The damaged clock tower on Victoria Street, wrapped and braced to prevent further damage. The photographer comments, "Diamond Jubilee Clock Tower in Christchurch. Its legs wrapped up for protection. Volcanic stone and limestone clock tower with ornate wrought iron work with coloured glass around part of the tower and four clock faces. Clock Tower built in this location to commemorate the Diamond Jubilee of Queen Victoria. Has two white marble plaques and one bronze plaque set on stone work above arches".
Structures of the Lowry Peaks Range - Waikari Valley district are complex. The majority comprise three members of a predominantly WSW -ENE striking major northwards-directed, leading edge imbricate thrust system, with associated angular, asymmetric fault-propagation folds. This system forms anomalously within a large NESW trending belt of structures characterising the entire east coast of north Canterbury, both onshore and offshore and terminates westwards against N-S striking, east facing fold-fault zone. The objectives of this study address the origin, geometry and kinematics of the interaction between these diversely trending systems. Stratigraphy and small-scale structures denote three periods of deformation, namely: i) Middle Cretaceous deformation of the basement rocks, ii) weak Middle Oligocene deformation associated with the inception of the plate boundary through the South Island, and iii) major Pliocene - Recent deformation that formed the majority of the above-mentioned structures. Stress tensor analyses within competent basement and limestone cover rocks suggest two sets of sub-horizontal compression, NE-SW and NW-SE, the former likely to relate to a localised earlier period of deformation, now overprinted by the latter. NW-SE oriented sub-horizontal compression correlates well with results from other parts of north Canterbury. The result of NW-SE compression on the W-E to WSW-ENE striking structures is a large component of oblique motion, which is manifest in four ways: i) movement on two, differently oriented splays rather than a single fault strand, ii) the development of a sinuous trace for a number of the major folds, whereby the ends are oriented normal to the compression direction, the centres parallel to the strike of the faults, iii) the development of a number of cross-folds, striking NNE-SSW and iv) the apparently recent development of a strike-slip component on at least one of the major thrust faults. The origin of the W-E, or WSW-ENE striking structures may be reactivation of Late Cretaceous faults, stratigraphic evidence for the existence of a "structural high" (the Hurunui High) over the majority of the area in the Late Cretaceous to Early Eocene times suggests the formation of a W-E trending horst structure, with a corresponding asymmetric graben to the south. The junction of WSW-ENE trending structures with N-S trending structures to the west centres on an alluvial-filled depression, Waikari Flat, into which the structures of the WSW-ENE trending imbricate thrust system plunge, locally curling to the SW at their ends to link with N-S trending structures to the south. Roof thrusting on two orientations, W-E and N-S, towards to SE is currently occurring above these structures. Currently the area is not highly seismically active, although a magnitude ~6.4 Ms earthquake in historic times has been recorded. The effects of tectonics on the drainage of the area does suggest that the majority of the systems, are still potentially active, albeit moving at a comparatively slow rate. The majority of the recent motion appears to be concentrated on the roof-thrusting occurring in Waikari Flat, and uplift along the Lowry Peaks Fault System. Increasing amounts of secondary movement on back-thrusts and cross fractures is also implied for western ends of the major imbricate thrust system. In contrast, the southern-most fault system appears to be largely sustaining dextral strike-slip motion, with some local folding in central portions.
This project was initiated by ENGEO Limited and KiwiRail Holdings Limited to assess the stability of Slovens Creek Viaduct (specifically its western abutment) and a 3km section of rail corridor between Slovens Creek Viaduct and Avoca on the Midland Line (MDL). Commonly known as the scenic TranzAlpine rail journey (through Arthurs Pass National Park) the MDL connects Greymouth to Christchurch via Rolleston, where the MDL meets the Main South Line into Christchurch. The project area is approximately 40km southeast of Arthurs Pass Township, in the eastern extension of the Castle Hill Basin which is part of the Waimakariri Catchment and Canterbury Foothills. The field area is underlain by Rakaia Terrane, which is part of the Torlesse Composite Terrane forming the basement rock unit for the field area. Cretaceous-Tertiary rocks of the Castle Hill Basin overlie the basement strata and record a transgression-regression sequence, as well as mid-Oligocene submarine volcanism. The stratigraphic sequence in the Castle Hill Basin, and its eastern extension to Avoca, comprises two formations of the Eyre group, the older Broken River Formation and the younger Iron Creek Formation. Deep marine Porter Group limestones, marls, and tuffs of Oligocene age succeed the Iron Creek Formation of the Eyre Group, and probably records the maximum of the transgression. The Enys Formation lies disconformably on the Porter Group and is overlain unconformably by Late Pleistocene glacifluvial and glacial deposits. The Tertiary strata in the Slovens-Avoca rail corridor are weak, and the clay-rich tuff derived from mid-Oligocene volcanism is particularly prone to slaking. Extensive mapping carried out for this project has identified that some 90 percent of the surface along the length of the Slovens-Avoca corridor has been subject to mass movement. The landslides of the Slovens-Avoca rail corridor are clearly younger than the Last Glaciation, and Slovens Creek has been downcutting, with associated faulting and uplift, to form the present day geomorphology of the rail corridor. Deep-seated landslides in the rail corridor extend to Slovens Creek, locally deflecting the stream course, and a generic ground failure model for the rail corridor has been developed. Exploratory geotechnical investigations, including core drilling, installation of an inclinometer and a piezometer, enabled the construction of a simple ground model and cross section for the Slovens Creek Viaduct western abutment. Limit-equilibrium and pseudo-static slope stability analyses using both circular and block critical slip surface search methods were applied to the ground model for the western abutment of Slovens Creek Viaduct. Piezometric and strength data obtained during laboratory testing of core material have been used to constrain the western abutment stability assessment for one representative section line (C-C’). Prior to pseudo-static sensitivity analyses peak ground acceleration (PGA) for various Ultimate Limit State (ULS) design return periods, defined by an equation given in NZS1170.5:2004, were calculated and have been used as a calibration technique to find and compare specific PGA values for pseudo-static analyses in the Slovens Creek Viaduct area. The main purpose has been to provide an indication of how railway infrastructure could be affected by seismic events of various return periods defined by ULS design standards for the area. Limit equilibrium circular slip surface search methods, both grid search and auto refine search, indicated the slope is stable with a FoS greater than 1.0 returned from each, although one particular surface returned the lowest FoS in each. This surface is in the lower portion of the slope, adjacent to Slovens Stream and northeast of the MDL. As expected, pseudo-static analyses returned a lower FoS overall when compared to limit equilibrium analyses. The PGA analyses suggest that partial ground failure at the Slovens Creek Viaduct western abutment could occur in a 1 in 25-year return period event within materials on the slower slope beyond the immediate rail corridor. A ULS (1 in 500-year) event in the Slovens Creek Viaduct area would likely produce a PGA of ~0.9g, and the effects on the western abutment and rail infrastructure would most likely be catastrophic. Observed ground conditions for the western abutment of the Slovens Creek Viaduct suggest there is no movement within the landslide at depth within the monitoring timeframe of this project (22 May 2015 – 4 August 2015). Slope stability monitoring is recommended to be continued in two parts: (1) the inclinometer in BH1 is to be monitored on a six monthly basis for one year following completion of this thesis, and then annually unless ground movements become evident; and (2) surface movement monitoring should be installed using a fixed datum on the stable eastern abutment. Long-term stability management strategies for the Slovens Creek Viaduct western abutment are dependent upon future observed changes and ongoing monitoring. Hazard and risk assessment using the KiwiRail Qualitative Risk Assessment Framework (QRA) is recommended, and if slope stability becomes problematic for operation of the Midland Line consideration should be given to deep slope drainage. In the event of a large magnitude or high PGA earthquake all monitoring should be reviewed.