each end and place ittemporarily onto the deck of the existing bridge, with one end of the beam/s temporarilypositioned approximately at centre span of the existing bridge.

● Two cranes with one located at each abutment, will lift the beam off the existing bridge and placeit into position on the second bridge.

A single lift may be possible using a larger crane, but the required reach and imposed loads duringlifting would require careful review.

d) ProgrammeIt may be deduced from the Stage 1 Indicative Construction Programme Rev 5 dated 27th August 2018attached in Appendix D that the remaining scope for Stage 2 including completion of drainage,pavements and the second bridge may be completed within 11 - 12 months.


10. Construction Traffic Assessmenta) Site Access PointsSite access should be provided at two locations directly off Matakana Link Road close to the proposednew intersections of Matakana Link Road with SH1 and Matakana Road. These accesses will be withinthe designation boundaries.

b) Haulage RoutesHaul routes on the site are proposed to be on the subgrade improvement layer constructed in Stage 1.

Off-site haul routes for cart to spoil may be along Matakana Road and SH1 depending on theContractor’s selected spoil sites. Haul routes for imported fill and pavement aggregate may be alongMatakana Road from Matakana Quarry.

c) Numbers of Light and Heavy Construction VehiclesThe expected number of light vehicles per day may be estimated from the workforce and visitornumbers expected on the site. This estimate is shown below.

Workforce and Visitor numbers Workforce VisitorsRange: 38-50 7-15Light vehicle movements per day(both ways)

90-130

Earthworks operations are expected to be limited to minor clearing of material placed above the SILplaced in Stage 1, expected to be in the order to 11,000m3. This is expected to involve approximately 6loads per hour over a period of 1-2 weeks.

Pavement construction is expected to generate up to 36 loads per day each way or 72 loads per dayboth ways using 10m3 trucks and 14m3 truck and trailers. This would occur over a 3-4 week period.

Concrete works are expected to peak at around 30m3 per day delivered intermittently over a period of6 months for the bridge. Each batch is expected to require about 3-5 truckloads. There will be 3-4 6m3

concrete trucks per hour over a period of less than 2-3 hours. These truck volumes may be cumulativeto other heavy construction traffic.


11. Workforce

The size of the workforce is expected to be as follows: Staff Visitors per day

Off Site Contract Manager 1Senior AT staff 1MSQA staff 1Supplier visitors 2Regulatory 1Community 1Lab 2Other 2

On-Site Project Manager 1Construction Manager 0Stakeholder Manager 0H&S Manager 0Environmental Manager 1Quality Manager 1Commercial Manager / QS 1Programme Manager 0Clerical / accounts 1Surveyors / chainmen 2Reception 0Drainage and roading:Project Engineers 1Site Engineers 2Graduate Engineers 1Superintendent 1Supervisors 2Operators 4Drainlayers 0Labourers 4Subcontractors 4Bridging:Project Engineers 1Site Engineers 1Graduate Engineers 1Supervisors 2Operators 3Carpenters, steelfixers, labourers 7

Total 41 11Range: 38-50 7-15Light vehicle movements per day (both ways) 90-130

12. Construction Equipment


Key plant anticipated to be used for the various phases of construction are tabulated below, togetherwith the time periods during which this equipment would be expected to be used.Earthworks


Excavator 25 tonne 1 Excavations, loading, trimming levels,swales, trenching


Loader 10 tonne 1 Loading material placed on SIL in Stage 1

Watercart 5,000L 1 Dust control

Trucks 6-10m3 >20 Cartage off site, number depends ondistance to spoil site

13.

Drainage


Excavator 20 tonne 1 Trenching and backfill 8 – 11 weeks atvarious stagesCompactors Hand use 2 Compaction

14.

Pavement


Grader 14-16tonne

1 Shaping and trimming basecourse aggregate

3-4 weeksgenerally oversummer

Watercart 10,000L 1 Moisture control

AC paver 15 tonne 1 Laying asphaltic concrete

Compactors 12 tonne 1Vibratory Compaction

PTR 115.

Bridge


Mobilecrane

75 tonne 1 Constructing staging, lifting materials andprecast beams 6-10 months

150 tonne 1 Lifting precast beams16.


13. Operationsa) Road Closures

No complete day time road closures are expected or required for construction of the roading.Temporary shoulder closures, temporary lane width reductions and temporary speed restrictions maybe required through Temporary Traffic Management Plans in order to construct the temporary siteaccess points on Matakana Link Road.

Full night-time road closures of Matakana Link Road are expected to be required during the lifting intoplace of the precast beams for the second bridge.

b) Hours of operations

The hours of construction operation for Stage 2 will be determined prior to the tender for Stage 2.Construction hours will need to comply with the designation conditions, resource consent conditionsand management plans.

c) Haul routesOff-site haul routes are likely to be:

● Cart to spoil - along Matakana Road and SH1 depending on the Contractor’s selected spoil sites● Pavement aggregate - along Matakana Road if sourced from Matakana Quarry, or SH1 if sourced

from north of Matakana

d) Locations of precast facilities

The procurement of precast facilities for Stage 2 do not differ from those for Stage 1.


14. Construction Runoff Considerationsa) Earthworks quantitiesEarthworks operations are expected to be minor quantities in the order of 11,000m3 to 16,000m3.

Erosion and sediment controls will likely be limited to silt fencing, hay bales and similar methods thatare easily implemented.


15. SummaryThis report describes a potential methodology for the construction of the proposed Matakana LinkRoad project for the purpose of determining and assessing constructability impacts. Tenderers for theproject may propose different methodologies to suit their particular expertise and resources.Tenderers will need to comply with the designation conditions, consent conditions and managementplans.

Different methodologies are not expected to result in substantially different impacts.

Timing of the award of the contract may impact on the overall contract duration due to the potentialinterruption of the winter period on pavement construction and surfacing operations.


Appendix A: Locations of Stage 1 Site Establishment


Appendix B: Elevation of Temporary Staging


Appendix C: Traffic Volume Calculations

Earthworks

Spoil off site Tight bcm Loose Total one waytraffic

One way trafficper access point

one waytotal volume (bcm) 140,000m3 189,000factor 1.35

45t bucket size m3 210m3 truck cycletime minutes 4

15 trucks perhour

7.5 trucks perhour

rate/min m3 tight 1.85 2.5135 trucks perday

67.5 trucks perday

rate/hr m3 111 150hrs/day 9 9rate/day m3 1000 1350total days 140 140days per week 5 5total weeks 28 28No workfaces 2 2Weeks/workface 14 14

PavementsBasecourse and subbasecourse volume 4,196m3bulking 1.35Loose volume 5,665T&T volume 14 m3Total loads 404Total days min 11Loads per day max 36 One way


Appendix D: Indicative Construction Programme for Stage 1

ID Task Name Duration Start Finish

1 Construction Contract Award 0 days Mon 2/09/19 Mon 2/09/192

3 Enabling Works 155 daysMon 2/09/19 Fri 3/04/204 Management plans and approvals 4 wks Mon 2/09/19 Fri 27/09/195 Site establishment 3 wks Mon 30/09/19 Fri 18/10/196 Procure precast beams 24 wks Mon 21/10/19 Fri 3/04/207 Utilities relocation 8 wks Mon 16/09/19 Fri 8/11/198 Gates and fencing 4 wks Mon 30/09/19 Fri 25/10/199 Environmental mitigation works 4 wks Mon 30/09/19 Fri 25/10/1910 Roundabout access and Matakana Road works 10 wks Mon 14/10/19 Fri 20/12/1911 Intersection access on SH1 (possibly temporary works) 10 wks Mon 14/10/19 Fri 20/12/1912 Temporary staging across valley 8 wks Mon 28/10/19 Fri 20/12/1913 Chrismas / New Year 12 days Sat 21/12/19 Sun 5/01/2014

15 Culverts, Earthworks, Shear Key and Retaining Wall 171 daysMon 6/01/20 Mon 31/08/2016 Clear trees and scrub 2 wks Mon 6/01/20 Fri 17/01/2017 Culverts and headwalls 3 wks Mon 13/01/20 Fri 31/01/2018 Strip topsoil progressively ahead of earthworks 12 wks Mon 6/01/20 Fri 27/03/2019 Retaining wall (180m2) 4 wks Mon 3/02/20 Fri 28/02/2020 Cut and undercut to fill and spoil off site 18 wks Mon 20/01/20 Fri 22/05/2021 2019 winter earthworks exclusion period 66 days Mon 1/06/20 Mon 31/08/2022 Imported fill and undercut backfill 16 wks Mon 20/01/20 Fri 8/05/2023 Subgrade improvement layer 17 wks Mon 20/01/20 Fri 15/05/2024 Trim batters and construct swale drains 2 wks Mon 11/05/20 Fri 22/05/2025

26 Drainage 160 daysMon 20/01/20 Fri 28/08/2027 Basins, ponds 8 wks Mon 20/01/20 Fri 13/03/2028 Subsoil drains 4 wks Mon 27/04/20 Fri 22/05/2029 Pipework, outlets, catchpits, chambers and scour

protection6 wks Mon 25/05/20 Fri 3/07/20

30 Raingardens 4 wks Mon 6/07/20 Fri 31/07/2031 Kerb and channel 4 wks Mon 3/08/20 Fri 28/08/2032

33 Bridge 150 daysMon 6/01/20 Fri 31/07/2034 Ground Improvements and foundations (Stage 1 and

Stage 2 bridges)10 wks Mon 6/01/20 Fri 13/03/20

35 MSE abutment walls (Stage 1 and Stage 2 bridges) 12 wks Mon 10/02/20 Fri 1/05/2036 Substructure (Stage 1 bridge) 4 wks Mon 4/05/20 Fri 29/05/2037 Place beams (Stage 1 bridge) 1 wk Mon 1/06/20 Fri 5/06/2038 Deck and barriers (Stage 1 bridge) 8 wks Mon 8/06/20 Fri 31/07/2039

40 Pavement and Surfacing 35 days Tue 1/09/20 Mon 19/10/2041 Granular subbase (300mm, 2513m3, 8412m2) 3 wks Tue 1/09/20 Mon 21/09/2042 Granular basecourse (200mm, 1683m3, 8412m2) 3 wks Tue 15/09/20 Mon 5/10/2043 AC surfacing (8412m2) 2 wks Tue 6/10/20 Mon 19/10/2044

45 Landscaping 125 daysMon 27/04/20 Fri 16/10/2046 Respread topsoil, hydroseeding and planting 12 wks Mon 27/04/20 Fri 17/07/2047 Final gates and fencing 4 wks Mon 20/07/20 Fri 14/08/2048 Footpath and cycleway 9 wks Mon 17/08/20 Fri 16/10/2049

50 Traffic services 35 days Mon 28/09/20 Fri 13/11/2051 Barriers, signage and lighting 7 wks Mon 28/09/20 Fri 13/11/2052 Road marking 1 wk Tue 20/10/20 Mon 26/10/2053

54 Finishing 105 daysTue 27/10/20 Mon 22/03/2155 Snagging and pre-opening Road Safety Audit 4 wks Tue 27/10/20 Mon 23/11/2056 RAMM and Owner's Manual 4 wks Tue 27/10/20 Mon 23/11/2057 Disestablishment from site and site clearing 3 wks Tue 27/10/20 Mon 16/11/2058 Concept level programme contingency (float) 3 wks Tue 24/11/20 Mon 14/12/2059 Practical completion 0 days Tue 15/12/20 Tue 15/12/2060

61 Principal's Contingency to road opening 14 wks Tue 15/12/20 Mon 22/03/21

2/09

15/12

Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb MarQtr 4, 2019 Qtr 1, 2020 Qtr 2, 2020 Qtr 3, 2020 Qtr 4, 2020 Qtr 1, 2021

Matakana Link Road Stage 1Indicative Construction Programme Rev 6 021018

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appendix n. constructability report · 2018-10-31 · granular pavement with chipseal surfacing,...

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