WHAT WE DO STARTS WITH WHAT WE KNOW

2020 marks the 150^th anniversary of WSP in Aotearoa New Zealand. From the earliest roads and railways that connected communities, to the power stations that created energy for the nation, the airports that have connected Aotearoa to the rest of the world and enabled regional growth, and the buildings that facilitate democracy, health and learning, we’ve been there. 

First as the Public Works Department, evolving into Ministry of Works, Works Consultancy Services, Opus, WSP Opus, and now WSP. The history of WSP is the history of the built environment in Aotearoa.

150 years on we’re proud to have the blueprint of Aotearoa in our DNA and to be involved in the projects that will continue to connect and support us for generations to come.

RESHAPING NAPIER

On February 3, 1931, New Zealand experienced its worst civil disaster when a devastating earthquake struck.

In minutes the 7.8 earthquake had changed everything, from the topography to architecture and lifestyle. It deformed the surface of the land in the surrounding area, pushing up a long dome running northeast-southwest that was 17 km wide and over 90 km long.

Sea water draining from Ahuriri Lagoon created more than 2,000 hectares of new land – now the site of Hawke’s Bay Airport.

In all, 356 people were killed and 400 required hospital care for injuries. Many of the deaths were caused by collapsed masonry buildings, fallen parapets and ornamental features.

While utterly devastating, the work carried out by the Public Works Department (PWD) was a major factor in preventing the situation from becoming worse as the organisation’s resources were directed towards reconstructing the region. This included restoring water supplies, replacing sewers, and repairing and inspecting houses before they could be reoccupied. Local survey plans and land titles had been destroyed, so all properties were resurveyed, and interim titles were issued.

The earthquake prompted a thorough review of New Zealand building codes, which were found to be totally inadequate and in 1935 earthquake design standards for buildings were introduced for the first time.

It also resulted in a significant change in emphasis within the PWD. Where previously public buildings had been the almost exclusive concern of the architects, after the earthquake the role of engineers in structural design became increasingly important.

This knowledge reshaped Napier and presented new design challenges. There are few buildings in Hawke's Bay taller than five stories and verandas above shop fronts — a distinctive feature of New Zealand cities — were no longer to be supported from below by posts but instead were suspended from above. Projecting ornamental features were also prohibited.

Due to the failure of traditional load-bearing masonry buildings of brick and plaster during the earthquake, modern construction methods were adopted that employed reinforced concrete for all new buildings.

As most of Napier's rebuilding took place in the 1930s when Art Deco was fashionable, Napier architecture is regarded today as being one of the finest collections in the world.

In fact, Napier and Hastings became the only cities in the world to be built during the Depression.

Reconstruction occurred in a climate of remarkable co-operation. Local architects, including J. Louis Hay, Finch & Westerholm, E.A. Williams and Natusch & Sons as well as the Public Works, collaborated to redesign the town centre. Young graduates, recruited from the Auckland School of Architecture, brought fresh ideas with them. 

 Thomas Mair, the second Government Architect who led the Architectural Division of the Public Works Department from 1922 to 1942, designed the iconic Former Ministry of Works building and post office in Napier. His tenure also included the building of Rotorua’s Blue Baths.

From then to now

One of our more recent projects in Napier, the award-winning Kuaka Gateway, acknowledged the impact the earthquake had on the landscape.

Crucial to success was ensuring minimal impact to the surrounding Ahuriri Estuary and Westshore Wildlife Reserve, a wetland of national and ecological significance.

The project provided an opportunity to honour the ecology, history and aspirations of the people of Te-Matau-a Māui, the region known today as Hawke’s Bay.

WSP designers wanted the pou artwork to represent the people of the place, referencing the five historic pā sites once located around the Ahuriri Estuary. The existing lagoon is a tiny fraction of what was there pre-earthquake when the lagoon had five islands in it and yacht races used to happen.

Rugged and stunningly beautiful, Aotearoa has been shaped by powerful forces that still cause dramatic impact. The earthquakes, eruptions, landslides, floods and storms that have formed our landscape demand respect, and custodians of the built environment are consistently challenged to design in recognition of this.

WHERE IT BEGAN

In 1870 Julius Vogel, Colonial Treasurer, unveiled the most ambitious public works and assisted-immigration programme in New Zealand’s history. It was to be funded by massive borrowing in the London money markets, reaching £10m by 1876 and £21m by 1881 (equivalent to $1.5bn and $3.5bn respectively in 2020).

This would be spent on assisted (government-subsidised) immigration and on building or improving infrastructure, including the telegraph network, roads, public buildings and port facilities. Its centerpiece was a promise to build more than 1000 miles (1600 km) of railway in nine years.

The undertaking was massive.

Building railways and roads in a mountainous, geologically unstable and swampy country was a difficult challenge. New Zealand lacked capital and labour but, compared to Britain and Europe, land was relatively cheap. Rather than build the most direct routes with expensive earthworks, tunnels and stone bridges, it made sense to build longer, winding routes around obstacles, to erect wooden trestle bridges, and to tolerate tight curves and steep gradients.

Conditions made for dangerous construction, particularly in isolated areas where bringing in supplies was difficult. Heavy rainfall led to flooding, which regularly washed away early bridges and the humidity caused wood to rot. Unstable terrain and earthquakes posed a high risk of landslide. Surveying was carried out in dense, virgin forest in uninhabited areas. These factors, together with the wish to build quickly and cheaply, led to the adoption of a narrow 3 ft 6 in (1067-mm) gauge as the national standard.

Progress was made quickly. Within two years the Department had opened 960km of roads and within 10 years 2,112 km of railway was open for traffic.

From the 1870s to 1920s railways opened the country for settlement, linked communities and made transportation of goods for export a feasible proposition.

Roads vs railway

While railway construction dominated public works policy, there was a strong preference for roads. Traction engines were deemed a more viable transport model for farm produce, wool and – increasingly – dairy. This drove the requirement for metalled roads as rapid and reliable transport was essential. This plus the increased use of motor vehicles from the 1920s onwards, created a demand for safer, more reliable roading.

Then to now

WSP’s role in shaping transport infrastructure continues today. Transport connections bring economic vitality for the benefit of communities and the environment. Cities and towns of the future must support happy and productive communities with good transport links.

In the 2018 Global Cities Index, WSP looked at how cities are preparing for a future shaped by the major urban transitions of our day: urbanization; density and growth; digital disruption; emerging mobility; evolving utilities models and a changing climate.

The issues that demand cities’ attention the most are housing, both the cost and availability, followed by public transport. The Index also showed that leading cities had a blueprint to reduce their Greenhouse Gas emissions and, as such, planning the infrastructure to support the transition to low carbon transport is a priority.

Solutions to supporting this, such as infrastructure for cycling and other micro mobility options, connecting people to public transport hubs, and the electrification of public and private vehicles, present their own challenges and is something WSP experts are helping clients develop.

A community’s transport system and network is its life blood, providing the means of moving its people, goods, freight and commodities.

For 150 years, WSP has been closely involved in the development and maintenance of the transport infrastructure that supports this. From the establishment of the first rail links, our involvement has included development of the national highway network, design and construction of road and rail bridges and tunnels, development of ports and harbours and construction of international and regional airports. Today our role continues, as we plan the infrastructure that will support the transport modes of tomorrow.

HARNESSING ENERGY FROM WATER

In 1903, the rapid growth in demand for electricity could be foreseen and the government commissioned a series of investigations and reports.

The development of hydropower in New Zealand was initially fostered through a report on national hydropower resources by the Superintending Engineer of the Public Works Department. The report was based on field investigations and provided a basis for systematic and prioritised hydropower development to meet national needs.

Because it was directed to finding cheap sources of hydro-electricity near known or expected centres of load, it didn’t cover the full potential of the country. As such, some sites were excluded as being outside the foreseeable needs of the country, or the technical competence of the day.

Lake Coleridge was the first major hydro power plant to open and is credited with establishing the country's commitment to renewable hydro energy. Opened in 1915, it was built to supply electricity to Christchurch and high users of power from the new station included tramways, the freezing works, and the dairies and butter factories. The Christchurch tramway had already been electrified, being fed by power generated in four steam turbines, and the switchover to power from Coleridge led to a saving of £2,000 per year in electricity costs.

By 1918, it was widely recognised that water provided the most economical power source for large scale development. The government investigated large schemes in the North Island with the intention of creating an island-wide system and this became the foundation of a fully integrated electricity system based on hydro power.

Demand and supply

In the second half of the 1920s demand for supply dramatically increased, driven by the availability of electricity and electrical appliances. By the start of World War Two demand had outstripped supply and the need to generate more electricity was urgent.

An investigation carried out by the Chief Electrical Engineer in 1945 estimated that allowing for a natural rate of growth, the limits of hydro-electric capacity in the North Island would be reached between 1959 and 1962. It was around this time that investigatory work into thermal power also began and, in 1948, the Commissioner of Works went to Italy to study the geothermal scheme at Lardarello.

While the commitment to hydro power existed, at one stage in the 1950s, more money was being spent on power development from steam and coal than on hydro projects. In 1963 the geothermal Wairakei Power Station was delivering more energy than any other station in the North Island.

By the early 1960s most North Island hydro sites had been developed and the opening of the HDVC Inter-Island link in 1965 helped increase hydro capacity in the South Island.

The late 1960s saw the introduction of natural gas from Kapuni and the possibility of exploitation of the Maui gas field.

Following the 1970s global energy crisis which saw oil prices increase exponentially, the Government embarked on the 'Think Big' growth strategy. This aimed to make New Zealand at least 60% self-sufficient in energy and to attract foreign investment in energy-intensive industries. The strategy called for more hydro development, intensified oil exploration, and the use of recently-discovered natural gas reserves, either directly or to manufacture synthetic petrol.

Concurrently, a new debate was emerging about how to provide ample electricity without unduly harming the environment. Environmental campaigners were critical of the effect big dams had on the landscape and wildlife and the last major hydro project to be completed was the Clyde Dam.

Now, as Aotearoa transitions towards a 100% renewable electricity future, WSP experts continue the tradition of powering the country. This includes helping to establish the early wind farms, exploration on the potential of hydrogen and ensuring the grid can withstand the impact of increased demand as companies move to electric vehicle fleets.

Aotearoa has a world-leading electricity system that is affordable, secure, reliable and renewable.

At present around 40% of our primary energy and 85% of our electricity is from renewable sources, the third highest level in the OECD.

The foundations for this were laid by WSP over the last 150 years. Our people investigated, designed, built and maintained the dams, schemes and stations that have delivered economic expansion and improved living conditions through nationwide access to renewable electricity. We continue this today as our experts look at how we’ll power our future in a way that meets changing needs and resources.

WSP’s DNA is embedded in the foundations of the iconic Auckland Harbour Bridge, from carrying out initial site investigations and borings of the seabed in 1946 through to today.  

The 1.2-kilometre bridge that spans the Waitemata Harbour connects water, telecommunication, power and gas services to the North Shore and beyond. It is a focus point for many Aucklanders with an average of 180,000 vehicle crossovers daily; over sixty-four million a year. During morning peak times, around 200 buses cross the bridge southbound, carrying around 9,000 passengers.   

What people often aren’t aware of is the amount of maintenance needed to sustain its daily upkeep. Currently, over 20 AHBA asset management staff work on and around the Auckland Harbour Bridge daily.  

WSP partnered with Fulton Hogan and TBS Farnsworth in 1998 to create the Total Bridge Services Joint Venture, and in 2012 we became part of the Auckland Harbour Bridge Alliance, led by Waka Kotahi NZ Transport Agency. 

As part of the alliance, our work for the Auckland Harbour Bridge has led to a number of world-first achievements that bridge the gap between future ready, cost-efficient and environmental civic design. 

These include an innovative tailor-made road surfacing system and a quick set repair material that saves time, money and traffic disruption to road users.  

Other solutions, such as new rust and corrosion protection, a protective coating plan and new epoxy asphalt road surfacing system have extended the life of the bridge.

These achievements have reduced environmental impact and provide better driving experience for users.  

More recently, an innovative new system, designed by WSP has seen more than 140 High Pressure Sodium (HPS) lamps replaced with low energy Light-Emitting Diodes (LEDs), along with new lighting poles.  

The solution has had an immediate impact, delivering over 50% power savings, lowering future maintenance costs and significantly reducing light pollution from the bridge. 

Image credit: Ewen Cafe

The Waikato Expressway is the largest road project to be undertaken in the history of the Waikato Region and WSP has been involved from the start.  

On completion it will provide 102km of continuous divided four–lane highway, improving economic growth and productivity for Auckland, Waikato and the Bay of Plenty through more efficient movement of people and freight.  

Feasibility studies were undertaken by the Ministry of Works in the 1950s, with the Ohinewai to Cambridge route originally designated in 1963. Our work has continued since then including the economic analysis for the entire expressway and involvement in the seven sections of the project. 

Although in an area of low seismicity WSP’s experts have applied their seismic design skills to ensure this crucial lifeline route is available post disaster. The deep sand and silt sediments and complex ground water conditions in the Waikato basin provided challenges for seismic design of the Waikato Expressway and the geotechnical earthquake engineering issues involved management of liquefaction hazard, soft soils and performance-based design of slopes and bridge foundations.  

Where large infrastructure projects are typically viewed as detrimental to the environment, central to the Waikato Expressway is a commitment to protecting native wildlife populations and helping them thrive. A variety of WSP experts have been involved in this work which has included monitoring for long-tailed bats as well as the relocation of fish, skink and eels.  

For users, this strategic transport corridor will deliver numerous benefits including reducing the number of fatal and serious injury crashes. It will divert through-traffic from smaller communities like Huntly, Ngaruawahia and Cambridge, and important cultural and historic sites such as the Taupiri Urupa and Rangiriri Pā, making them safer and more enjoyable for communities and visitors.

1968

2020

The SH2 Watchman Road intersection in Napier was once one of the country’s highest risk intersections, but this has changed with a transformational project jointly funded by Waka Kotahi NZ Transport Agency, Hawke’s Bay Airport and Napier City Council. 

The project involved the construction of a roundabout at the intersection, the widening and strengthening of Watchman Road and the construction of a new road from Hawke’s Bay Airport to link to Watchman Road. 

Key outcomes were to create a safer environment for all road users, to provide a gateway for Napier and Hawke’s Bay, enhance the Westshore Reserve and wetlands and to accommodate increased growth of community and visitors. 

A crucial element was to ensure minimal negative impact on the Ahuriri Estuary and Westshore Wildlife Reserve, a wetland of international ecological significance. Over 90 species of bird have been sighted in the reserve-estuary area, including threatened, highly sensitive, and/or highly valued species like the kuaka (Godwit). 

WSP’s expertise was applied to deliver new stormwater solutions including constructed wetlands and swales. These receive stormwater runoff from the adjacent roads and aid in removing contaminants and pollutants prior to discharging into the Ahuriri lagoon. 

The location is of great significance to Māori and a collaborative effort between WSP designers and renowned local Māori artist Jacob Scott (Ngāti Kahungunu) saw innovative design introduced that referenced the kuaka.  

From the air, the shape of a kuaka becomes visible; the roundabout is the eye of the bird and the traffic island to the north-east forms the beak, wings extend across the adjacent smaller stormwater treatment ponds and boardwalks. 

Stunning artwork was added in the form of 150 godwits clustered on poles in six locations, five large Pou structures referencing local ancestors and mythology and 100 small iron sculptures representing the marae of Ngāti Kahungunu. 

The project has won numerous awards and been recognised for its ambitious visionary leadership by planners to weave-in amenity, recreation, ecological, cultural heritage, aesthetic, urban gateway and economic outcomes into an intersection traffic safety project. 

WSP’s involvement with the Port of Tauranga spans more than 70 years, shaping the region’s economy and connecting New Zealand goods to the world’s markets. 

While the Port was officially established in 1873 it wasn’t until the 1950s that large-scale development was started.   

The driver was the forestry industry. The Tasman Pulp and Paper Company was established in Kawerau in 1950 to process logs from the nearby Kāingaroa forest. The Ministry of Works played a role in engineering and construction of the mill, which had the largest capacity of any in the world at the time and is still considered an industrial engineering feat.  

The Ministry also created two townships at Murupara and Kawerau to support workers, including 30 miles of railway to connect the sites. At the same time design and construction was underway in Mt Maunganui to provide port facilities, including extensive storage and rail facilities.  

In 1957 the first export of logs was shipped to Japan which started a period of unprecedented growth. Since then the Port of Tauranga has developed from a shallow coastal port to the country’s largest, fastest-growing and most efficient port. 

Achieving this has required an almost continuous berth-building programme, along with channel and harbour deepening, reclamation works and construction of port facilities. 

WSP has provided seismic design, investigations and assessments, structural and geotechnical services, as well as overseeing design and construction supervision of numerous buildings around the Port, including Shed 1 on the Mount Maunganui Wharf and the larger Shed 16 at Sulphur Point. 

Our work continues, with the geotechnical team currently designing the 210m long extension to the Sulphur Point wharf following completion of the 2018 geotechnical investigations.  

From its earliest beginnings as a grass runway in 1929, Wellington International Airport’s story has been evolving. WSP has played a key role in this and continues to do so.  

The six-year construction of Rongotai Airport, which began in 1952, was a massive undertaking for the city and not without impact on residents.  

It involved the Ministry of Works shifting three million cubic metres of earth and rock, flattening Rongotai Hill, and the demolishing or moving of 180 houses from the area to reclaimed land near Evans Bay. Construction involved reclamation at both the northern and southern ends of Lyall Bay and incorporated a rock outcrop and reef towards the southern end of the runway. 

The airport opened in 1959, albeit with a near miss. Because of some discrepancies with the height of the runway at both ends, two planes scraped their undercarriage and narrowly avoided mass fatalities. 

In 1972 the Ministry extended the runway through further land reclamation to ensure Wellington was able to retain services to Australia, which it had lost when jets were introduced. 

WSP continues to support Wellington International Airport on its growth journey, most recently delivering a major redevelopment plan that includes a nine-story car park building with over 1,000 car parking spaces.  

Given Wellington’s location, WSP was challenged to provide a solution that could withstand seismic and environmental forces. The solution incorporated concrete frames and replaceable steel buckling-restrained braces (BRB’s) together, a New Zealand first. WSP’s design for the carpark and building, which included Building Information Modelling, ensured an efficient project delivery and minimal disruption to airport users.  

WSP is delighted to be working with Wellington International Airport to deliver on its 2040 master plan.

1959

WSP’s 150-year history is inextricably linked with Christchurch, and this is most evident in the law and order buildings of the city.  

From the Durham St Law Courts which opened in 1973 to the 1990 University of Canterbury campus development and School of Law, our expertise has helped deliver the buildings that facilitate democracy, health, learning and justice.  

Crucial to this has been the lessons learnt as a result of the 2011 earthquakes. A key insight in the aftermath is how vital it is to have resilient emergency services infrastructure that can endure unpredictable events like earthquakes.  

The Christchurch Justice & Emergency Services Precinct is designed to do this. The Precinct brings together all justice and emergency services in one purpose-built, leading-edge precinct in central Christchurch. It’s the largest multi-agency government co-location project in New Zealand’s history and the first major public building to be built and opened following the earthquakes of 2010 and 2011. 

WSP provided architectural design – in collaboration Warren & Mahoney and Cox – as well as buildings services design and engineering.

The aim was to set design standards for the rebuild of Christchurch for sustainability, energy efficiency and safety using innovation and world-class technologies. The entire precinct is heated and cooled by highly efficient ground sourced heat pumps connected to the Christchurch Aquifers, the largest system to be installed in New Zealand and one of the largest in the world.  

With a building importance level 4, the precinct has seismic resilience to operate immediately after an earthquake and a purpose-built Emergency Operations Centre ensures state-of-the-art emergency response capability for local and national events.  

Accommodating 1,100 people across three buildings for the eight public sector agencies, the Christchurch Precinct is a world class facility of which the people of Christchurch can be proud. 

2020

Over the span of WSP’s 150-year history it has continuously supported the growth of Nelson. 

With its major railway and roading projects during the 1870s, the Public Works Department opened up routes to Blenheim and the West Coast. This extended to air in 1937 when the Department began construction of the airport. When Nelson Airport opened in 1938, it was a key milestone for the region’s social, economic and tourism future.  

During World War Two, Nelson Airport and civilian aircraft based there, were taken over and a general air squadron was based there. The Department constructed runways and buildings as part of a massive war effort.  

Eighty-plus years later Nelson is the busiest New Zealand airport without any scheduled international service. Close to one million people using the terminal annually and WSP continues to support the region’s growth.  

In 2016, WSP was engaged to build a new runway beacon to improve flight control and navigation, making it possible to fly without seeing the runway. WSP specialists applied their expertise to build a beacon on land that was prone to flooding by saltwater whilst navigating the challenges of a live flight path above.  

Another key growth area for the region is the implementation of urban, recreational and tourist cycleways. Nelson has the highest percentage of people cycling to work in New Zealand and investment in cycling facilities has resulted in many students regularly cycling to school. As a cycling tourism destination, the region attracts more than 20,000 visitors annually. 

WSP has been involved in a number of cycling projects, including the investigation of a single preferred solution for the Tahunanui cycle network, the Nelson Tasman Cycle Framework and Forums, and helps deliver Waka Kotahi NZ Transport Agency’s Nelson Urban Cycleways Programme.

WSP’s 150-year history is woven through the fabric of Dunedin and no project highlights this more than the historic Ross Creek Reservoir.  

The 1860s gold rush in Otago caused a massive spike in the population of Dunedin. In four years, the population grew from 2,000 to a staggering 20,000, placing immense pressure on infrastructure, particularly water supply. The reservoir was built to meet this demand and cater for future supply.    

Ross Creek Reservoir opened in 1867 as the ‘Royal Albert Reservoir’, named after Queen Victoria’s late husband. Today, it’s the oldest large earth dam still in use in New Zealand. The reservoir, dam and valve tower have a Heritage New Zealand ‘Historic Place Category 1’ classification.  

The facility is recognised as the oldest its type in New Zealand and was still operating as part of the city’s municipal water supply up until 20 years ago. 

In 2010 large cracks were observed in the downstream shoulder and urgent measures were taken to reduce the risks to all lives and property downstream of the dam. 

In 2013-14 work commenced on a $2.1 million strengthening of the old earth embankment, to be followed by the provision of a new pumping station  

Works were completed on time and budget, involving in excess of 38,000 hours of complex work, including over 2000 hours of confined space work in the tunnel and valve tower. 

For over a decade WSP worked with Dunedin City Council and Downer to deliver a series of projects and investment to save the iconic structure from being decommissioned, enhancing the resilience of Dunedin’s water supply.  

Although Dunedin now has other reservoirs, Deep Creek and Deep Stream, the restored Ross Creek is an important asset to the network and a deeply loved recreational reserve.

WSP has been supporting the growth of Northland for 150 years, connecting the region to the rest of country to open up economic development.  

Railway sections laid by the Public Works Department were built to move kauri and coal, Northland’s richest resources. Some of these sections were incorporated into the Northland Main Trunk Line. Opened in 1925 the Northland Main Trunk line connected Whangarei with Auckland, enabling the transport of goods and people. Investigations are currently underway to connect this line to the port, enabling containers to be moved by rail.   

During World War Two, the Public Works Department had designed and constructed 94 air force stations and aerodromes across the country, including the Whangarei airfield. This was used as the RNZAF training base and the airport was established with three grass runways. Following the war, the station was reduced to two runways and converted to public use with commercial flights beginning in 1948.  

WSP, then as the Ministry of Works, significantly contributed to the Marsden Point Oil Refinery and a long-standing relationship continues to the present day.  

However, the consultancy’s most extensive contribution to the region is its bridging expertise.  

Bridges are the most critical asset in a transportation network and WSP has designed and managed numerous structures in Northland.  

These include the 300m crossing of the Kaipara Harbour on SH12 and the Kateoke Oakleigh Bridge. WSP also managed the Resource Consent for the Te Mata A Pohe Bridge across the Hatea River in Whangarei. More recently, WSP has been working with Waka Kotahi NZ Transport Agency on bridges at Matakohe, Taipa and Kaeo.

These bridges will enhance Northland’s state highway network to improve resilience, stimulate economic growth throughout the region, improve safety and strengthen connections with the rest of New Zealand.