MacKays To Peka Scoping Report P 332 M2pp Appendix G I
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Report
MacKays to Peka Peka Expressway
Preliminary Geotechnical Appraisal Report
The New Zealand Transport Agency
By MacKays to Peka Peka Expressway Alliance
29 September 2010
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This report has been prepared for the benefit of the NZ Transport Agency (NZTA). No liability is
accepted by this company or any employee or sub-consultant of this company with respect to its
use by any other person.
This disclaimer shall apply notwithstanding that the report may be made available to other persons
for an application for permission or approval or to fulfil a legal requirement.
Revision History
Revision Nº
Prepared By
Description
Date
A Jennifer Bradshaw/ Lucy
Coe
DRAFT 29/09/10
Document Acceptance
Action
Name
Signed
Date
Prepared by Jennifer Bradshaw/ Lucy
Coe
Reviewed by Gavin Alexander
Approved by Ian Billings
on behalf of MacKays to Peka Peka Alliance
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Table of Contents
1 Introduction
.......................................................................................................... 1
2 Proposed Scheme
............................................................................................... 1
3 Available Geotechnical Investigation Data
........................................................ 3
4 Topography
.......................................................................................................... 4
5 Geology
................................................................................................................ 4
5.1 Material Descriptions ................................................................................................... 5
6 Seismicity
............................................................................................................. 6
6.1 Fault Hazard ................................................................................................................ 8
6.2 Seismic Design Hazard ............................................................................................... 8
6.3 Liquefaction Hazard ..................................................................................................... 9
7 Groundwater
........................................................................................................ 9
8 Ground Conditions along Proposed Alignment
.............................................. 10
9 Geotechnical Considerations
........................................................................... 12
10 Peat Deposits
..................................................................................................... 12
10.1 Peat Extent and Thickness ........................................................................................ 13
10.2 Peat Treatment and Ground Improvements .............................................................. 14
10.3 Re-use and Disposal of Peat ..................................................................................... 15
11 Seismic Design
.................................................................................................. 15
11.1 Liquefaction ............................................................................................................... 15
12 Earthworks
......................................................................................................... 16
12.1 Cut Slopes ................................................................................................................. 16
12.2 Embankments ............................................................................................................ 16
13 Bridge Structures
.............................................................................................. 17
13.1 Foundations ............................................................................................................... 17
13.2 Ground Improvements ............................................................................................... 17
14 Groundwater
...................................................................................................... 17
15 Geotechnical Testing
......................................................................................... 18
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16 References
......................................................................................................... 20
Appendices
Appendix A
– Previous Investigation Data – Summary Table
Appendix B
– KCDC Fault Hazard Map
Appendix C
– Groundwater Maps
Appendix D
– Geological Long Sections
Appendix E
– Proposed Investigation & Testing Schedules
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1
Introduction
The SH1 MacKays to Peka Peka (M2PP) Expressway project is a critical part of the SH1 Wellington
Northern Corridor. This corridor is one of seven Roads of National Significance (RoNS) prioritised
by the Government to contribute to New Zealand’s economic growth. The M2PP Expressway
Alliance has been formed to deliver this project.
The M2PP Expressway project starts at MacKays Crossing and joins back into SH1 to the north of
the existing Peka Peka Rd intersection. The MacKays Crossing project, located to the south of this
project, has recently been completed. The delivery of the Peka Peka to Otaki project located
immediately north of this project, is expected to overlap with the delivery of this project.
The Project Alliance is currently undertaking the investigation and scoping phase for the M2PP
Expressway Project. As part of this phase, a long-list of alignment options and sub-options has
been developed. These options and sub-options are currently being evaluated to allow the selection
of a short-list of options to be taken forward into the scheme assessment phase.
This Preliminary Geotechnical Appraisal Report presents a review of the geotechnical information
available, and the geotechnical/hydrogeological issues that may impact on the proposed scheme.
Additional geotechnical testing is required to further evaluate the geotechnical conditions for
preliminary design of this project. The recommended scope of geotechnical testing for the
investigation and preliminary design phase (Stage 1A) is presented.
The geotechnical aspects across the study area are presented in terms of four project sectors. For
the options and sub-options, the geotechnical considerations are highlighted where these vary
significantly between options. This report is intended to be read in conjunction with the overall
project evaluation presented in the MacKays to Peka Peka Expressway Scoping Report.
2
Proposed Scheme
The M2PP Expressway project consists of approximately 18km of four lane median divided
expressway. The proposed expressway starts to the north of MacKays Crossing on SH1, runs
through the areas of Paraparaumu and Waikanae, and joins SH1 just north of the existing Peka
Peka Road intersection.
The project has been divided into four sectors, from the south to the north, as described and shown
below. The geotechnical conditions are described in terms of these sectors within this report.
Sector 1 MacKays Crossing to just north of Raumati Road
Sector 2 North of Raumati Road to north of Mazengarb Road
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Sector 3 North of Mazengarb Road to north of Te Moana Road
Sector 4 North of Te Moana Road to Peka Peka.
The project scope comprises a number of interchanges along the length to provide connections with
local roads. The scope also includes bridge structures for local road crossings to maintain
connectivity and for river/stream crossings, with a 200m long crossing over the Waikanae River.
Earthworks comprise new embankments across low lying areas, cut slopes through sand dunes
and new approach embankments for structures.
A number of base options and sub-options have been developed for the project as part of the
investigation and scoping stage. These options are described in detail within the Scoping Report.
The base options provide different levels of connectivity, with a varying number of
interchanges/partial interchanges and an additional Waikanae River Crossing.
Option 1 - north and south connections but no intermediate interchanges.
Option 2 - north and south connections plus one intermediate interchange (Otaihanga Road or
Kapiti Road).
Option 3 - north and south connections plus two intermediate interchanges (Combination of
Iharaka Street Extension, Kapiti Road, Otaihanga Road or Te Moana Road).
The sub-options provide localised variation in alignment and interchange configurations. The
significant variations in alignment being considered are outlined below:
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In Sector 1, there are two alignment sub-options for the southern connection. Sub-options S1A
to S1Ciii deviate from the existing SH1 to the south of Poplar Avenue and run accross the corner
of Queen Elizabeth Park, connecting into the designation north of Poplar Avenue. Sub-options
S1Di and S1Dii continue along the existing SH1 alignment to Poplar Avenue and deviate to the
north of Leinster Avenue, connecting into the designation immediately south of Raumati Road.
In Sector 2, sub-options focus on interchange locations, split interchanges and a slight alignment
shift to the east of the designation.
In Sector 3, a number of cultural, environmental and property constraints have been identified.
Six alignment sub-options (S3Ai to S3F) have been developed within this sector to reduce the
impact of the Expressway.
In Sector 4, the alignment is constrained by ecological areas to the north of Te Moana Road.
There are two alignment sub-options to the north of Smithfield Road, one along the designation
and one to the east of the designation.
3
Available Geotechnical Investigation Data
A review of the available geotechnical data has been completed for the expressway corridor.
Several geotechnical investigations have previously been undertaken across the project site, for
both the development of a north-south link along the designation (proposed Sandhills Motorway and
Western Link Road) and the new MacKays Crossing Project. In addition, there is geotechnical data
available for the Waikanae area from the Kapiti Coast District Council borefield project. The
previous geotechnical investigation data are tabulated in Appendix A.
The existing geotechnical information generally covers the designation corridor from Poplar Avenue
to Te Moana Road. The majority of this data is shallow (test pits, or bores up to 10 m), with deep
data only available at selected locations (Wharemaku Stream, Waikanae River, and Raumati
Road). There is limited data available adjacent to SH1 to the south of Poplar Avenue, and in
locations where the proposed alignment option is outside the current designation. No is data
available from Te Moana Road to Peka Peka Road.
The sources of existing geotechnical information that have been used to develop the geotechnical
model for this project are outlined below.
Western Link Road Geotechnical Reports (Opus):
Stage 1, Raumati Rd to Te Moana Rd Design and Project Documentation Stage, Geotechnical
Report May 2008
Stage 1, Raumati Rd to Te Moana Rd Design and Project Documentation Stage, Site
Investigation Report (addition to July 2007) April 2008
Stage 1, Raumati Rd to Te Moana Rd Site Investigation Report July 2007
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Stage 1, Raumati Rd to Te Moana Rd Design and Project Documentation Stage, Groundwater
Monitoring Plan November 2008
Stage 1 Boreholes and Trial Pits, complete copy of bore logs and variable head tests May 2007
Stage 3 Geotechnical Investigations Site Investigations Report March 2009
Other Geotechnical Reports:
Opus, 1997: State Highway 1 Poplar Avenue to MacKays Crossing Scheme Assessment:
Geotechnical Report. Prepared for Transit New Zealand
Opus, 1999: SH1 Poplar Avenue to MacKays Crossing: Safety Improvements, Geotechnical
Assessment of Trial Embankment
URS, 2005: Waikanae Borefield Technical Report, Prepared for KCDC
Works 1992: Paraparaumu Bypass/Arterial Land Disposal Study: Geotechnical Report.
4
Topography
The expressway route traverses the Kapiti coastal lowlands to the west of the Tararua Ranges
foothills. The route is undulating to rolling, with sand dunes forming areas of higher relief (up to
around 20 m elevation) and intervening low-lying interdune areas, located within a relatively flat
coastal plain a few metres above sea level. There are also low alluvial terraces associated with
Waikanae River and streams in the area. The geology along the route is reflected in the landforms
and topography observed.
5
Geology
The Expressway traverses across dune sands and swamp deposits, the dunes rising to around 20
m elevation, with intervening low lying areas and depressions typically containing peat. Recent river
and fan alluvial deposits form low level terraces adjacent to the Waikanae River, including the
present floodplain. The site is generally underlain by alluvial sand and gravel deposits, with
greywacke bedrock expected to be encountered at depths between 70 and 120m.
Geological History
An understanding of the geological history of the Kapiti area provides a framework for interpreting
the ground conditions which are likely to be encountered along the expressway route.
The near surface geology of the area developed during repeated glacial and interglacial cycles that
have occurred over the past 2 million years. During the glacial cycles, sea levels were
approximately 120 m lower than present as more water was locked up in ice-sheets and glaciers.
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Conversely, when the climate warms during inter-glacial periods, sea levels rise because of melting
of the ice-sheets and glaciers.
During the cold glacial periods, the Tararua Ranges held valley glaciers and the whole Wellington
region was affected by intense periglacial activity. Physical weathering, combined with sea level
fall, increased the amount of erosion from the ranges. This eroded material was redeposited as
thick alluvial and glacio-fluvial outwash plains. Subsequent erosion of these deposits by the rising
sea level occurred during the interglacial periods.
The oldest Quaternary deposits originate from the Last Interglacial (approximately 120,000 years
ago). The rising sea level cut a cliff in the coastal hills, and deposited marine/beach gravel and
sands, estuarine sands, and dune sands at the coast. These Pleistocene aged deposits can be
expected at depth beneath the MacKays to Peka Peka route, forming a thick wedge over
greywacke basement (depth to rock variable).
Towards the end of the Last Glaciation (15,000 years ago), sediment laden rivers laid down thick
alluvial deposits of gravel, sand and silt as out-wash plains. These deposits form aggradation
terraces known as the Parata Gravels which are exposed in the banks of the Waikanae River.
The rising Post-Glacial sea level eroded a flat sea bed along the Kapiti Coast, and the coast
prograded as sediment was added from inland erosion. Beach and estuarine deposits accumulated,
along with river alluvium. Several successively younger phases of sand dune formation took place.
Collectively known as the Himatangi Group, the dune sands are interfingered with interdune swamp
deposits named Paraparaumu Peat; the peat deposits may be overlain by sand dunes which in
places have advanced over the swamps.
It is the dune sands and swamp deposits which dominate the geology along the expressway route,
the dunes rising to around 20 m elevation, with intervening low lying areas typically containing peat.
Some of the dune sands have a volcanic ash and pumice component from North Island volcanic
activity around the time of their formation.
5.1
Material Descriptions
The geological units within the Kapiti Coast relevant to the Expressway route are described below.
The unit names are taken from Heron and Van Dissen (1992).
Recent River and Fan Alluvium
Low level terraces adjacent to the Waikanae river, including the present floodplain. Generally
moderately sorted, subrounded gravel to cobble sized greywacke with sandy/silty matrix, with local
lenses of sand/sandy silt.
Recent Dune Sand (Himatangi Group)
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Loose, medium sand, fresh/slightly weathered, with occasional thin clay/silt beds. Thin iron pans
may be found near the water table in older (inland) dunes.
Interdune Deposits (Paraparaumu Peat)
Swamp deposits including soft peat and loose peaty sand through to spongy vegetable matter with
high water content (some between 65 and 700% water by weight). This material is often described
as woody peat with clay/silt and sand lenses. These deposits can extend beneath more recent
dunes.
Beach/Marine/Estuarine Deposits
These deposits underlie the recent dune sands and interdune deposits, and tend to be gravelly
sands nearer the mouths of rivers, elsewhere loose, fine to coarse sand.
Terrace Alluvium (Parata Gravels and others)
Poorly sorted greywacke gravel to boulder sized clasts in a matrix of coarse sand, with localised
thin lenses of sand/sandy silt. Typically slightly weathered, older deposits may be moderately
weathered. Loess may be found separating successive gravel deposits.
6
Seismicity
The Expressway is located within an area of high seismic activity. This section presents a summary
of the known faults located in close proximity to the site. The design considerations associated with
the seismicity, including the liquefaction hazard and design earthquake events are also presented.
There are SW-NE orientated active faults located north, south, and east of the Expressway route.
Though no active faults are mapped passing directly through the site, there is a possibility that
splinters of these major active faults may be present. Table 6.0 outlines the active faults in the
area, their distances from the project site, and their characteristics (largely based on the published
information contained in Begg and Johnston (2000), supplemented by more recent research).
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Table 1 – Active Faults
Fault name
Distance from Expressway route
Estimated Characteristic
Magnitude (Mw)
Recurrence Interval
(1000 years)
Recurrence Interval
Class
Elapsed time since last EQ
(1000 years)
Est. single event
displacement
Confidence of
Recurrence Interval Class
Pukerua Fault* 7.5 km SW of southern end 7.6 2.5 – 5.0 Class II > Ohariu F.
(>1.06 – 1.14)
3.5 – 4.0 m (horz) Low
Hadfield Fault** 1-2 km east of Peka Peka Rd end of
route
? ? ? ? ? ?
Ohariu Fault 3 km E of route 7.6 1.3 – 3.8 Class II 1.06 – 1.14 3 – 5 m (horz) Low
Gibbs Fault 4 – 5 km E of route ? > 3.0 to <5.0 Class III <10 1.5 m (vert) Low
Northern Ohariu Fault 2 km NE of northern end of route 7.3 – 7.7 3 – 3.5 Class II < 4 3 – 3.5 m Low
Otaki Forks 15 k m E of route 7.3 – 7.6 > 3.0 to <5.0 Class III ? 2.5 -3.5 m (horz) Low
Wellington Fault*** 25 km E of route 7 – 7.6 0.9 Class I 0.3 3.5 – 5 m (horz) High
* Pukerua Fault is considered part of the same geologic structure as the Shepherds Gully Fault, and rupture characteristics for the two are grouped in Begg and Mazengarb (1996). While this grouping is not given in the later map of Begg and Johnston (2000), it is assumed the rupture
characteristics of the Shepherds Gully Fault also hold for the Pukerua Fault (in the absence of specific information for the Pukerua Fault.
** Currently the presence of the Hadfield Fault is disputed. It is likely to be a splinter fault as the Ohariu Fault steps to become the Northern Ohariu Fault. Earthquakes on the Ohariu and Northern Ohariu fault likely to govern seismic class.
*** The recurrence interval and elapsed time since last earthquake for the Wellington Fault quoted above are based on the media release on the GNS website, dated 18th September 2009.
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6.1
Fault Hazard
A splinter fault of the Ohariu Fault known as the Hadfield Fault has been identified at the northern
extent of the project, and this needs to be considered in relation to the proposed Peka Peka Road
Connection. The fault is considered active, however this has been disputed. The fault complexity
(i.e. possibly a fault zone as opposed to single fault trace), and level of uncertainty regarding its
location, is indicated by the shaded triangle on the KCDC Fault Hazard Maps (Appendix B).
The fault is relatively well defined to the north-east of the scheme, though is less constrained, with
greater uncertainty across the expressway area of interest.
This fault hazard needs to be considered in the selection of the Peka Peka Road interchange
location, in particular the position of any interchange structures. Further work is required to better
understand and define the fault complexity and hazard. This will reduce the uncertainty and zone of
risk.
6.2
Seismic Design Hazard
The seismic design events for this project have been derived based on the Transit Bridge Manual
and NZS1170.5. NZS1170.5 indicates that the Paraparaumu and Waikanae areas have a hazard
factor (Z) of 0.4. Based on the ground profile information currently available and expected depths of
soil, the site has been classified as subsoil class D.
The seismic design events have been derived from the importance levels outlined in the provisional
amendment of the Transit Bridge Manual. For approach embankments and abutment walls
associated with a bridge structure, the ultimate seismic design event is equivalent to that for the
adjacent bridge structure. For embankments, cuts and retaining walls supporting the expressway
and independent of bridge structures, the ultimate design event adopted is equivalent to a 1 in 1000
year return period event. The earthquake design parameters for the expressway route are then as
follows:
Table 2 – Earthquake Design Parameters
Application
Importance
level
Annual probability of
exceedance (APE)
Ru
PGA (g)
Embankments and retaining
walls associated with an
Expressway Over Bridge
3 or 4
(ULS)
1/2500 1.8 0.81
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Application
Importance
level
Annual probability of
exceedance (APE)
Ru
PGA (g)
Embankments and retaining
walls associated with a Local
Rd Over Bridge.
Independent embankments and
retaining walls.
2 (ULS) 1/1000 1.3 0.58
We recommend a site specific hazard assessment is undertaken to refine the seismic hazard, once
the interchange and route alignment option has been selected.
6.3
Liquefaction Hazard
There is the potential for liquefaction to occur along the Expressway route, based on the high
seismicity and ground conditions present.
Loose to medium dense sand deposits are present within the sand dunes and underlying marine
and alluvial deposits. These deposits are susceptible to liquefaction where saturated, based on
material characteristics and grain size. Above the ground water level, they will be susceptible to
shaking induced settlement.
A preliminary liquefaction assessment has been carried out, considering the available borehole
strength data and water levels from adjacent piezometers. This assessment indicates these
saturated, loose to medium sand deposits are expected to liquefy under the 1000 year return period
event. These deposits are expected to be encountered across the entire site.
Liquefaction of these deposits is expected to result in:
Ground settlements.
Seismic induced slope instability and horizontal movements of existing sand dunes and new
embankments constructed over these deposits.
Potentially lateral spreading or flow failure of existing sand dunes, new embankments, and new
approach embankments for the Waikanae River Crossing.
The liquefaction hazard may be mitigated at specific locations by ground improvement techniques.
Liquefaction potential and the likely effects are specifically addressed within Section 11.
7
Groundwater
Based on previous hydrogeological reports in the study area, it is understood that groundwater is
drawn for public supply from a series of wells screened in the Waimea gravel aquifer at some 80 m
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depth. The public water supply wells are primarily located along Ngarara Road, Park Avenue and
Moana Road in Waikanae.
There are also shallow confined and semi-confined aquifers within the post glacial deposits, with
groundwater levels near surface, located up to a few metres below ground in the interdunal areas,
and at significant depths below ground in the dunes - though elevated a couple of metres relative to
the interdunal areas (i.e. groundwater mounds beneath the dunes). A large number of wells for
domestic supply are spread over the Kapiti Coast area and are mainly screened in these shallow
aquifers.
It is understood that the groundwater flow in the region is east to west (i.e. toward the coast) on a
0.3 to 0.4% gradient, with the Waikanae River recharging groundwater in the east, and conversely
groundwater feeding the river in the west of the region. The Mazengarb Drain and Wharemaku
Stream are also said to be fed by groundwater.
Monitoring undertaken in Council observation wells suggests the shallow aquifers rapidly respond to
rainfall recharge, and water levels may typically rise by 0.5 to 3.0 metres in winter. Plans indicating
the range in groundwater levels across the scheme are attached in Appendix C.
8
Ground Conditions along Proposed Alignment
The topography and geology along the proposed base alignment is described in Table 8.0 below.
Refer also to the long sections in Appendix D, which illustrate the geology and existing topography
with the proposed design vertical alignment overlain for reference.
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Table 3 – Topography and Soil Profile along the Proposed Route
Sector
Location
Description
Topography
Soil Profile
Long Section Sheet
1
This sector begins north of MacKays Crossing
and joins the designation south of Raumati
Road. There are two alternative routes at the
southern end: one passes through Queen
Elizabeth Park (located south of Poplar
Avenue), and one deviates from SH1 north of
Poplar Road.
The topography is fairly low-lying through Queen Elizabeth Park (at elevations of
around 6-7 m), the route initially situated east of the sand dunes in Raumati South,
then from south of Poplar Avenue northwards it rises onto the eastern margin of the
dunes (which are typically up to 20 m elevation).
Interdune Deposits (Paraparaumu Peat) can be found near surface
between MacKays Crossing and Poplar Avenue, to thicknesses of
around 4 to 6 metres. The peat is generally underlain by alluvial sand
and gravel deposits. Toward the end of this sector there are dune
sand deposits.
1, 2, 3
(ch 0-4680)
2 This sector begins near Raumati Road, and
runs through to a point approximately midway
between Mazengarb and Otaihanga Roads,
within the designation. The Otaihanga landfill
is adjacent to the designation, off Otaihanga
Road.
The topography is undulating, the route crossing over dunes which are typically up to
20 m elevation, with lesser amounts of lower-lying interdune areas in between. It
appears that much of this sector of the road corridor preserves a remnant of what
was a larger dune field which has undergone extensive earthworks for residential
development in Paraparaumu. The Kapiti Rd interchange is constrained by the
narrow designation in the urban area of Paraparaumu.
The ground conditions can be expected to comprise dune sand in the
elevated areas, with as much as 4 metres of peat in the interdune
areas. Underlying marine/beach sand and alluvium typically becomes
very dense at depths of around 10 m below ground. The ground is
understood to be contaminated by landfill leachate near Otaihanga
Road.
3, 4, 5
(ch 4600-8355)
3
This sector runs through the semi-rural area
between Paraparaumu and Waikanae within
the designation, ending north of Waikanae
near Te Moana Road.
The topography is undulating, the route passing over dunes (which are typically up to
20 m elevation) and lower-lying interdune areas. Toward the centre of this sector the
Waikanae River cuts through the route east-west, with associated low-lying alluvial
terraces on either side.
The geology can be expected to comprise dune sand in elevated
areas, with up to a few metres of peat in the interdune areas.
Underlying alluvium typically becomes very dense at depths of around
10 m below ground. Within the Waikanae River area, very dense
alluvial gravels underlie alluvial sand at around 15 m depth.
5, 6, 7, 8
(ch 8355-12250)
4
This section runs from Te Moana Road
through to Peka Peka Road over an area of
farmland north of Waikanae.
The topography is undulating, dominated by dunes until Smithfield Road, east of
which the route flattens out.
There are no previous geotechnical investigations in this area. Based
on geomorphology and published maps, the geology is anticipated to
comprise dune sand in the elevated areas, with some peat in low lying
areas, underlain by marine/beach/estuarine deposits.
8, 9, 10, 11
(ch 12250-18339)
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9
Geotechnical Considerations
The key geotechnical considerations that have been identified for this project are:
The presence of peat deposits across the site, and associated embankment settlements and
stability.
The high seismic hazard and known active faults (refer Section 6).
The presence of relatively loose saturated sand deposits with the potential to liquefy during the
design seismic events. Liquefaction induced slope instability and settlements.
Founding conditions for bridge structures comprising alluvial deposits to depth, predominately
interbedded dense sands and gravels.
Potential effects on the shallow unconfined aquifer system, which is used for irrigation and feeds
ecologically valuable wetlands. Potential groundwater effects may result from changes in
permeability of the near surface material.
These aspects are described in detail in Sections 10 to 14. The geotechnical aspects are of
particular relevance to the following proposed scheme features:
Proposed earthworks including cuts up to 20m high and embankments up to 8.5m high.
Proposed bridge structures, including foundations and ground improvements.
The geotechnical considerations identified above are generally widespread across the area of
interest, and therefore are applicable to all options and sub-options under consideration to varying
degrees. Any interchange locations or alignment variations where these issues are expected to be
of higher significance are highlighted below.
10
Peat Deposits
Peat deposits have been encountered along the route in the low lying inter-dunal depressions. The
peat is very soft, with a high water content. It varies in nature from fibrous to amorphous. These
deposits are typically 0.5m to 4.0m thick, and up to 6m thick in some locations.
The presence of peat deposits across the site is a key geotechnical aspect for this project. Key
considerations associated with construction of a road embankment over weak peat deposits
include:
Settlement of these underlying deposits. Post construction settlements and potential differential
settlements will impact on the performance of the Expressway, resulting in poor rideability,
altered surface drainage patterns and increased maintenance.
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Stability of embankments constructed on weak foundations, in particular the temporary
(construction stage) and seismic stability case.
Potential settlement of services beneath the embankment and adjacent structures and property.
10.1
Peat Extent and Thickness
The peat deposits vary in thickness and depth along the alignment. This variation is described along
the Expressway route below. The differences in peat distribution for the scheme options and sub-
options are presented in Table 9.1.
At the southern end of the Expressway, a large area of relatively thick peat is present from the edge
of the foothills and across Queen Elizabeth Park. Peat depths of 4m to 6m are expected in this
area. Peat is also present north of Poplar Avenue between the foothills and the sand dunes within
the designation.
From Raumati Rd to Te Moana Rd, peat is present in isolated depressions between the sand
dunes. Near Wharemaku Stream, the peat deposits are interbedded with alluvial deposits to a depth
of 6m. Significant peat deposits are also expected in the low lying area near Ihakara Street
Extension.
There is limited information available on the peat depth and extent to the north of Te Moana Road.
Based on a site walk over and discussions with local contractors, there is expected to be a large
area of peat to the north of Smithfield Road. This is expected to be in the order of 2 to 3m thick.
Table 4 – Peat Deposits along Expressway
Location Description
Relevant Options
Peat Extent and Depth
Southern end, from foothills
west across Queen Elizabeth
Park
All options run adjacent to
SH1
Sub-options S1A - S1Cii
run across Queen
Elizabeth Park
The limited data and experience
from recent projects in close
proximity, suggest the peat is
typically 4.0 to 6.0m thick.
Queen Elizabeth Park towards
Poplar Avenue
Sub-options S1A - S1Cii Typically 3.0m
West of the existing
designation, between Poplar
Avenue and Raumati Road
Sub-options S1Di – S1Dii Typically 2.0 to 3.0m
Along designation between
Poplar Avenue and Te Moana
All options Peat and Sand Dunes. Peat
generally in isolated areas along the
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Location Description
Relevant Options
Peat Extent and Depth
Road alignment. Typically 1.0 to 3.0m, up
to 4.0m.
Wharemaku Stream Bridge All options Peat interbedded with alluvial
deposits to a depth of 6.0m.
East of designation,
Wharemaku Stream to Kapiti
Road
All options, particularly
relevant to options 3B and
3C and sub-options S2Ai,
S2Aii and S2Bi
Significant depression with up to
4.0m of peat.
Te Moana Road to Smithfield
Road
All options Limited data available. Peat and
Sand Dunes. Peat generally in
isolated areas along the alignment.
Typically 1.0 to 2.0m.
North of Smithfield Road to
Peka Peka Road
All options The limited data and experience
from recent projects in close
proximity, suggest the peat is
typically 3m
10.2
Peat Treatment and Ground Improvements
Ground improvements will be required where peat deposits are encountered below the Expressway
footprint, to mitigate the risk of post-construction differential settlements, and increased
maintenance requirements.
The level of ground improvements undertaken will directly affect the scheme cost and the residual
risk of poor Expressway performance. The balance between upfront capital costs and on-going risk
profile needs to be discussed and agreed with NZTA as this project progresses.
The treatment adopted will vary across the route depending on the depth and extent of the peat
expected to be encountered, sensitivity of adjacent infrastructure, and cultural sensitivity of the
area.
The treatment options available can be generally classified under two design approaches, as
described below:
Excavate and Replace
This treatment option involves removing the peat deposits from below the expressway footprint. It is
considered a high cost - low risk approach, as the potential risk of settlement is eliminated. This
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approach is generally considered feasible where peat depths are less than 3m. Excavation and
replacement is not considered a feasible treatment for greater peat depths based on economics,
constructability and potential effects from dewatering. Environmental considerations associated with
this treatment include disposal of peat and effects on groundwater.
Pre-load and Surcharge
This treatment option involves constructing the road embankment over the peat deposits and
allowing the majority of settlement to occur prior to pavement construction, however some on-going
creep settlements are expected as the peat continues to decompose. Other considerations
associated with this treatment include potential to cause settlement to services below the footprint
(and adjacent property), disposal of peat, and effects on groundwater.
Measures will need to be incorporated into the design to limit post-construction settlements to an
acceptable level for serviceability and on-going maintenance. The magnitude of post construction
settlements can be reduced by: surcharging above the final construction level, increasing the pre-
load period, partial removal of the peat or strengthening of the peat with ground improvements.
Differential settlements can be reduced by construction of a stiff raft over the peat.
10.3
Re-use and Disposal of Peat
The peat deposits are expected to be suitable for re-use as landscape fill, where on-going
settlements are acceptable. These deposits would need to be dried to lower their naturally high
water content prior to placement as fill, and may need to be mixed with sand.
11
Seismic Design
The proposed scheme is located in an area of high seismicity. The seismicity, including faulting and
liquefaction hazards, is detailed in Section 6.
The seismic performance of the expressway, during and post seismic design events is a key design
aspect. The acceptable level of damage, emergency access and post-earthquake repair
requirements under design events needs to be considered by NZTA, and balanced against the
economics and risk profile.
11.1
Liquefaction
Liquefaction is predicted to be widespread across the site under a significant earthquake event.
Liquefaction induced instability and lateral spreading of slopes is expected. Movements are likely to
be in the order of hundreds of millimetres up to several metres.
For earthworks (cuts and embankments) it is unlikely to be economically feasible to prevent seismic
induced instability and lateral displacements where foundation soils liquefy. Ground improvements
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to prevent wide spread liquefaction across the route are not currently proposed. This approach is in
line with current practise, and has been adopted for other RONs projects (such as Christchurch
Southern Motorway and Tauranga Eastern Link). Under a significant seismic event, the expected
performance of slopes and envisaged repairs need to be assessed, and discussed with NZTA.
For bridge approach embankments, liquefaction is likely to result in lateral spreading of abutments
and significant additional loads on the structure. This can lead to severe damage or collapse of the
structures. It is expected that bridge structures along this NZTA strategic route will need to provide
emergency access following a significant earthquake event and be repairable. Ground
improvements at the bridge approaches are required to achieve this level of performance, and are
currently proposed for this scheme.
12
Earthworks
The project earthworks involve:
Cuts through sand dunes, up to approximately 20m high.
Fill embankments across low lying areas, up to approximately 8m high.
The Expressway alignment (s) and earthworks requirements are associated with the undulating
topography of the region and provision for grade separated crossings of local roads.
General earthworks considerations are detailed below, and are applicable for all options.
12.1
Cut Slopes
Design considerations for cut slopes within the sand dunes include:
The cut slope profile required is likely to be approximately 3H:1V. A benched profile and
drainage measures may be required for stability of large cut slopes.
There are a number of existing cuts in the area. These cuts need to be inspected and the
performance taken into consideration when assessing the stability of the proposed cuts.
The dune sands are prone to erosion, by both wind and water. Water will be required during
construction to control dust. Erosion control measures, such as re-vegetation of slopes, will need
to be implemented during and immediately after construction.
12.2
Embankments
Design considerations for embankments include:
The presence of peat deposits, and associated stability and settlement issues. These are
detailed in Section 10.
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The material cut from the sand dunes is suitable for use as cut to fill, and is likely to be used for
embankment construction. Additional water may need to be added to achieve the required
compaction, and confinement by a coarser granular fill may be required in places.
The embankment profile is expected to be approximately 3H:1V. This may be steepened
depending on fill material type selected or use of reinforcement.
The erosion control measures discussed above are also applicable for embankments
constructed using dune sands.
13
Bridge Structures
There are a number bridge structures required for interchanges, and local road and
river/stream/watercourse crossing along the expressway. The Waikanae River crossing is a major
river crossing, and the structure is expected to be approximately 200m in length to bridge across
the flood plain. The structures required for each option are detail in the Scoping Report.
General structural considerations are detailed below, and are applicable for all options.
13.1
Foundations
The site is underlain by dense to very dense sand/sandy gravel at depth. These are uncemented
and vary with depth. At the Waikanae River crossing, the founding conditions are predominantly
dense to very dense gravels at depth, with some cobbles and boulders. There is limited deep
geotechnical data at structure locations, and further investigations are required to confirm
foundation conditions.
For each bridge structure, piled foundations and approach embankments are expected to be
required. The pile design needs to consider:
Scour depths.
Negative Skin Friction (NSF) resulting from both consolidation and liquefaction settlements.
Seismic induced embankment displacements.
13.2
Ground Improvements
Ground improvements will be required below the approach embankments for seismic performance,
based on high seismicity and liquefaction potential, refer Section 11.
14
Groundwater
The site is underlain by a series of shallow unconfined aquifers, with high connectivity. The
groundwater level is close to the existing ground level in the low lying areas and wetlands. The
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shallow aquifers feed the wetland areas, which are considered to have high ecological value.
Shallow residential bores target this aquifer for irrigation purposes. Constraints associated with
groundwater include:
Changes in permeability and groundwater flow resulting from the Expressway construction need
to be considered and affects assessed. Potential permeability changes include consolidation of
peat or removal of peat and replacement with another more permeable material.
The choice of construction techniques adopted for excavation (earthworks and piling) need to
consider potential dewatering and impacts on water quality.
Changes in ground water level resulting from the Expressway construction need to be
considered and assessed, including potential settlements below the embankment and on
surrounding properties.
15
Geotechnical Testing
Geotechnical investigations are recommended to further evaluate the geotechnical and
hydrogeological conditions for the primary design, scheme assessment, and assessment of effects
phases of this project. A schedule of the proposed investigations, along with the purpose for testing
is provided in Appendix E.
It is proposed these investigations are carried out in two stages.
Initial Investigation Phase
The initial stage, programmed prior to preliminary design, will target areas along the route where
there is limited geotechnical information available. The investigations during this phase have been
scoped to provide general geotechnical information along the route corridor, and to assist in
characterising the material types encountered in the area. These focus primarily on the southern
and northern extents of the project.
The testing comprises:
A series of cone penetration tests (CPTs) to provide efficient widespread coverage of the
targeted areas.
Boreholes to provide correlation of the between the CPT data and the ground conditions to the
CPT data.
A number of test pits to sample the peat deposits.
Laboratory testing to characterise the materials encountered.
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Second Investigation Phase
The second phase, programmed following more route certainty, is to determine the foundation
conditions at specific interchange and bridge structure locations. This proposed investigation is to
comprise of a series of deep boreholes to provide input into pile design. In addition, it will be used to
fill in any gaps within the existing geotechnical data along the route where required.
The second phase will also include installation of piezometers, along the route and off- alignment, to
provide information for groundwater modelling. These will be monitored to create a groundwater
baseline for the project.
Additional Investigations
The following additional investigations are recommended:
A trial embankment constructed on peat to provide information on settlement (magnitude and
timing).
Site specific seismic study, to further classify the Hadfield Fault complexity and refine the
seismic hazard for the scheme.
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16
References
Regional Natural Disaster Reduction Plan - Seismic Hazard, Geology of the Kapiti Coast (Pukerua
Bay to Otaki), Wellington (part 4 of 1991/92 Study).
Jones, A. and Gyopari, M. February 2005: Investigating the sustainable use of shallow groundwater
on the Kapiti Coast
Fleming, C.A, 1972: The Contribution of C14 dates to the Quaternary Geology of the ‘Golden
Coast’, Western Wellington. Tuatara: Volume 19, Issue 2, May 1972.
Begg, J.G., and Johnston, M.R. (compilers), 2000: Geology of the Wellington Area. Institute of
Geological and Nuclear Sciences 1:250 000 geological map 10. 1 sheet + 64p. Lower Hutt, New
Zealand: Institute of Geological & Nuclear Sciences Ltd.
Begg, J.G., and Mazengarb, C., 1996: Geology of the Wellington area, scale 1:50 000. Institute of
Geological and Nuclear Sciences geological map 22. 1 sheet + 128 p. Lower Hutt, New Zealand:
Institute of Geological & Nuclear Sciences Limited.
GNS media release, dated 18th September 2009: New Research Shows Lower Threat from
Wellington Fault (http://www.gns.cri.nz/news/release/20090918ourfault.html)
Standards New Zealand (2004): NZS 1170.5 Structural Design Actions Part 5 – Earthquake actions
– New Zealand, and Amendment to 1170.0:2002 Part 0: General principles (2003).
Transit New Zealand June 2003: Bridge Manual, Second Edition (amended June 2004).
TNZ Bridge Manual provisional amendment December 2004.
Kerr, J., Nathan, S., Van Dissen, R., Webb, P., Brunsdon, D. and King, A. (2003). Planning for
Development of Land on or Close to Active Faults: A guideline to assist resource management
planners in New Zealand.
Ministry of Environment
.
Rhoads, D. A., Van Dissen, R., Langrridge, R.M., Little, T. A. Ninis, D., Smith, E.G.C., Robinson, R.
2010. Its Our Fault: Re-evaluation of Wellington Fault conditional probability of rupture.
New
Zealand Society for Earthquake Engineering, Wellington
, paper 23.
Van Dissen, R. and Heron, D. 2003. Earthquake Fault Trace Survey – Kapiti Coast District.
Institute of Geological and Nuclear Sciences Ltd., Client Report 2003/77
.
Heron, D., Townsend, D. and Van Dissen, R. 2007. Review of 2003 earthquake fault trace survey
following field work in Maungakotukutuku Valley and Transmission Gully Areas.
GNS Science
Client Report 2007/246LR
.
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APPENDIX A Previous Investigation Data – Summary Table
Previous Geotechnical Investigation Data
Report Title (author) Year Investigations Undertaken
Stage 1, Raumati Rd to Te Moana Rd Design
and Project Documentation Stage,
Geotechnical Report (Opus International
Consultants)
May 2008 2 CPTs
2 SPs
Stage 1, Raumati Rd to Te Moana Rd Design
and Project Documentation Stage, Site
Investigation Report (addition to July 2007)
(Opus International Consultants)
April 2008 5 BHs
20 CPTs
11 TPs (including 11 Scala
tests, 6 in situ density
tests, and 9 California
bearing ratio tests)
3 piezometers
11 HAs
151 SPs
10 PTPs
3.8 km Benkleman beam
testing
1 Pilcon shear vane test
Laboratory classification,
compressibility and
strength testing
Stage 1, Raumati Rd to Te Moana Rd Site
Investigation Report (Opus International
Consultants)
J
uly 2007 20 BHs (including 19 piezo
installations, 18
permeability tests)
20 TPs (including 7 scalas,
9 in situ CBR tests, 5
nuclear densometer tests,
6 push tube samples, 16
bulk samples)
41 CPTs
65 SPs
15 HAs
32 Pilcon shear vane tests
3 push tubes
Lab testing (water content,
Atterberg limits, particle
size, one dimensional
consolidation, triaxial,
compression, organic
content, CBR)
Stage 1, Raumati Rd to Te Moana Rd Design
and Project Documentation Stage,
Groundwater Monitoring Plan (Opus
International Consultants)
November
2008 Groundwater monitoring
results for 22 piezometers
from existing bores (those
listed in July 2007 and April
2008 reports)
Stage 1 Boreholes and Trial Pits, complete
copy of bore logs and variable head tests
(Webster Drilling and Exploration Ltd)
May 2007 Drillers records of 2007
investigation borehole, trial
pit and variable head test
data
Report Title (author) Year Investigations Undertaken
Stage 3 Geotechnical Investigations Site
Investigations Report (Opus International
Consultants)
March
2009 14 HAs
Paraparaumu Bypass. Land Disposal Study.
Geotechnical Report (Works Consultancy
Services)
1992 37 auger holes (truck
mounted)
9 HAs
Laboratory testing (standard
compaction, particle size
distribution)
Kapiti Coast SH1 Study. Paekakariki to Otaki
Section. Geotechnical Desk Study Report
(Works Consultancy Services)
1993 Desk study of geotechnical
issues
Kapiti Urban Roading Project. Geotechnical
Investigations for Estimation of Peat
Thickness. Factual Report (Opus International
Consultants)
1998 32 CPTs
SH1 Paraparaumu Bypass/ Arterial Land
Disposal Study Geotechnical Report (Works
Consultancy Services)
1992 37 Augers (truck mounted)
9 Hand Augers
Final Report - Waikanae Borefield Technical
Report (Update of report issued 27 July 2004) 2005 19 pilot boreholes, 8 of
which were completed as
production wells; includes
drillers logs, geological
sections, and relevant water
testing data.
HA = hand auger, BH = borehole, TP = test/trial pit, PTP = pavement trial pit, CPT = static
cone penetrometer test, SP = Scala penetrometer test
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APPENDIX B KCDC Fault Hazard Map
HADFIELD FAULT
KAPITI DISTRICT COUNCIL FAULT ZONES
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APPENDIX C Groundwater Maps
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APPENDIX D Geological Long Sections
-40
-35
-30
-25
-20
-15
-10
-5
0
5
0 200 400 600 800 1,000 1,200 1,400 1,600
-40
-35
-30
-25
-20
-15
-10
-5
0
5
3320901/300 Printed 24/08/2010
Distance (m)
Elevation (mRL)
N = Standard Penetration Test Blows (/300mm) Mackays to Peka Peka Long Section
Sheet 1 (Ch 0 - 1700m)
Water level
Sand
Gravel
Silt
Clay
Organics/ peat
Legend:
Existing ground level
Design vertical alignment
Fill
No recovery
Waterfall Road
Vertical Scale 1:250
Horizontal Scale 1:5000
1997/AH10
1997/AH11
1997/AH12 1997/AH5
1997/AH6
1997/AH7
1997/AH8
1997/AH9
2
0
7
41
43
50+
39
50+
N
1997/BH1
??
Fill
??
Peat/ Organic Silt
Alluvium (?)
Alluvium
-35
-30
-25
-20
-15
-10
-5
0
5
10
15
1,800 2,000 2,200 2,400 2,600 3,000 3,200 3,400
-35
-30
-25
-20
-15
-10
-5
0
5
10
15
3320901/300 Printed 24/08/2010
Distance (m)
Cu = Undrained Shear Strength (kPa) by Shear Vane
N = Standard Penetration Test Blows (/300mm)
Elevation (mRL)
Sheet 2 (Ch 1700 - 3400m)
Mackays to Peka Peka Long Section
Water level
Sand
Gravel
Silt
Clay
Organics/ peat
Legend:
Existing ground level
Design vertical alignment
Fill
No recovery
2,800
Poplar Avenue
Vertical Scale 1:250
Horizontal Scale 1:5000
1997/AH1
1997/AH31997/AH4
13
1997/BH2
50
16
36
25
41
50+
50+
N
2008/HA101
2008/HA102
2008/HA107
??
?
?
??
Alluvium Peat/Organic Silt
Peat/Organic Silt
Dune Sand
Fill
Peat/Organic Silt
??
Peat/Organic Silt
Alluvium
Alluvium
Colluvium
2008/HA104
2008/HA105
2008/HA106
2008/HA108
Sheet 3 (Ch 3400 - 5100 m)
Mackays to Peka Peka Long Section
-25
-20
-15
-10
-5
0
5
10
15
20
3,400 3,600 3,800 4,000 4,200 5,000
-25
-20
-15
-10
-5
0
5
10
15
20
Water level
4,6004,400
Raumati Road
3320901/300 Printed 24/08/2010
Distance (m)
Cu = Undrained Shear Strength (kPa) by Shear Vane
N = Standard Penetration Test Blows (/300mm)
Elevation (mRL)
Sand
Gravel
Silt
Clay
Organics/ peat
Legend:
Existing ground level
Design vertical alignment
Fill
No recovery
4,800
SECTOR 1
SECTOR 2
?
Vertical Scale 1:250
Horizontal Scale 1:5000
7
9
9
10
18
45
50+
18
35
31
22
20
33
26
36
32
33
21
49
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
N
2007/BH-A P
30
28.3
30
28.3
Cu
26.726.7
N
Cu
2008/HA109
2008/HA201
Alluvium
Fill
?
?
?
Peat/Organic Silt
?
??
Peat/Organic Silt
Dune Sand ?
?
Peat/Organic Silt
Alluvium ?
2007/TP101
2007/TP102
2007/TP103
-30
-25
-20
-15
-10
-5
0
5
10
15
20
5,200 5,600 5,800 6,000 6,600 6,800
-30
-25
-20
-15
-10
-5
0
5
10
15
20
3320901/300 Printed 24/08/2010
Distance (m)
Cu = Undrained Shear Strength (kPa) by Shear Vane
N = Standard Penetration Test Blows (/300mm)
Elevation (mRL)
Sheet 4 (Ch 5100 - 6800 m)
Mackays to Peka Peka Long Section
Water level
Sand
Gravel
Silt
Clay
Organics/ peat
Legend:
Existing ground level
Design vertical alignment
Fill
No recovery
6,4006,200
Kapiti Road
5,400
Wharemaku Stream
47
Beach/ Marine Sand
Vertical Scale 1:250
Horizontal Scale 1:5000
31
50+
42
41
50+
50+
50+
44
38
38
38
N
(offset ~300 m)
2007/BH-B P
48
50+
50+
50+
2007/BH-C P
5
5
5
31
45
40
38
45
42
27
N
20
28
28
34
50+
45
34
(offset ~200 m)
2007/BH-D P
28
47
40
N
2007/BH-E P
11
13
18
12
24
35
21
35
28
50+
N
N
2007/BH-T P
50+
36
50+
32
41
6
24
31
50+
44
32
2007/BH-U
19
28
50+
50+
50+
50+
50+
N
102
24.3
21.3
N
21
38
32
37
102
24.3
21.3
2007/BH-W
Cu
2007/TP104
30
30.8
30
30.8
Cu
2007/TP105
25.1
28.3
23.5
25.1
28.3
23.5
Cu
2007/TP106
20
26
28
34
39
27
27
30
29
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
N
43
Peat/ Organic Silt
?
?
Dune Sand
Alluvium
?Dune Sand
?
??
?
Dune Sand
Alluvium
Peat/ Organic Silt
2008/BH201
-25
-20
-15
-10
-5
0
5
10
15
20
25
6,800 7,000 7,200 7,400 7,600 8,400
-25
-20
-15
-10
-5
0
5
10
15
20
25
7,800
Mazengarb Road
3320901/300 Printed 24/08/2010
Distance (m)
Cu = Undrained Shear Strength (kPa) by Shear Vane
N = Standard Penetration Test Blows (/300mm)
Elevation (mRL)
Mackays to Peka Peka Long Section
Sheet 5 (Ch 6800 - 8500 m)
Water level
Sand
Gravel
Silt
Clay
Organics/ peat
Legend:
Existing ground level
Design vertical alignment
Fill
No recovery
8,000 8,200
SECTOR 2
SECTOR 3
Alluvium
Vertical Scale 1:250
Horizontal Scale 1:5000
07/2007/HA102
21
21
Cu
Cu
81.981.9
07/2007/HA115
15
11
21
19
23
50+
50+
50+
50+
N
Cu
(offset ~200 m)
2007/BH-I P
28.3
21
13.2
28.3
21
13.2
Cu
123
N
Cu
2007/TP108
43.4
123
43.4 Cu
2007/TP109
6161
2007/TP110
30
28.3
30
28.3
N
Cu
2007/TP111
2008/HA206
2008/TP203
2008/TP204
2008/TP205
Dune Sand
Peat/ Organic Silt
Dune Sand
Dune Sand
Dune Sand
?Peat/ Organic Silt
?
?
?
?
?
?
?
??
Peat/ Organic Silt
?
07/2007/HA103
07/2007/HA104
2007/TP107
2008/HA205
-25
-20
-15
-10
-5
0
5
10
15
20
25
8,600 9,400 9,600 9,800 10,000 10,200
-25
-20
-15
-10
-5
0
5
10
15
20
25
9,000 9,200
3320901/300 Printed 24/08/2010
Distance (m)
Cu = Undrained Shear Strength (kPa) by Shear Vane
N = Standard Penetration Test Blows (/300mm)
Elevation (mRL)
Mackays to Peka Peka Long Section
Sheet 6 (Ch 8500 - 10200 m)
8,800
Otaihanga Road
Water level
Sand
Gravel
Silt
Clay
Organics/ peat
Legend:
Existing ground level
Design vertical alignment
Fill
No recovery
Vertical Scale 1:250
Horizontal Scale 1:5000
N
82.682.6 N
Cu
07/2007/HA111
17
42
19
50+
50+
41
50+
48
N
11
50+
50+
50+
50+
44
44
48
50+
50+
N
N
18
22
30
50+
50+
50+
38
50+
50+
48.6
48.6
50.9
52.0
6.0
48.6
48.6
50.9
52.0
6.0
Cu
N
Cu
59.059.0 N
Cu
N
Cu
2007/TP115
N
Cu
2007/TP116
2008/TP206
2008/TP207
N
Cu
???
?
?
?
?
?
?
Peat/ Organic Silt
Dune Sand
Dune Sand
Alluvium
Peat/ Organic Silt
Dune Sand
07/2007/HA101
07/2007/HA110
2007/BH-J P
(offset ~ 150 m)
2007/BH-K P
2007/BH-V P
2007/TP112
2007/TP113
2007/TP114
2008/HA208
2008/TP208
2008/TP209
-30
-25
-20
-15
-10
-5
0
5
10
15
20
10,200 10,400 11,000 11,200 11,400
-30
-25
-20
-15
-10
-5
0
5
10
15
20
3320901/300 Printed 25/08/2010
Distance (m)
10,600 10,800
Cu = Undrained Shear Strength (kPa) by Shear Vane
N = Standard Penetration Test Blows (/300mm)
Elevation (mRL)
Sheet 7 (Ch 10200 - 11900 m)
11,600
Mackays to Peka Peka Long Section
(truncated data)
Sand
Gravel
Silt
Clay
Legend:
Fill
Organics/ peat
No recovery
Water level
Existing ground level
Design vertical alignment
Waikanae River Te Moana Road
11,800
Waimeha Stream
2007/BH-Q P
7
7
11
12
16
N
Cu
?
??
?
Dune Sand
Alluvium
Alluvium
?
?
?
??
Peat/ Organic Silt
?
Beach/ Marine Sand
Vertical Scale 1:250
Horizontal Scale 1:5000
Cu
53.0
53.0 Cu
50.9
14
22
32
16
20
23
33
31
50+
50+
50+
50+
50+
N
9
10
14
17
19
20
25
38
32
50+
50+
43
47
50+
44
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
14
50+
N
2007/BH-N P
N
27
50+
50+
50+
50+
50+
12
2007/BH-N(A) P
50+
50+
50+
50+
50+
33
50+
50+
50+
2007/BH-O P
22
15
25
50+
33
36
34
50+
50+
50+
50+
50+
50+
N
Cu 32
42
50+
50+
50+
50+
50+
50+
50+
18
20
19
23
18
23
36
26
35
29
40
37
29
50
35
43
N
6
26
50+
35
50+
29
45
47
47
2007/BH-S P
9
34
45
50+
25
42
45
50+
50+
N
Cu
2007/TP118
2007/TP120
5
8
11
11
20
22
22
27
28
36
38
31
50+
50+
2008/BH202 P
N
Cu
50+
50+
50+
50+
50+
50+
50+
50+
50+
36
50+
50+
50+
50+
50+
7
16
17
24
25
39
33
32
50+
39
50+
30
46
50+
36
50+
50+
N
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
50+
2008/BH203
50+
50+
50+
50+
50+
5
25
12
50+
50+
N
7
13
26
50+
22
11
44
50+
33
31
2008/BH204 P
N
4
6
10
10
16
24
27
27
32
50+
50+
50+
36
36
50+
50+
50+
50+
50+
50+
50+
50+
N
21
43
50+
46
43
50+
43
50+
50+
50+
2008/HA209
2008/HA210
2008/TP210
2008/TP211
Dune Sand
07/2007/HA108
07/2007/HA109
07/2007/HA113
2007/BH-L P
(offset ~200 m)
2007/BH-R P
2007/TP117
2007/TP119
2008/BH202A
2008/BH205 P
-25
-20
-15
-10
-5
0
5
10
15
20
25
12,000 12,600 12,800 13,000 13,200 13,400
-25
-20
-15
-10
-5
0
5
10
15
20
25
3320901/300 Printed 31/08/2010
12,400
SECTOR 3
Distance (m)
Elevation (mRL)
Vertical Scale 1:250
Horizontal Scale 1:5000
Legend:
Existing ground level
Design vertical alignment
Sheet 8 (Ch 11900 - 13600 m)
MacKays to Peka Peka Long Section
12,200
SECTOR 4
-25
-20
-15
-10
-5
0
5
10
15
20
25
13,600 13,800 14,000 14,200 14,800 15,000 15,200
-25
-20
-15
-10
-5
0
5
10
15
20
25
3320901/300 Printed 31/08/2010
14,600
access drive to
Nga Manu Nature Reserve
Distance (m)
Elevation (mRL)
Vertical Scale 1:250
Horizontal Scale 1:5000
Legend:
Existing ground level
Design vertical alignment
MacKays to Peka Peka Long Section
Sheet 9 (Ch 13600 - 15300 m)
14,400
Smithfield Road
-30
-25
-20
-15
-10
-5
0
5
10
15
20
15,400 15,600 15,800 16,400 16,600 16,800
-30
-25
-20
-15
-10
-5
0
5
10
15
20
3320901/300 Printed 31/08/2010
16,200
Ngarara Road
(paper road)
Distance (m)
Elevation (mRL)
Vertical Scale 1:250
Horizontal Scale 1:5000
Legend:
Existing ground level
Design vertical alignment
MacKays to Peka Peka Long Section
Sheet 10 (Ch 15300 - 17000 m)
16,000
-30
-25
-20
-15
-10
-5
0
5
10
15
20
17,000 17,200 17,400 17,600 17,800 18,000 18,200 18,400 18,600
-30
-25
-20
-15
-10
-5
0
5
10
15
20
3320901/300 Printed 31/08/2010
Distance (m)
Elevation (mRL)
Vertical Scale 1:250
Horizontal Scale 1:5000
Legend:
Existing ground level
Design vertical alignment
MacKays to Peka Peka Long Section
Sheet 11 (Ch 17000 - 18339 m)
P:\332\3320901\Reports\Scoping Report\Scoping Report\Appendices\Appendix G Geotechnical Apprasial\Preliminary Geotechnical Apprasial Report 29 SEPT 2010
FINAL DRAFT.doc
25 July 2012 // Page 25
APPENDIX E Proposed Investigation & Testing Schedules
P:\332\3320901\Design\Geotech\Prelim Geotech Appraisal Report\Appendices\Appendix F\Geotech Investigation Schedule.doc
21 September 2010 // Page i
Table 1.0 – Investigation Stage
Sector
Location Reason Item Quantity
Purpose Depths
1 Waterfall
Road to
Poplar
Avenue
No existing
geotechnical
investigation
data south
of Poplar
Avenue, also
filling in
gaps in the
data
between
Poplar
Avenue and
Raumati
Road
Borehole 4 At accessible locations, for general information 10 m
Piezometer
4 Monitoring groundwater levels
CPT test 22 In grid layout to cover range of potential alignments and investigate
lateral variability in ground conditions 10 m
Test Pit 5 Investigate and sample interdune deposits (peat) Up to 4 m
4 Te
Moana
Road to
Peka
Peka
Road
No existing
geotechnical
investigation
data north
of Te Moana
Road
Borehole 11 At regular intervals, for general information 10 m
Piezometer
11 Monitoring groundwater levels
CPT test 41 In grid layout to cover range of potential alignments and investigate
lateral variability in ground conditions 10 m
Test Pit 2 Investigate and sample interdune deposits (peat) Up to 4 m
P:\332\3320901\Design\Geotech\Prelim Geotech Appraisal Report\Appendices\Appendix F\Geotech Investigation Schedule.doc
21 September 2010 // Page ii
Table 2.0 – Preliminary Shortlist Design
Sector
Location Reason Item Quantity
Purpose Depths
1 Poplar Avenue
interchange &
Raumati Road
crossing
Half
interchange &
local road
crossing
Borehole
3 2 deep bores at interchange, 1 at local road crossing
20 m
2 At interchange 10 m
Piezometer
3 2 at interchange, 1 at local road crossing
CPT 3 2 at interchange, 1 at local road crossing 10 m
Test Pit 4 Investigate and sample interdune deposits (peat) Up to 4 m
2 Kapiti Road
interchange &
Mazengarb Road,
Ihakara Street and
Wharemaku Stream
crossing
Interchange &
local road
crossings
Borehole
3 1 at each local road crossing 20 m
3 At interchange 30 m
Piezometer
5 2 at interchange, 1 at each local road crossing
CPT 5 2 at interchange, 1 at each local road crossing 10 m
Scala 20 Peat thickness South of Kapiti Road Up to 4 m
Test Pit 4 Investigate and sample interdune deposits (peat) Up to 4 m
3 Te Moana Road
interchange,
Otaihanga Road and
Waikanae River
Interchange,
local road
crossing, and
river crossing
Borehole
5 2 bores at interchange and river crossing, 1 at local
road crossing 20 m
2 2 deep bores at river crossing 30 m
P:\332\3320901\Design\Geotech\Prelim Geotech Appraisal Report\Appendices\Appendix F\Geotech Investigation Schedule.doc
21 September 2010 // Page iii
Sector
Location Reason Item Quantity
Purpose Depths
crossings
Piezometer
5 2 at interchange and river crossing, 1 at local road
crossing
CPT 5 2 at interchange and river crossing, 1 at local road
crossing 10 m
Test Pit 4 Investigate and sample interdune deposits (peat) Up to 4 m
4 Peka Peka Road
interchange and
Ngarara Road
crossing
Half
interchange and
local road
crossing
Borehole
1 At Ngarara Road crossing 20 m
2 Deep bores at interchange 30 m
Piezometer
2 1 at interchange, 1 at local road crossing
CPT 2 1 at interchange, 1 at local road crossing 10 m
Test Pit 4 Investigate and sample interdune deposits (peat) Up to 4 m
Princi
i
pal St
A
ppendi
x
ructur
e
x
H
e
s
Principal Structures
The principal structures that have been identified for the various options and sub-options
are described below. The structures are firstly described in the table below for alignment
option 3 and then variations for other options and sub-options are identified in a separate
table.
a. Structures for Base Option 3 Alignment
Name Location Road
carried Obstacle
crossed Bridge type Description
Southern
Interchange
Overpass
St 1870 Off ramp Expressway Overpass 98m long, 14m
wide with 4 spans
and 45 degree skew
Poplar
Avenue
Overpass
St 2740 Poplar
Avenue Expressway Overpass 71m long, 14m
wide with 3 spans
and 10 degree skew
Raumati
Road
Underpass
St 4500 Expressway Raumati
Road Underpass 73m long, 30m
wide with 3 spans
and 35 degree skew
Ihakara
Street
Extension
Underpass
St 5420 Expressway Ihakara
Street
Extension
and
Wharemauku
Stream
Underpass 80m long, 30m
wide with 4 spans
and 15 degree skew
Kapiti Road
Overpass St 6380 Kapiti Road Expressway Overpass 68m long, 30m
wide with 3 spans
and 10 degree skew
Mazengarb
Road
Overpass
St 7970 Expressway Mazengarb
Road Overpass 60m long, 30m
wide with 3 spans
and no skew
Otaihanga
Road
Overpass
St 9250 Otaihanga
Road Expressway Overpass 69m long, 14m
wide with 3 spans
and 5 degree skew
Waikanae
River Bridge St 10700 Expressway Waikanae
River and El
Rancho
access road
River Bridge 282m long, 30m
wide with 8 spans
and no skew
Te Moana
Road &
Waimeha
Stream
Underpass
St 11900 Expressway Te Moana
Road and
Waimeha
Stream
Underpass 141m long, 30m
wide with 5 spans
and 10 degree skew
Te Moana
Interchange
Ramp
Underpass
St 11930 On and off
ramps Waimeha
Stream Underpass Two 32m long, 12m
wide single span
with 20 degree
skew
Ngarara
Road
Underpass
St 13620 Expressway Ngarara
Road Underpass Two 62m long, 17m
and 14m wide with
3 spans and 45
degree skew
Peka Peka
Interchange
Overpass
St 16750 Local
access road Expressway Overpass 110m long, 14m
wide with 4 spans
and 50 degree skew
b. Structures for other Options and Sub-options
The structures described above for the options and sub-options are the same as for option
3 except as described in the table below.
Sub-option Changes to Base Option 3 structures
SCii, &S1Bii Southern Interchange Overpass is not required
S1Dii Southern Interchange Overpass & Poplar Avenue Underpass are not
required.
Overpass is required at 200 Main Road similar to Southern Interchange
Overpass
S2Bi
Check with
Geoff
Ihakara Street Extension Underbridge is replaced by Ihakara Street
Extension Overbridge which is a 68m long, 14m wide 3 span overbridge to
carry Ihakara street Extension over the Expressway, and a single 22m long,
30m wide stream bridge to carry the Expressway over Wharemauku Stream.
M
M
CA
S
S
corin
g
A
ppen
d
g
She
e
d
ix I
e
ts
M2PP PROJECT - OPTION ASSESSMENT OUTCOMES
(For Workshop on 15 September)
Outcome 1 – MOVEMENT
The project provides for people to move efficiently, conveniently and safely throughout the Kapiti District as pedestrians, cyclists
or in vehicles.
Contributing Elements:
• Travel Safety
Level of safety provided by option design, safety design of SH1 and local connectors.
• Vehicles – Level of Service (State Highway)
Level of service, movement efficiency and user benefits of local network from traffic model outputs.
• Vehicles – Level of Service (Local Network)
Level of service, movement efficiency and user benefits of local network from traffic model outputs.
• Integration with Public Transport
Level of integration with public transport (train/ bus/ rail/ Paraparaumu Airport). Ability of public transport to safely and efficiently integrate with option design.
• Integration with Local Destinations
Ability for vehicle commuters to conveniently move through-out the District and travel to and from key destinations (Coastlands, Paraparaumu Beach, Kapiti
Road Commercial Area, Raumati Village, Waikanae Commercial Centre, Waikanae Beach).
• Integration with Cycleways
Level of integration with cycleways. Ability of cycleways to safely and efficiently integrate with option design.
• Integration with Pedestrian Access
Levelofintegrationwithpedestrianaccessways.Abilityofpedestrianaccesswaystosafelyandefficientlyintegratewithoptiondesign.
Outcome 2 – BUILT ENVIRONMENT
The project provides for the integration of infrastructure in the urban environment. The design does not significantly detract
from the urban form and the adverse effects on the urban form and features are no more than minor.
Contributing Elements:
• Visual Impact
Visual relationship to the local environment. The extent of visual impact of structures, earthworks, landscaping in relation to context including urban
villages, residential, Waikanae River corridor and other public amenity locations.
• Built Form
Relationship to urban form and town centres, including responding to the individual urban identities of Raumati Village, Paraparaumu, Paraparaumu Beach
and Waikanae.
• Impact on Public Areas/Parks/Recreational Areas
Significance (positive or negative) of impact on public open space areas.
Outcome 3 –Cultural / Heritage
The project traverses areas with significant heritage and cultural values. The design does not significantly impact on areas of
significance.
Contributing Elements:
• Historic Heritage
Significance (positive or negative) of impact on identified heritage (District Plan or NZAA) including buildings, structures, features and archaeological sites.
• Cultural Sites
Significance (positive or negative) of impact on identified cultural sites (District Plan or identified by iwi).
Outcome 4 –NATURAL ENVIRONMENT
The project integrates well with the environment and any adverse environmental effects on natural resources and systems such
as land, air and water are no more than minor.
Contributing Elements:
• Land and Vegetation
Extent of environmental impact on land and vegetation.
• Natural Landscapes & Features
Extent of environmental impact on natural landscapes and features identified as requiring protection by the local and regional plans.
• Ecological Processes
Extent of environmental impact on natural processes and systems.
• Surface Water
Extent of environmental impact on surface water resources, including flooding issues around town centre, Waikanae River etc.
• Groundwater
Extent of environmental impact on groundwater and underground aquifers.
Outcome 5 – Social
The project provides for peoples well-being and health and promotes the safe and efficient movement to and from community
health and emergency services
Contributing Elements:
• Air Emissions
Extent of changes to air quality based on fuel consumption and greenhouse gas from traffic model.
• Noise
The level of noise effects in relation to proximity to noise sensitive activities such as residential areas.
• Social / Community
The effect on community including well being and displacement
Outcome 6 – ECONOMIC
The project promotes national, regional and local economic growth
.
Contributing Elements:
• National & Regional Economic Growth
Consistency with national & regional economic growth policies (eg the Wellington Regional Growth Strategy).
• Local Economic Growth
Consistency with local economic growth policy, particularly the impact on local town centres (eg KCDC LTCCP, District Plan and Community Outcomes).
Outcome 7 – IMPLEMENTATION TIMEFRAME
The project is able to be consented and implemented within the project timeline.
+2 years = -3 1-2 years = -2 0-1 year = -1 0 year = 0
Contributing Elements:
• Resource Consent/Planning Approval Process
Preliminary planning assessment of likely issues, activity status, planning process.
• Land Acquisition
Preliminary assessment of property acquisition requirements, number and nature of properties required.
Outcome 8 – Cost
Option cost relative to Option 2
Sub option cost relative to lowest cost sub option for the segment
+2 -5.0% to -7.5%
+1 -2.5% to -5.0%
0 -2.5% to +2.5%
-1 +2.5% to +5.0%
-2 +5.0% to +7.5%
-3 +7.5% to +10%
Outcome 9 – Benefit Cost Ratio
BCR calculated in accordance with NZTA Evaluation Manual
BCR scoring as below, (note BCR of less than 1 score a negative value) .
0 0.9 to 1.1
-1 0.7 to 0.9
-2 0.5 to 0.7
-3 0.3 to 0.5
15/9/2010 Non Cost Asessment Outcomes Cost / BCR Assessment Outcomes
1 2 3 4 5 6 7
Base options
Movement X2
Built
Environment
Cultural /
Historic
Natural
Environment
Social
Economic X 2
Implementation
Timeframe
Total Percentage
Cost
Difference
Cost
Estimate
Outcome
BCR BCR
Outcome BASE OPTION DESCRIPTION
12-2 -2 -1 -1 2 -3 -5 -1 0 0.64 -2 South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka.
1A 4-3 -2 -2 -2 2 -2 -5 7 -2 0.87 -1 South-facing ramps south of Poplar Ave, local crossing at Weggery Dr, north-facing ramps
at Peka Peka.
24-2 -2 -2 -1 0 -3 -6 0 0 0.77 -1 South-facing ramps south of Poplar Ave, full interchange at Otaihanga Road, north-facing
ramps at Peka Peka.
2A 6-3 -2 -2 -2 0 -2 -5 8 -3 0.96 0
South-facing ramps south of Poplar Ave, full interchange at Otaihanga Road, local crossing
at Weggery Dr, north-facing ramps at Peka Peka.
2B 4-1 -2 -1 -1 2 -2 -1 0 0 0.89 -1
South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Interchages at
Kapiti Road.
360-2 -2 -2 6 0 6 2 0 0.98 0 South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Interchanges
at Kapiti Road and Te Moana Road.
3A 6-2 -2 -3 -3 6 -1 1 10 -3 1.01 0 South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Local crossing
at Weggery Drive. Full Interchages at Kapiti Road and Te Moana Road.
3B 6-2 -2 -3 -2 6 0 3 2 0 0.86 -1 South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Full
interchnages at Ihakara Street extension and Te Moana Road.
3C 6-2 -2 -3 -2 6 0 3 4 -1 0.95 0South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Full
interchange at Te Moana Road. Split interchange, with south facing ramps at Ihakara
Street extension and north facing ramps at Kapiti Road with one way auxillary lanes for loc
3D 6-2 -2 -3 -3 6 -1 1 6 -2 0.97 0South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Full
interchange at Te Moana Road. Split interchange with south facing ramps Raumati Road
and north facing ramps Kapiti Road. One way auxillary lanes for local traffic.
3E 6-2 -2 -2 -3 6 -1 2 3 -1 1.02 0Full interchange at Poplar Ave.North-facing ramps at Peka Peka. Full interchage at Kapiti
Road. Full interchange Te Moana Road.
3F 6-2 -2 -2 -2 4 -1 1 3-1 0.99 0South-facing ramps south of Poplar Ave. Full interchage at Kapiti Road. Full interchange
Te Moana Road. Full interchange at Peka Peka
LIVE SUB-OPTIONS Non Cost Asessment Outcomes
Sub-
options
by Sector
Movement
Built
Environment
Cultural /
Historic
Natural
Environment
Social
Economic
Implementation
Timeframe
Total Cost
Estimates
Cost
Estimate
Outcome
BCR BCR
Outcome
Sector 1
Base
Options
Sub-option
1--3 S1Cii 1
-2
-1
-2
-3
0
-3
-10
0 0 South facing ramps at Poplar Ave. Alignment located east of the Steiner School.
S1Ciii 2-2 -1 -2 -2 0 -3 -8 0 0 South facing ramps , including local road over bridge in QE park. Alignment located east of
Steiner school
1--3 S1Dii -1 1 0 -1 -3 0 -1 -5 13 -1 Ties in at 200 Main Road. Interchange on local road between Main Road and Poplar Ave.
Sector 2
1 -- 3 S2Ai 1-1 0 -1 -2 1 -1 -3 Follow existing designation through this section. With or without Interchange at extended
Ihakara Street
1 -- 3 S2Bi 10 0 -1 -1 1 0 0 Alignment east of existing designation . With or without Interchange at extended Ihakara
Street.
Sector 3
1--3 S3Ai 2-2 -3 -2 -2 1 -3 -9
0
Follows existing designation apart from where alignment crosses river further west of
current designation (via El Rancho camp and wetlands). Reconnects with existing
designation at wahi tapu area.
3S3B 2-2 -3 -3 -1 1 -3 -9 0 0
Generally follows existing designation. To achieve 110kph design speed is located just east
of designation at tightest point.
S3C 2-2 -3 -3 -1 1 -3 -9 0 0 Alignment slightly east of designation between Waikanae River & Te Monana but west of
Urupa and Maketu
3S3D 2-2 -2 -2 -2 1 -2 -7 0 0 Crosses river via existing designation - east of urupa, west of Maketu (straighter
north/south alignment).
1--3 S3E 1-3 -1 -2 -3 1 -3 -10 7-1 Crosses river east of current designation, straighter north/south alignment. East of
urupa/maketu.
Sector 4
1--3 S4E 0-1 -1 -2 -1 0 -1 -6 Alignment has a minor encroachment on the QEII convenants and stays within Maypole
property.
1--3 S4F 0-1 -1 -1 -1 0 0 -4 Alignment avoids QEII covenants and other wetland areas. Crosses additional property
north of Maypole.
1--3 S4Ai 0-1 -1 -1 -1 0 0 -4 Alignment within designation north of Smithfield Road.
DELETED BASE-OPTIONS
DELETED SUB-OPTIONS
Sub-
options
Sector 1
Base
Options Sub-option
1--3 S1A Southern tie-in at MacKays Crossing
1--3 S1Bi
South facing/north facing ramps south of Poplar Ave with additional local road tie-in.
Alignment located west of the Steiner School (located within existing designation)
1--3 S1Bii
South facing ramps at Poplar Ave. Alignment located west of the Steiner School (located
within existing designation)
S1Biii
South facing ramps , including local road over bridge in QE park. Alignment located west of
Steiner school
1--3 S1Ci
South facing/north facing ramps south of Poplar with additional local road tie-in. Alignment
located east of the Steiner School.
1--3 S1Di
Ties in at 200 Main Road. South facing ramps. (this option includes variations 1E and
1F). Local service road runs parallel to SH1.
Sector 2
3D S2Aii
Follows existing designation. South facing ramps at Raumati Road and north facing ramps
at Kapiti Road. One way auxillary lanes for local traffic - as per Option 7.
T3, T6, T9,
T10 S2Aiv Follows existing designation. Interchange at Kapiti Road.
T1, T2, T8 S2Biii No interchanges
S2Biii Interchange at Mazengarb.
Sector 3
1--3 S3F
Straight line alignment from Otaihanga (near Peka Peka). Possible interchange at
Otaihanga Road & interchange at Te Moana Road.
Sector 4
1--3 S4A Follow existing designation. North facing ramps at Peka Peka.
1--3 S4B Straight line alignment from Otaihanga. North facing ramps at Peka Peka.
1--3 S4C
Alignment close to urban growth boundary. North facing ramps at SH1 (south of Peka
Peka).
1--3 S4D
Deviates from the designation south of urban growth edge and ties into existing highway
2km south of Peka Peka
Assessment comments for workshop 15 sept
Base
options BASE OPTION DESCRIPTION Comments (please state
key points which influenced your assessment)
1South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. (S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - Would face very strong and large community opposition, including KCDC; lose current level of support.
(BE) - No interchanges- ignores local urban form as centres but has minimal visual inpact due to minimal footprint on road only.
(NE) - Minor effects on ecology, flood areas and rivers. Landscape effects minimised due to no interchanges.
(M) - Improvement in mobility for through traffic. Limited improvement in mobility for local traffic due to through traffic transfering to expressway relieving some congestion on the local
network. No improvement in connectivity between Paraparaumu and Waikanae.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times.
1A South-facing ramps south of Poplar Ave, local crossing at Weggery Dr, north-facing
ramps at Peka Peka.
(S) - Score due to noise, displacement effects associated with the additional river crossing.
(IT) - Would face very strong and large community opposition, including KCDC; lose current level of support
(BE) - In addition option 1 and the lack of interchanges have additional river crossing- significant negative impact on local suburban amenity either side of local crossing and greater
impact on visual and recreational quality of Waikanae River corridor. (ONL)
(NE) - Additional crossing of Waikanae River not desirable (adds to ecological impacts and effects on Outstanding Landscape (river corridor).
(M) - Improvement in mobility for through traffic. Limited improvement in mobility for local traffic due to through traffic transfering to expressway relieving some congestion on the local
network. There is an improvement in connectivity between Paraparaumu and Waikanae from provision of new local crossing.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Inconsistent with local and regional policy by
providing interchange at Otaihanga, which will likely increase pressure for growth in an area KCDC intend to keep rural.
2South-facing ramps south of Poplar Ave, full interchange at Otaihanga Road, north-
facing ramps at Peka Peka.
(S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - Would face very strong and large community opposition, including KCDC; lose current level of support.
(BE) - 1 interchange-significant change to the character of the semi rural environment. In conflict with urban form proposals from KCDC and generates pressure on urban development
here - Interchange relates to neither community.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic by provision of interchange. No improvement in connectivity between
Paraparaumu and Waikanae.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Inconsistent with local and regional policy by
providing interchange at Otaihanga, which will likely increase pressure for growth in an area KCDC intend to keep rural.
2A South-facing ramps south of Poplar Ave, full interchange at Otaihanga Road, local
crossing at Weggery Dr, north-facing ramps at Peka Peka.
(S) - Score due to noise, displacement effects associated with the additional river crossing.
(IT) - Would face very strong and large community opposition, possibly including KCDC; lose current level of support.
(BE) - In addition to option 2 and 1 interchange at Otaihanga adds another river crossing - significant negative impact on local suburban amenity either side of local crossing and
greater impact on visual and recreational quality of Waikanae River corridor (ONL). In conflict with urban form proposals from KCDC and generates pressure on urban development
here - Interchange relates to neither comminity.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of interchange. There is an improvement in connectivity between
Paraparaumu and Waikanae.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Inconsistent with local and regional policy by
providing interchange at Otaihanga, which will likely increase pressure for growth in an area KCDC intend to keep rural. Unsure how Weggery Crossing will impact economic growth.
2B South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Interchage
s
at Kapiti Road.
(S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - Would face very strong and large community opposition, possibly including KCDC; lose current level of support.
(BE) - Less change in landscape character with interchange located in highly modified landscape, good relationship to Paraparaumu town centre and propsed redevelopment.Ties in
with PTC redevelopment proposals and supports airport development
(NE) - Minor effects on flood areas and rivers and ecological values. Landscape effects minor ie change in already modified landscape
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic by provision of interchange. No improvement in connectivity between
Paraparaumu and Waikanae.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu growth area.
3 South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka.
Interchanges at Kapiti Road and Te Moana Road.
(S) - Score due to noise, air quality and displacement effects associated with the two interchanges.
(IT) - Most likely to obtain approvals within timeframe
(BE) - Interchange at Te Moana in less urban setting with a larger footprint will have greater visual impact. However, balanced by the benefits in urban planning terms by the
connections in the 2 communities and support this gives to urban form of PTC and north Waikanae growth area
(NE) - Interchange at Te Moana Road (flood overflow path) adds some flood risk issues. Additional ecological effects in relation to interchange at Waimeha Stream. Bigger footprint of
landscape change due to 2 interchanges.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas.
3A South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Local
crossing at Weggery Drive. Full Interchages at Kapiti Road and Te Moana Road.
(S) - Score due to noise, air quality and displacement effects associated with the two interchanges and the additional river crossing.
(IT) - Most likely to obtain approvals within timeframe
(BE) - Second river crossing _significant negative impact on local suburban amenity either side of local crossing and greater impact on visual and recreational quality of Waikanae
River corridor.Adds potential for urban development also at Otahihanga. Split inetrcanges at Ihakara and Krd makes bigger footprint and issues with centre legibility
(NE) - Interchange at Te Moana Road adds some flood risk issues, and additional crossing of Waikanae River not desirable. Max effect on landscape two river crossings (ONL area)
and 2 interchanges, major intervention.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway, and through the provision of a new local crossing.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas.
3B South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Full
interchnages at Ihakara Street extension and Te Moana Road.
(S) - Score due to noise, air quality and displacement effects associated with the two interchanges.
(IT) - Most likely to obtain approvals within timeframe
(BE) - 2 interchanges with a larger combined footprint will have greater visual impact, and overall effects on local character. The issues of legiblity remain and the imapct of Ihakara
Street interchange more significant than at Krd
(NE) - Interchange at Te Moana Road adds some flood risk issues, and additional crossing of Waikanae River not desirable. Max effect on landscape two river crossings (ONL area)
and 2 interchanges, major intervention.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas.
3C South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Full
interchange at Te Moana Road. Split interchange, with south facing ramps at Ihakara
Street extension and north facing ramps at Kapiti Road with one way auxillary lanes for
loc
(S) - Score due to noise, air quality and displacement effects associated with the two interchanges.
(IT) - Most likely to obtain approvals within timeframe
(BE) - Larger footprint of Paraparaumu interchange footprint will have greater visual effects and affect a larger part of the residential community.
(NE) - Interchanges at both Ihakara Street (with slip roads in flood storage area) and Te Moana Road (flood overflow path) add some flood risk issues in two areas. Some good
ecological restoration potential associated with flood works. Increased landscape effects due to elongated footprint of Paraparaumu interchange.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas.
3D South-facing ramps south of Poplar Ave, north-facing ramps at Peka Peka. Full
interchange at Te Moana Road. Split interchange with south facing ramps Raumati
Road and north facing ramps Kapiti Road. One way auxillary lanes for local traffic.
(S) - Score due to noise, air quality and displacement effects associated with the extended Ihakara interchange.
(IT) - Likely to obtain approvals within timeframe but increased risks due to opposition likely re Raumati Road
(BE) - Larger footprint of Praraparaumu interchange footprint will have greater visual effects and affect a larger part of the residential comunity.
(NE) - Interchange at Te Moana Road (flood overflow path) with split interchange and slip roads in Wharemauku flood storage area add some flood risk issues in two areas.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas.
3E Full interchange at Poplar Ave.North-facing ramps at Peka Peka. Full interchage at
Kapiti Road. Full interchange Te Moana Road.
(S) - Significant effects associated with the Poplar Ave connection located adjacent to the schools resulting in increased noise and air quality issues.
(IT) - Likely to obtain approvals within timeframe but increased risks due to opposition likely re imapcts on Poplar Avenue
(NE) - Interchange at Te Moana Road (flood overflow path) adds some flood risk issues and increases ecological impacts on Waihmeha Stream. Large footprint in QE Park increase
landscape effects 3 interchanges.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas.
3F South-facing ramps south of Poplar Ave. Full interchage at Kapiti Road. Full
interchange Te Moana Road. Full interchange at Peka Peka
(S) - Score due to noise, air quality and displacement effects associated with the two interchanges.
(IT) - Likely to obtain approvals within timeframe but increased risks due to opposition likely re imapcts on Poplar Avenue.
(BE) - 3 interchanges collectively a larger footprint (than 1 or 2) and greater visual effects and impacts on local character. Full interchange at Pekapeka will promote a node of
development inconsitent with rural environment.
(NE) - Interchange at Te Moana Road (flood overflow path) adds some flood risk issues and increases ecological impacts on Waihmeha Stream. Large footprint with 3 interchanges.
(M) - Improvement in mobility for through traffic. There is an improvement in mobility for local traffic due to provision of two interchanges. There is an improvement in connectivity
between Paraparaumu and Waikanae by allowing trips between Paraparaumu and Waikanae to access the expressway.
(E) - Consistency with regional/national policy by constructing expressway (GPS) relieving congestion and improving travel times. Consistency with local and regional policy by
providing convenient access to expressway from Paraparaumu and Waikanae growth areas. Inconsistent with local policy by providing full interchange at Peka Peka which is likely to
encourage growth in an area KCDC intends to keep rural.
Sector 1
Base
O
p
tions
Sub-option
1--3 S1Cii South facing ramps at Poplar Ave. Alignment located east of the Steiner School. (S) - Score due to significant air quality and noise effects of having expressway and ramps at Poplar Ave. (score changed from -2 to -3 due to alignment passing between both
schools).
(IT) - Strong opposition from school and affected residents
(BE) - 3 interchanges collectively a larger footprint (than 1 or 2) and greater visual effects and impacts on local character. Full interchange at Pekapeka will promote a node of
development inconsitent with rural environment.
(NE) - Minor effects on flood areas. Significant effects on KCDC listed ecosite (Raumati Sth peatlands - moderate value).
S1Ciii South facing ramps , including local road over bridge in QE park. Alignment located
east of Steiner school
(S) - Score due to air quality and noise effects of expressway passing between the two schools.
(IT) - Strong opposition from school local residents and possibly GWRC because of scale of impact.
(BE) - Significant impact on recreation and visual qualities of QE Park. Negative impact on definition of rural/urban edge. Cuts through land between Raumati east and west and
impact on school connectivity
1--3 S1Dii Ties in at 200 Main Road. Interchange on local road between Main Road and Poplar
Ave.
(S) - Score due to significant deplacement effects on property owners at this location.
(IT) - Strong opposition from affected residents re choice of not following existing designation
(BE) - Avoids encroachment into QE Park and retains defined rural urban edge. Opportunity to improve local east-west connections across designation. Opportunity to reconnect
Ruamtai east to west, links for school movements, new urban development areas
(NE) - Minor effects on flood areas. Minor edge effects on moderate value wetlands west of 200 Main Rd (not listed eco-sites). Options for local road alignment may impact on local
landforms.
1 -- 3 S2Ai Follow existing designation through this section. With or without Interchange at
extended Ihakara Street
(S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - Likely to achieve timeframe but KCDC and local residents may oppose Ihakara Street I/C
(BE) - Will be issues with the proximity of the expressway to residential edges and integrating with the urban form of these areas re noise walls and elevation of structures.
(NE) - Minor effects on flood areas. Minor edge effects on moderate value wetlands west of 200 Main Rd (not listed eco-sites). Options for local road alignment may impact on local
landforms.
1 -- 3 S2Bi
A
lignment east of existing designation . With or without Interchange at extended Ihakar
a
Street.
(S) - As above for comment (score changed from 0 to -1, cannot make this zero as social effects will result from building the road).
(IT) - Most likely to achieve timeframe
(BE) - Slightly better opportunity to take the expressway away from residential edge but still visual imapcts
(NE) - Assessment assumes no Ihakara interchange. Less favourable if there is an Ihakara interchange. Minor ecological impacts, largely around Wharemauku Stream, but good
potential to add values through stormwater and habitat in this area. Aligment beneficial as partly avoids dunes which could remain as buffer.
1--3 S3Ai Follows existing designation apart from where alignment crosses river further west of
current designation (via El Rancho camp and wetlands). Reconnects with existing
designation at wahi tapu area.
(S) - Score due to significant effects on El Rancho Christain Holiday Camp (providing recreational land to the community). Alignment option will affect approx 6-8 residential dwellings
resulting in displacement effects.
(IT) - Unclear as to how strong opposition - signficant effects to be addressed
(BE) - Significant impact on suburban character for residential area to west. Interchange at Te Moana will have significant visual effects and change to the semi rural/suburban
charcater of the area.
(NE) - Less favourable crossing location of Waikanae River - may affect flood overflow path. Significant edge effects on El Rancho and Osbournes wetlands (identified ecological and
QEII eco-sites). Loss of 2-3 wetland areas in vicinity of Otaihanga Landfill complex. Destructioj of high dunes to west of designation.
3
S3B Generally follows existing designation. To achieve 110kph design speed is located just
east of designation at tightest point.
(S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - Unclear as to how strong opposition - signficant effects to be addressed
(BE) - Significant impact on recreational values of El Rancho. Interchange at Te Moana will have significant visual effects and change to the semi rural/suburban charcater of the area.
(NE) - Significant effects on El Rancho and Osbournes Swamp wetlands (identifed ecological and QEII eco-sites). Reasonable crossing point of Waikanae River. Loss of 2-3 wetland
areas in vicinity of Otaihanga Landfill complex. Largely avoids high dunes.
S3C Alignment slightly east of designation between Waikanae River & Te Monana but west
of Urupa and Maketu
(S) (IT) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(BE) - Interchange at Te Moana will have significant visual effects and change to the semi rural/suburban charcater of the area.
(NE) - Significant effects on El Rancho and Osbournes Swamp wetlands (identifed ecological and QEII eco-sites). Reasonable crossing point of Waikanae River. Skirts around east o
f
high dunes
3
S3D Crosses river via existing designation - east of urupa, west of Maketu (straighter
north/south alignment).
(S) - Score due to property displacement effects.
(IT) - Score due to property displacement effects. Unclear as to how strong opposition - signficant effects to be addressed: however, the "compromise" nature of option may weigh
better against the alternatives
(BE) - Interchange at Te Moana will have significant visual effects and change to the semi rural/suburban charcater of the area.
(NE) - Minor edge effects on El Rancho wetland (identified KCDC eco-site). Reasonable crossing point of Waikanae River. Loss of 2-3 wetland areas in vicinity of Otaihanga Landfill
complex. Avoids most dunes alignment located on interdunal flats reducing need for landform modification.
1--3
S3E Crosses river east of current designation, straighter north/south alignment. East of
urupa/maketu.
(S) - Score due to significant property displacement and noise effects.
(IT) - Unclear as to how strong opposition - signficant effects to be addressed: however, the "compromise" nature of option may weigh better against the alternatives.
(BE) - Significant effect on established residential area. Interchange at Te Moana will have significant visual effects and change to the semi rural/suburban charcater of the area.
(NE) - Less favourable crossing location of Waikanae River - may affect Muaupoko Stream. Minimum ecological effects other than stream crossings. Loss of 2-3 wetland areas in
vicinity of Otaihanga Landfill complex. Avoids most dunes alignment located on interdunal flats reducing need for landform modification.
1--3
S4E Alignment has a minor encroachment on the QEII convenants and stays within Maypole
property.
(S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - May not acheive timeframe because of effects on QEII Covenanted wetland
(BE) - Visual effects similar for S4E and S4F
(NE) - Minor effects on flood areas, impacts Ngarara Stream tributary. Ecological edge effects on regenerating wetland (QEII and KCDC listed). Similar degree og landfcape effects
for both options
1--3
S4F Alignment avoids QEII covenants and other wetland areas. Crosses additional property
north of Maypole.
(S) - Score due to minor air quality, noise and property effects. However effects more severe than 'do nothing'.
(IT) - Most likely to achieve timeframe
(BE) - Visual effects similar for S4E and S4F
(NE) - Minor effects on flood areas. Minor ecolgoical effects in relation to hydrology and regenerating vegetation. Similar degree og landfcape effects for both options
Sector 1
Base
Options
Sub-
option
1--3 S1A Southern tie-in at MacKays Crossin
g
Unlikely to be consentable as it divides QE Park in two. Recreational impacts too high to continu
e
1--3 S1Bi
South facing/north facing ramps south of Poplar Ave with additional local road tie-in.
Alignment located west of the Steiner School (located within existing designation)
Interchange in the park was not preferred due to negative env implications. Unecceassary work in the park. Benefits of the interchange are not justiifiable against env and recreation
s
impacts.
1--3 S1Bii
South facing ramps at Poplar Ave. Alignment located west of the Steiner School
(located within existing designation) Sub option to removed from current live list. Net poor score. Scores badly on most outcomes.
S1Biii
South facing ramps , including local road over bridge in QE park. Alignment located
west of Steiner school Sub option to removed from current live list. Net poor score. Scores badly on most outcomes.
1--3 S1Ci
South facing/north facing ramps south of Poplar with additional local road tie-in.
Alignment located east of the Steiner School.
Interchange in the park was not preferred due to negative env implications. Unecceassary work in the park. Benefits of the interchange are not justiifiable against env and recreation
s
impacts.
1--3 S1Di
Ties in at 200 Main Road. South facing ramps. (this option includes variations 1E and
1F). Local service road runs parallel to SH1. Potential impact on properties too severe to accommodate service road, therefore deleted as a live option.
3D S2Aii
Follows existing designation. South facing ramps at Raumati Road and north facing
ramps at Kapiti Road. One way auxillary lanes for local traffic - as per Option 7. Potential impact on properties too severe to accommodate interchange, therefore deleted as a live option. Traffic modelling shows severe impacts on local roads.
S2Biii Interchange at Mazengarb. Potential impact on properties too severe to accommodate interchange, therefore deleted as a live option. Traffic modelling shows severe impacts on local roads.
1--3 S3F
Straight line alignment from Otaihanga (near Peka Peka). Possible interchange a
t
Otaihanga Road & interchange at Te Moana Road. Potential property impacts are too severe to justify the alignement benefits in order to continue this option.
1--3 S4A Follow existing designation. North facing ramps at Peka Peka. Sub option to removed from current live lis
t
.Fatally flawed due to location through QEII covenants and ecological areas
1--3 S4B Straight line alignment from Otaihanga. North facing ramps at Peka Peka Potential property impacts are too severe to justify the alignement benefits in order to continue this optio
n
1--3 S4C
A
lignment close to urban growth boundary. North facing ramps at SH1 (south of Peka
Peka).
1--3 S4D
Deviates from the designation south of urban growth edge and ties into existing highwa
y
2km south of Peka Peka
Sector 4
DELETED SUB-OPTIONS
Sub-options by
Secto
r
Sector 2
LIVE SUB-OPTIONS
Sector 3
Sector 4
Sub-options by
Sector
Sector 2
Sector 3
The 2 variations of this options were discussed at the meeting on the 14 July and it was agreed that the options cut through the urban growth area and were not achieving the intended
purpose. It is not possible to obtain a suitable alignment without sign
