Transport, Access and Parking Delivery Addendum

Lower AChoose a building block.

In association with:

Transport, Access & Parking Delivery Work Plan- Addendum Lower Albert Street Public Realm Work Document Ref: CRL-PAT-RME-AT-RPT-033019

Revision: 04

FINAL 30th October 2018

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Connectus 60344327 Transport, Access and Parking Delivery Work Plan – Addendum Lower Albert Street Public Realm Work Project: City Rail Link C2 Doc. No. CRL-PAT-RME-AT-RPT-033019 Client: City Rail Link Limited Revision: 4, Date: 30th October 2018

DOCUMENT INFORMATION Organisation:

Connectus

Document Title:

Transport, Access and Parking Delivery Work Plan – Addendum Lower Albert Street Public Realm Work

Fulcrum Document Number:

CRL-PAT-RME-AT-RPT-033019

Document based on MMS No:

n/a

Client:

City Rail Link Limited

Project:

CRL Enabling Works: Contract Two

Location:

Auckland CBD

Project No:

2719

REVISION HISTORY Rev

Date

Details st

01

09/05/18

1

Draft for CRLL review

02

07/06/18

2nd Draft for CLG rd

Author

Approver

N. Truong

C. Hind

N. Truong

C. Hind

03

19/07/18

3 Draft for IPR

N. Truong

C. Hind

04

30/10/18

Final – Updated programme

N. Truong

C. Hind

D. Marsh

This document remains the property of Connectus. Its contents are confidential and shall not be reproduced, destroyed or given away without the express, written permission of Connects. The electronic version of this document in iTWOcx Database on designated server(s) is the Master Copy and is a controlled document. Unless specifically noted thereon, other copies of this document are uncontrolled.

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Table of Contents Document information.............................................................................................................................. 3 Revision History ....................................................................................................................................... 3 1

INTRODUCTION ................................................................................................................... 3 1.1

General

3

1.2

Purpose of this Addendum

3

1.3

Assumptions and Limitations

5

1.4

Designation and Resource Consent Conditions

5

2

PROJECT DESCRIPTION .................................................................................................. 15 2.1

Construction Overview

15

2.2

Indicative programme of work

15

2.3

Construction Traffic Generation

17

2.4

Construction Workforce

17

2.5

Workforce Travel Management Plan

17

2.6

Hours of Operation

17

3

EXISTING CONDITIONS .................................................................................................... 18

4

PROPOSED TRAFFIC MANAGEMENT MEASURES ........................................................ 19 4.1

General

19

4.2

Stage 1 and 2 – Eastern Side of LAS

20

4.3

Stage 3

22

5

ASSESSMENT OF EFFECTS ............................................................................................. 25

6

MONITORING ..................................................................................................................... 25

7

COMMUNICATIONS & STAKEHOLDER INTERFACE ...................................................... 25

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1 INTRODUCTION 1.1

GENERAL

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden station. The CRL ‘Enabling Works Contract 2’ (C2) involves the construction of twin rail tunnels within the Albert Street road corridor from Customs Street West to Wyndham Street. The tunnels are being constructed using a staged ‘Cut and Cover’ trenched methodology.

The existing CRL C2 Transport, Access and Parking Delivery Work Plan (TAP DWP) (CRL-PAT-ENVCON_PLN-000898) addresses the cut and cover trenched section of the CRL C2 works on Albert Street, from Customs Street West to Wyndham Street. Following the completion of the cut and cover trenched section, the Public Realm Reinstatement (PRR) works will progress along and around the CRL C2 physical works area. While the PRR works form part of the CRL C2 package of works, provision for the PRR works is not specifically provided within the current CRL C2 TAP DWP.

1.2

PURPOSE OF THIS ADDENDUM

The PRR works area includes all of Lower Albert Street (LAS) between Quay Street and Customs Street (see Figure 1). This document constitutes an addendum to the existing CRL C2 TAP DWP to address the transport, access and parking requirements associated with the PRR works along LAS (between Quay Street and Customs Street) in accordance with the requirements of the resource 1 consent and designation conditions set out in section 1.4 of the existing CRL C2 TAP DWP. A separate addendum has been prepared to address the transport, access and parking requirements associated with the PRR works along Albert Street, between Customs Street and Wyndham Street.

As well as assessing the transport, access and parking impacts of the proposed construction methodology and mitigation of effects, this addendum sets the framework for the subsequent development of the detailed Traffic Management Plans (TMP) for the reinstatement of LAS PRR works; and the subsequent Corridor Access Requests (CAR).

This TAP DWP addendum has been prepared by AECOM New Zealand Limited (AECOM) and forms part of the Construction Environmental Management Plan (CEMP) for CRL C2. This addendum highlights specific measures required for this specific stage of works and should be read in conjunction with the existing CRL C2 TAP DWP document.

1

Auckland Unitary Plan Operative in Part, Designation 2500, City Rail Link (CRL), City Rail Link Limited, Discharge Permits R/LUC/2014/5428, R/REG/2014/5430, R/REG/2014/5432, R/REG/2014/5434, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437.

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Figure 1 Public Realm Reinstatement Works Area

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1.3

ASSUMPTIONS AND LIMITATIONS

The document has been prepared on the basis of the following assumptions: 1. The construction staging and timing in this document is an evolving document during the construction of the PRR work. This is to optimize the construction drawing to deliver the work more efficiently.

2. The outlined construction methodology is reliant on the following: a. The areas of LAS, which is currently occupied by the Commercial Bay development, being vacated and made available for the PRR works; and b. Space for two lanes (one through lane plus a bus pull-over lane) being made available along LAS during all stages of the PRR works on LAS. As a consequence, the specified construction period, timing, and pedestrians and property access arrangements assumed in this addendum may change as part of the refinement of the construction methodology. However the minimum standards specified in this addendum (as required by the designation conditions) shall be maintained and the high level traffic impacts presented in the addendum are representative of the traffic effects as associated with the PRR works on LAS.

1.4

DESIGNATION AND RESOURCE CONSENT CONDITIONS

Table 1 and 2 below identify the relevant CRL designation and resource consent conditions respectively and specify what is to be addressed by the TAP DWP. Where this addendum outlines measures and procedures to satisfy these conditions which are additional to those specified in the existing CRL C2 TAP DWP, the specific sections of this addendum are noted in Table 1 and 2. Where there is no change to the measures and procedures outline in the existing CRL C2 TAP DWP this is noted in Table 1 and 2 with ‘No Change’ (N/C). As is evident by the tables, the majority of the conditions can be satisfied with no change to the existing measures and procedures.

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Connectus 60344327 Project: City Rail Link C2 Client: City Rail Link Limited

Table 1 TAP DWP CRL designation conditions and the relevant sections

Condition Number

Designation Condition

Relevant Section:

The Requiring Authority and its contractor shall work collaboratively with the New Zealand Transport Agency (NZTA) during the preparation of the Traffic, Access and Parking DWP (Conditions 25, 27, 28, 29, and 30) in relation to confirming the management of adverse transport effects on the road network. A record of this consultation and outcomes shall be included in the Traffic, Access and Parking DWP. The Requiring Authority shall consult with the NZTA throughout the duration of construction on any changes or updates to the Traffic, Access and Parking DWP which relate to the management of the road network.

N/C

Communication and Consultation 18.1

Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs) 20.1

In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following:

1.2 and 4.0

(d) A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects 21.1

In order to give effect to the objective in Condition 19.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored:

4.2.1 and 4.3.1

(a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas; General Transport, Access and Parking 25.1

A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network.

25.2

The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by:

4 and 5

(a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion;

4.2.2 and 4.3.2

(b) Maintaining pedestrian access to private property at all times; and

4.2.2 and 4.3.2

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(c) Providing on-going vehicle access to private property to the greatest extent possible.

25.3

4.2.4 and 4.3.4

To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP: (a) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion, and to the greatest extent possible, avoid adverse effects on residential zoned land and education facilities;

4.2.3 and 4.3.3.

(b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that:

4.2.3 and 4.3.3.

(i) Form part of the regional arterial network;

N/C

(ii) Are overweight / over dimensioned routes;

N/C

(iii) Or other routes (specified below) where no other practical option is available.

N/C

(c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery: (i) Ngahura Road, for trucks heading to/from Eden Terrace construction site;

N/C

(ii) Dundonald Street and Basque Road, for trucks heading to/from the Newton Station construction sites;

N/C

(iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between Canada Street and Karangahape Road), for trucks heading to/from Karangahape Station construction sites;

N/C

(iv) Wellesley Street (between Nelson Street and east of Albert Street), Cook Street (between Mayoral Drive and Hobson Street) and Mayoral Drive (between Wellesley Street and Cook Street) for trucks heading to/from Aotea Station construction sites;

N/C

(v) Nelson Street (north of Wellesley Street), Hobson Street (north of Cook Street) and Lower Albert Street, for trucks heading to/from the Albert Street and Downtown construction sites.

N/C

(d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as:

N/C

(i)

Communication and consultation (in accordance with Condition 15 of this designation) with these properties

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in advance of the vehicle movements occurring;

(ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm.

N/C

(e) Proposed temporary road lane reductions and / or closures, alternative routes and temporary detours, including how these have been selected and will be managed to mitigate congestion as far as practicably possible and how advance notice will be provided;

4.0

(f) How disruption to the use of private property will be mitigated through: (i) Ensuring pedestrian and cycle access to private property is retained at all times;

4.2.2 and 4.3.2

(ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and

4.2.2 and 4.3.2

(iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements. (g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative.

N/C Appendix C

Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure” is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through: (i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;

4.2. and 4.3

(ii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption; and

N/C

(iii) Identifying alternate heavy haul routes where these are affected by construction works.

N/C

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(i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network.

Appendix E

(j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil.

This will include as applicable: (i) Benefits that could be provided by alternative options;

Appendix A and C

(ii) Potential adverse effects associated with alternative options;

Appendix A and C

(iii) Where an alternative option is proposed, methods for managing potential adverse effects; and

Appendix A and C

(iv) Reasons for either adopting or not adopting alternative transport options.

Appendix A and C

Monitoring of Transport Network Congestion 26.1

To achieve the objective of Condition 25.2(a), the Requiring Authority will undertake monitoring of the transport network and implement additional mitigation measures as required to manage congestion to achieve the best practicable option.

26.2

The purpose of the monitoring is to monitor congestion on the transport network by measuring average delays for traffic travelling along specified routes. The evaluation times will be:

Appendix F

(a) The average travel times over the weekday two hour morning or evening peak period; and

Appendix F

(b) The average travel times over the weekday two hour evening peak period; and

Appendix F

(c) The average weekday inter peak travel times between 9am to noon, noon to 2pm and 2 to 4pm.

N/C

26.3

The Requiring Authority shall carry out continuous monitoring for the duration that construction of the City Rail Link is occurring. The intention is that this monitoring is to be continuous, although it is acknowledged that there may be occasional malfunctions.

N/C

26.4

If a congestion incident occurs (such as an accident), the monitoring during the affected period will be considered unrepresentative.

N/C

26.5

Monitoring shall commence six months prior to construction of the City Rail Link to establish a baseline of existing transport congestion.

Appendix F

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26.6

Transport, Access and Parking Delivery Work Plan – Addendum Lower Albert Street Public Realm Work Doc. No. CRL-PAT-RME-AT-RPT-033019 Revision: 4, Date: 30th October 2018

The monitoring will establish whether the City Rail Link construction works have increased traffic delays as follows: (a) Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition)

Appendix A and C

(b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority).

Appendix A and C

(c) The 30% above shall only apply for an increase predicted to be over four minutes.

Appendix A and C

26.7

If the travel times exceed the above criteria on any one of the specified routes, then additional mitigation shall be implemented by the Requiring Authority in its role as the Road Controlling Authority (under its statutory obligation). The additional mitigation could include but is not limited to advertising alternative routes, removing on street car parking or implementing operational measures, such as lane reconfigurations or signal phasing, to increase capacity on the surrounding network where reasonably possible at that time.

Appendix A and C

26.8

The purpose of additional mitigation measures is to mitigate the increases in traffic delays, reducing these to below the levels identified in Condition 26.6 as far as is reasonably achievable.

Appendix A and C

26.9

For the purposes of this condition, the following are the specified routes:

26.10

(a) Wellesley Street (between Victoria Street and Princes Street)

N/C

(b) Victoria Street (between Wellesley Street and Princes Street)

N/C

(c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua Street)

N/C

(d) Quay Street/Lower Hobson Street (between Fanshawe Street/Hobson Street and Tangihua Street)

N/C

(e) Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street)

N/C

(f) Queen Street (between Mayoral Drive and Customs Street)

N/C

(g) New North Road/Symonds Street (between Dominion Road and Newton Road)

N/C

(h) Mount Eden Road (between Normanby Road and Symonds Street)

N/C

(i) Khyber Pass road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks

N/C

(j) Newton Road between the north western motorway ramps and Symonds Street

N/C

The specified routes shall exclude whichever east-west route has its intersection with Albert Street closed at the time of

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the surveys.

Transport, Access and Parking: Specific Requirements (Britomart to Mayoral Drive) 27.1

To achieve the objective in Condition 25, the following measures shall be implemented: (a) A vehicle access lane at least 3m wide shall be provided along the eastern side of Albert Street between Customs Street and Victoria Street to provide access to properties (except that while the Albert Street/Victoria Street intersection is closed, this access lane is only to be provided between Customs Street and Durham Street);

N/C

(b) A vehicle access lane at least 3m wide shall be provided along the western side of Albert Street between Customs Street and Victoria Street to provide access to properties, except that: (i) While the Albert Street/Customs Street intersection is closed, this access lane is only to be provided between Victoria Street and Wolfe Street; and

N/C

(ii) While the Albert Street/Victoria Street intersection is closed, this access lane is only to be provided between Kingston Street and Customs Street.

N/C

(c) The east-west / west-east connection (two fully operational traffic lanes in each direction) is to be maintained in each direction at two of the Customs Street, Victoria Street and Wellesley Street intersections with Albert Street during the period when the third of those intersections is otherwise fully closed;

N/C

(d) The left turn movement from Customs Street (from the east) into Albert Street, and the left turn from Customs Street (from the west) into Albert Street, shall be retained while the Albert Street / Customs Street intersection is fully closed;

N/C

(e) The left turn from Durham Street into Queen Street shall be reopened while the Albert Street/Victoria Street intersection is fully closed;

N/C

(f) Two way access shall be provided on the single service lane along the western side of Albert Street between 87 Albert Street and Kingston Street while the Albert Street/Victoria Street intersection is fully closed;

N/C

(g) Vehicular Access into and egress from: (i) Mills Lane to and from either Albert Street or Swanson Street; and

N/C

(ii) The Stamford Plaza Auckland main entrance and forecourt area is to be provided at all times and for the avoidance of doubt cannot be temporarily closed during construction.

N/C

(h) Providing pedestrian and cycle access to private property at all times;

N/C

(i) Providing footpaths of at least 1.5m in width along either side of Albert Street;

N/C

(j) At a minimum two safe crossing passageways (which are “fully accessible” with a minimum width of 1.5m wide and well lit ), need to be provided in the vicinity of Swanson Street and Wyndham Street, in addition to pedestrian crossings

N/C

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at the intersections of Victoria Street and Customs Street; and (k) Ensuring that construction traffic does not use Swanson Street, Wolfe Street or Federal Street north of Swanson Street; 27.2

N/C

The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (a) How construction works will be undertaken to mitigate congestion on Albert Street, Wellesley Street, Victoria Street, Customs Street, and Quay Street including retaining east-west traffic movements across Albert Street on Customs Street, Victoria Street and Wellesley Street;

N/C

(b) The timing and sequencing of temporary road lane reductions and / or closures, and the alternative routes and temporary detours to be used, including: (i) How these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network;

N/C

(ii) How the Albert Street/Wyndham Street intersection will be reopened as soon as practically possible;

N/C

(c) How disruption to the use of private property located immediately adjacent the designation with access onto Galway Street, Tyler Street, Queen Elizabeth Square, Customs Street, Albert Street, Victoria Street and Wellesley Street will be mitigated through: (i) Providing vehicle access to private property as practicably possible at all times;

N/C

(ii) Retaining local vehicle access to properties located along Albert Street (which may include only left in, left out access );

N/C

(iii) Retaining access for loading and unloading of goods located along the service lane on the eastern side of Albert Street, between Victoria Street and Wellesley Street; and;

N/C

(iv) Providing an on street loading bay on Customs Street, Lower Albert Street or Lower Queen Street to provide servicing to 21 Queen Street if access during construction cannot be provided to the existing loading bay area for 21 Queen Street, accessed from Lower Albert Street;

N/C

(d) How disruption to the use of the local road network will be mitigated for private bus users, pedestrians and cyclists through:

Appendix C

(i) Providing, where practicable, for the continued operation of private bus operators from hotels and other pick up / drop off locations in the city centre area (cross references to the Communication and Consultation Plan for consulting with private bus operators shall be included in the CEMP and Traffic, Access and Parking DWP); and

Appendix E

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(ii) Retaining pedestrian and cycle access through Lower Queen Street and / or Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street; and (e) How disruption to pedestrians and cyclists requiring the ability to cross from east to west (and vice versa) across Albert Street between Victoria Street and Customs Street can be mitigated through providing, where practicable, safe pedestrian and cyclist passageways across the construction works on Albert Street.

N/C 4.2.3 and 4.3.3

2

Table 2 CRL Britomart to Wyndham Street enabling works resource consent conditions related to traffic and the relevant sections of this document (for reference only)

Condition Number

Resource Consent Condition

Relevant Section:

General Conditions 21.1

In order to give effect to the objective in Condition 19.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored: (a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas; (b) Methods for managing the control of silt and sediment within the construction area;

36

NC

The Consent Holder shall, so far as is it is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved through the following objectives: a. managing the road transport network for the duration of the construction by adopting the best practicable option to manage congestion;

4.2 and 4.3

b. maintaining pedestrian access to private property at all times; and

4.2 and 4.3

c. providing on-going vehicle access to private property to the greatest extent possible.

4.2 and 4.3

Advice Note 1: Condition 36 refers to objectives to be achieved. The requirement to provide mechanisms to achieve these objectives is included in the relevant CRL or Britomart Transport Centre designation conditions.

Advice Note 2: This resource consent does not provide approval to close or occupy temporarily Tyler or Galway Streets. If such actions are required they will be sought and managed under the CRL designation and / or an application to vary the Britomart Transport Centre designation.

2

Appendix B

Resource consents: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437

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Discharge Permit (to Air, R/REG/2014/5437) 71

The final AQMP(s) shall also provide detailed methods including, but not limited to, the following matters: b. a 20 km/hr vehicle speed limit within the Active Construction Zones and Construction Support Areas;

N/C

c. installation of wheel washes;

N/C

d. regular sweeping of public roads around the exit points of Active Construction Zones and Construction Support Areas and sealed vehicle access ways within these areas;

N/C

g. covering of loads of material being delivered and removed from the site;

N/C

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2 PROJECT DESCRIPTION 2.1

CONSTRUCTION OVERVIEW

The PRR works include the construction of street drainage, pavement and footpath construction and landscaping works, within the Albert Street and LAS road corridor between Quay Street and Wyndham Street (see Figure 1). The purpose of the PRR works is to reinstate the public road reserve which has been used to facilitate the CRL C2 enabling works, providing a revitalised urban layout following the completion of the CRL Project.

The PRR works on LAS will occur between Quay Street and Customs Street. Key elements of the PRR works include the removal of existing paving and surfaces, installation of transport infrastructure (bus facilities and traffic signage), installation of a local stormwater network and associated connections, relocation and/or protection of utility services, construction of new road and footpath pavements, and bus stop facilities. These aspects of the PRR works are discussed in further detail in the CEMP PRR addendum.

The eastern side of LAS has been used for construction laydown and support for the CRL C2 works as well as the Commercial Bay development. As these areas become available the PRR works will be progressed in a staged approach along LAS which maintains sufficient vehicle traffic movements to maintain the public bus network. In order to complete the PRR works on LAS and minimise the impact on bus services, it is proposed to prohibit general traffic from LAS with the exception of permitted vehicle access to the Commercial Bay development (2 Queen Street).

This document is specific to the PRR works along LAS between Quay Street and Customs Street West. A separate addendum has been prepared for the PRR works along Albert Street (between Customs Street and Wyndham Street) (CRL-PAT-RME-AT-RPT-033015). Any works outside the CRL designation are not specifically considered within this DWP. Where required separate approvals are being sought concurrently for any works outside the designation.

2.2

INDICATIVE PROGRAMME OF WORK

The proposed construction methodology for the PRR works on LAS adopts a three stage construction approach which maintains public transport access along LAS throughout the duration of construction.

Staging configurations are provided in Appendix B. The LAS PRR work is estimated to be completed between the period September 2018 -February 2020.

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Table 3: Summary of work on LAS - Full construction stages is in Appendix A

Proposed Start

Lower Albert Street

Proposed End

Works

Stage 1

Feb-19

Sept-19

Work on eastern side and northern end of LAS - Stormwater, Services, Pavement, Footpath

Stage 2

Oct-19

Jan-20

Work on eastern side, southern end of LAS - Stormwater, Services, Pavement, Footpath

Stage 3

Feb-20

Aug-20

Works on western side, full length on LAS - Stormwater, Services, Pavement, Footpath

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2.3

CONSTRUCTION TRAFFIC GENERATION

The daily construction vehicle movements (truck and light vehicles) are anticipated to remain consistent with the construction traffic generation estimates provided in section 2.3 of the existing CRL C2 TAP DWP.

2.4

CONSTRUCTION WORKFORCE

The construction workforce estimated for the PRR works on LAS is anticipated to remain within the parameters of the general construction workforce description provided in section 2.4 of the existing CRL C2 TAP DWP.

2.5

WORKFORCE TRAVEL MANAGEMENT PLAN

The Workforce Travel Management Plan provided in Appendix A of the existing CRL C2 TAP DWP provides a general approach to manging workforce travel including a range of strategies to minimise private vehicle movements and promote the use of public transport travel options by the construction workforce. This remains applicable for the PRR works along LAS and shall continue to be implemented.

2.6

HOURS OF OPERATION

There is no change to the general description of hours of operations provided in section 2.6 of the existing CRL C2 TAP DWP.

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3 EXISTING CONDITIONS In general, the existing transport network is currently functioning as per the description of ‘Proposed Traffic Management Measures’ described in section 4.0 if the existing CRL C2 TAP DWP. The following provides an overview of the key transport network conditions as they relate to LAS: 1. No southbound traffic is allowed on LAS, this is to avoid the need for additional signal phases at the intersection of Customs Street and Albert Street, and to provide more efficient phasing at the intersection of Quay Street and LAS. 2. There are no footpath connections or operational businesses on the eastern side due to the construction of Commercial Bay. 3. The two lanes southbound and the footpath on the eastern side of LAS are closed for use by the Commercial Bay development. The construction area is separated from the active traffic lanes by concrete barriers.

4. The footpath on the western side of LAS is open at all time to pedestrians and businesses.

5. A long bus stop is located on the westernmost northbound lane on LAS. This bus stop is also being used as a layover area between services. This bus stop is utilised mainly by the Northern Express Buses and Birkenhead Buses and occasionally by tour coaches (i.e. hotel or tourist drop off) (commuter services are given priority over tour coaches). However, the Birkenhead buses only use LAS to drop off passengers; passenger pick up is from outside 188 Quay Street (Price Waterhouse Cooper tower).

6. The left turn slip lane from LAS to Quay Street has been removed.

7. Two active traffic lanes are provided northbound on LAS (no southbound movements are provided).

8. No right turn traffic is provided from Customs Street onto LAS. 9. Pedestrian crossings at both signalised intersections (LAS and Customs Street, and LAS and Quay Street) are operating as Barnes Dance crossings, i.e. pedestrians can cross the intersection from all corners at the same time.

10. All traffic access to properties and businesses on the western side of LAS is provided by the unnamed service lane between the AMP and PWC Buildings (29 Customs Street/188 Quay Street) and the M Social Hotel (200 Quay Street).

11. No parking is permitted on LAS. 12. No existing cycle facility is available on LAS 13. Current monitoring for travel time by Auckland Transport (AT) is included in the Appendix F (CBD travel time Monitoring Dashboard for March). The March dashboard indicates a minor delay (1-3 minutes) across the peak hours on Quay Street and Customs Street.

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4 PROPOSED TRAFFIC MANAGEMENT MEASURES 4.1

GENERAL

This TAP DWP Addendum has been developed in general accordance with the traffic management approach required by the CRL designation and resource consent conditions (specified in Section 1.4) and the supporting Traffic Assessment provided in Appendix A. The general philosophy of the existing CRL C2 TAP DWP (as outlined within section 4.1.1 of the CRL C2 TAP DWP) remains unchanged.

Likewise, there is no change to the parameters for the development of management concepts, layouts and modelling outlined in Section 4.1.2 and the specified standards outlined in section 4.1.3 of the existing CRL C2 TAP DWP. The key changes to the CRL C2 TAP DWP outlined within this addendum relate to the specific traffic configuration and procedures associated with LAS. Overall, as concluded in the Traffic Assessment (Appendix A) the impact to traffic volumes is considered to be minimal with all travel times and delays predicted to remain within the tolerances outlined in the CRL designation condition 26.6(a).

Furthermore, unless stated otherwise, the traffic management measures outlined in Section 4.0 of the existing CRL C2 TAP DWP shall continue to be implemented. Details of the specific traffic configurations and procedures for each of the construction stages are outlined in sections 4.1 and 4.2.

The following general provisions also apply throughout the construction stages: 



Stone paver footpaths shall be installed along both sides of the LAS Corridor. Materials and equipment (including stone paver loading and storage, excavators, base course stockpiles etc.) are required to be clear from the pedestrian and vehicle access points of buildings, complying with designation condition 27.1(h) and 27.2(c)(ii).

To maintain pedestrian access to businesses along LAS throughout the PRR (in accordance with condition 36(a) of the resource consent and 27.1(h) of the designation) works relating to the reinstatement of footpaths outside businesses entrance along LAS will need to be undertaken outside operating hours for these businesses . Usual business hours are specified in Table 3-2 of the Social Impact and Business Disruption Delivery Works Plan Addendum: Public Realm Reinstatement (CRL-PAT-RME-AT-RPT-033018 and are broadly summarised as: o Global Culture Weekdays: 9:00am to 6:00pm Weekends: 10:00am to 5:00pm o Sushi Pac Weekdays: 8:30am to 7:15pm (staff arrive from 8am) Weekends: 10:00am to 5:00pm. o Aotea Gifts/Avoca 7 days: 9:30am to 10-11:00pm o Jade Centre 7 days: 10:00am to 6:00pm

Connectus will engage with potentially affected business owners (in accordance with the ‘Permit to Notify Process’ outline in Section 6.2.1 of the existing CRL C2 Communications and Consultation Plan (CCP) (CRL-PAT-CST-CON-PLN-001282)) prior to undertaking any such works to confirm business hours in order to avoid any access restrictions during these hours. Additional paver installation work can be carried out by Connectus at night time, restricted to the noise and vibration condition in section 2.6 (Hours of Operation) CRL-PAT-EN-CON-PLN-000904.

Switching traffic lanes to support the construction of the PRR work is required to be carried out at night time, minimising delays on the network. Advanced warning about road layout change is required via media and message board (in accordance with the ‘Construction Look-aheads’ tools outlined in Section 5.2 of the existing CRL C2 CCP).

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4.2

STAGE 1 AND 2 – EASTERN SIDE OF LAS

4.2.1

Overview

Stages 1 and 2 will occur on the eastern side of LAS. An indicative diagram of the work area, showing site access arrangements and intersection controls, is provided in Appendix B. Below are the key traffic arrangement details for Stage 1 and 2: 

LAS is proposed to be a bus only corridor (northbound only) during these stages; this is to ensure minimum delays on travel times for buses;



No general traffic is permitted on LAS;



No southbound traffic is available to keep phasing at the signalised intersection simple and efficient;



The western footpath of LAS in front of businesses is to remain accessible to pedestrians at all times;



Restricted access to the Commercial Bay carpark to the construction traffic only.



Additional physical work to install new bus shelter infrastructure

4.2.2 4.2.2.1

Pedestrian, Cycle & Bus Facilities Pedestrian

There is no pedestrian connection on the eastern side of LAS due to the Commercial Bay development. Pedestrian facilities on the western side of LAS shall be provided as follows: 

The footpath on the western side of LAS will be maintained at a minimum 1.5m clear width all times;



The signalised intersections at Quay Street / LAS and LAS / Customs Street will be maintained and continue to operate as per the existing conditions described in Section 3.0.

4.2.2.2

Cyclists

No specific cycle facilities will be provided on LAS during the Stage 1 and 2 as per the existing condition; however, cyclists can still access the corridor.

4.2.2.3

Buses

LAS will temporarily be a bus corridor during the construction of PRR work. The left turn from Customs Street onto LAS will be used as a bus only lane, as general traffic is banned on LAS during this construction period. Tour coaches are still able to access the Albert Street and Customs Street intersection as noted in sections 4.3 and 4.6 of the existing CRL C2 TAP DWP. Bus access to Wolf Street via Federal Street then Albert Street remains the same.

4.2.3

Site Access

Site access will vary depending on each stage of the project as follows: 1. Northbound traffic movement on LAS – site access is from the intersection of Customs Street / LAS (left turn from Customs Street West to LAS), and exiting via Quay Street / LAS intersection.

2. Southbound traffic movement on LAS – site access is from the intersection of Quay Street/LAS, and exiting via Customs Street / LAS intersection.

The construction site will be surrounded by fences and concrete barriers to prevent trespassing.

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Signal adjustment at the two intersections will be controlled by Auckland Transport’s Operations Centre (ATOC) team. No construction traffic will be able to turn right into LAS from Quay Street.

4.2.4

Property Access

Foot access to all properties will be maintained at all times as per the section 4.13 of the existing CRL C2 TAP DWP and designation condition 27.1(h). All traffic access to properties and businesses on the western side of LAS is currently provided by the unnamed service lane between the AMP and PWC Buildings (29 Customs Street/188 Quay Street) and the M Social Hotel (200 Quay Street). This arrangement shall be maintained.

The Commercial Bay carpark is currently proposed to open in May 2019. However, the construction phase of development will still be progressing. The management of traffic access to the carpark will be maintained by both Commercial Bay construction and Connectus crews.

4.2.5

Emergency Access & Contingency Planning

A meeting with the Emergency Department was carried out with Glenn Menzies, on the 10 April 2018 to discuss access and traffic disruption. It was noted that buildings on the western side of LAS have a low fire risk as they are fitted with fire prevention infrastructure.

Emergency access and contingency planning will continue as described in the existing CRL C2 TAP DWP in Appendix C section 4.19, with Connectus staff providing assistance to the emergency services as directed when the site is manned.

Foot access to the buildings alongside the work site will be available. In addition the Fire Service will be able to enter the unexcavated parts of the work site (needed for construction traffic deliveries and 3 spoil delivery in any case) in the manner previously described the existing CRL C2 TAP DWP .

Traffic signals on Customs Street / LAS, and LAS / Quay Street will be controlled by ATOC to access LAS. During stages 1 and 2, the footpath width on the western side of LAS will range between approximately 1.8 to 2.5m. This width has been confirmed by the NZ Fire Service to be sufficient for evacuation of people out of PWC and AMP buildings.

4.2.6

Kerbside Management (Parking)

Tour coach access on LAS will be available northbound only, for drop off and pick up only. No layover activity is permitted. Vehicle parking along LAS is currently not permitted and will continue to operate in this manner.

4.2.7

Vehicle Tracking (Design Vehicle)

Currently buses (normal size and double decker buses) can turn left from Customs Street onto LAS. All other vehicles and tracking areas should be as per the long-term works requirements set out in the existing CRL C2 TAP DWP section 4.5; including provision for 18.3m articulated truck and trailer units and 12.6m tour coaches to turn left onto LAS from Customs Street.

3

Unlocking the barrier and hoarding sections and pushing them aside to gain vehicle access closer to the western side buildings.

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4.2.8

Temporary Speed Zones

The work site and detours will be operated 20km/hr temporary speed zone as per section 4.4.1 Appendix C of the existing CRL C2 TAP DWP; with the extent of the speed reduction area as agreed with the AT Corridor Access Request (CAR) team.

4.2.9

Fixed Signage

Fixed signage with agreed messaging of the change in traffic layout will be placed on the approaches to Fanshawe Street, Customs Street West and Quay Street. Indicative key temporary and warning works signs and messaging is noted in the summary diagram presented in Appendix D of this addendum and will be confirmed in conjunction with the AT CAR team during submission of the TMP. Signs will be installed as described in section 4.8.2 of the existing CRL C2 TAP DWP. 4.2.10 Potential Further Mitigation Measures Before starting the PRR works on LAS, Connectus and CRLL shall work with AT to provide the following: 1. Advise the public of the upcoming PRR work, especially for key business users in the area and Downtown Carpark (31 Customs St West) patrons which may include introducing way finding inside the carpark building; and 2. Work with ATOC to manage the traffic signals for vehicles leaving the Downtown Carpark, especially level 3 exit onto Fanshawe Street.

4.3

STAGE 3

4.3.1

Overview

During stage 3, PRR construction works will occur on the western side of LAS. An indicative diagram of the work area, site access arrangements and intersection controls is provided in Appendix B. A summary of the key aspects of the configuration is as follows: 

It is proposed to have one live traffic lane southbound, allowing bus only through travel. This traffic lane will be shared with the Commercial Bay underground carpark traffic;



The only pedestrian crossing point will be at the two main intersections at LAS / Customs Street, and LAS / Quay Street. No further pedestrian connections or crossings will be provided between the eastern and western side of LAS;



A barrier will be installed on both sides of the live lane to prevent pedestrians crossing the road via the construction zone;



Due to the widening of the footpath in stage 1 and 2, the available corridor width is enough for one through lane only on LAS and 1 bus layover lane.



Additional physical work to install new bus shelter infrastructure

4.3.2 4.3.2.1

Pedestrian, Cycle & Bus Facilities Pedestrian

During stage 3, the construction of the footpath on the eastern side of LAS shall have been completed according to the staging plan from CRLL (shown in Appendix B). Accordingly, pedestrian facilities shall be provided on both sides of LAS as follows: 

The footpath on the western side (construction side) of LAS will be maintained at a minimum 1.5m clear width at all times in front of the businesses. If the western footpath is required for Page 22

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paver installation, it is proposed to do so in stages and where possible. It should only install of paver, and not cutting paver outside business hours 

Crossings at the signalised intersections of Quay Street / LAS and LAS / Customs Street will be maintained and operated in accordance with the existing conditions described in section 3.0;



Where required, a temporary (portable) foot bridge can be installed at the business entrances (during paver installation) maintaining pedestrian access during business hours.

4.3.2.2

Cyclists

No specific cycle facilities will be provided on LAS. However, cyclists can still access LAS corridor. It is noted that during the discussion with AT Metro and CRLL, the implementation of new cycle lane on Lower Hobson was requested to be delayed until finishing of the LAS PRR work.

This existing space outside Sebel Hotel on Lower Hobson street will provide additional drop off, and layover area for the NEX bus service during stage 3 of the construction.

4.3.2.3

Buses

LAS will temporarily act as a bus corridor during the PRR works. However, the bus stop is proposed to be on Customs Street West, allowing passenger boarding & disembarking to be safer and more efficient. Bus movements shall operate as follows: 

Northern Express (NEX) buses to drop off or pick up any passenger or layby on LAS in stage 3.



Birkenhead (BH) bus to drop off and pick up passenger on Customs Street, Quay Street as shown in Appendix E.



It is proposed to provide additional layover area for NEX bus on Lower Hobson Street, outside of the Hotel Sebel (85 Lower Hobson Street), currently mainly used by the Explorer buses.



For BH buses, additional drop off and pick up facility can be provided on Customs Street West (left lane approach to the intersection of Customs Street / LAS); and Quay Street (Appendix E).

Buses will be able to pick up and drop off passengers, and layover in this location.



Tour coaches are still able to access LAS as noted from the existing CRL C2 TAP DWP, and will be restricted to no stopping during peak hours.



Permanent bus shelter delivery will be done at the same time during the construction of the western footpath

4.3.3

Site Access

All construction traffic will enter the site from Quay Street / LAS intersection. The construction traffic will leave the site at Customs Street/ LAS intersection. This is consistent with the site traffic movements- southbound traffic only. Signal adjustment at the two intersections will be controlled by the ATOC team. No construction traffic will be able to right turn onto LAS from Customs Street West .

The construction site will be separated by fences and concrete barriers to prevent trespassing.

4.3.4

Property Access

Foot access to all properties will be maintained at all times as per the existing CRL C2 TAP DWP and designation condition 27.1(h). All business traffic access to properties and businesses on the western side of LAS is currently provided by the unnamed service lane between the AMP and PWC Buildings (29 Customs Street/188 Quay Street) and the M Social Hotel (200 Quay Street).

The Commercial Bay carpark is proposed to open in (approximately) May 2019 and management of traffic access to the carpark will be maintained by both Commercial Bay construction crew and Connectus crew.

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4.3.5

Emergency Access & Contingency Planning

Emergency access and contingency planning will continue to be as described in the existing CRL C2 TAP DWP in Appendix C section 4.19, with Connectus staff providing assistance to the emergency services as directed when the site is manned.

The buildings access alongside the work site will be made available to emergency crews. In addition the Fire Service will be able to enter the unexcavated parts of the work site (needed for construction 4 traffic deliveries and spoil delivery in any case) .

Traffic signals on Customs Street / LAS, and LAS / Quay Street will be controlled by ATOC to access LAS. 4.3.6

Kerbside Management (Parking)

Tour coach access will be available southbound only on LAS. No layover activity is permitted during stage 3. Vehicle parking along LAS is currently not permitted and this shall be maintained during stage 3.

4.3.7

Vehicle Tracking (Design Vehicle)

At this stage, buses will be left turn from Quay Street onto LAS. The existing delineator on Quay Street will be removed at this stage. Buses (normal size and double decker busses) can turn right from LAS onto Fanshawe Street. No other vehicles (besides construction vehicle and those accessing the Commercial Bay Carpark) are allowed to access LAS.

Figure 2: Delineator on Quay Street

4.3.8

Temporary Speed Zones

The work site and detours will be operated under a 20km/hr temporary speed zone as per the existing CRL C2 TAP DWP Appendix C section 4.4.1, with the extent of the speed reduction area as agreed with the AT CAR team.

4.3.9

Fixed Signage

Fixed signage with agreed messaging of the change in traffic layout will be placed on the approach of Customs Street and Quay Street. Indicative key temporary works signs and messaging is noted in the summary diagram presented in Appendix D of this Addendum; and will be confirmed in conjunction with the AT CAR team during submission of the TMP. Signs will be installed as described in the existing CRL C2 TAP DWP Appendix C Section 4.8. Way finding signage and pamphlets should be distributed on the network to remind passengers the temporary changes during this construction period.

4

I.e. unlocking the barrier and hoarding sections and pushing them aside to gain vehicle access closer to the western side buildings.

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4.3.10 Potential Further Mitigation Measures Before commencing stage 3, Connectus and AT are to deploy ambassadors on the network to advise the changes on the network arrangement, especially with the proposed new bus stop locations for NEX and BH Services.

Once stage 3 finishes, LAS southbound will remain as a bus corridor until the Albert Street (between Wyndham Street and Customs Street) PRR works finish as Albert Street PRR construction starts from the southern (Wyndham Street) end and slowly moves north with the programme finishing at the end of July 2020.

5 ASSESSMENT OF EFFECTS The overall traffic effects are assessed in the Traffic Assessment contained in Appendix A. In summary, the additional PRR work on LAS are predicted to have only minimal impacts on the traffic network for the following reasons: 

The LAS PRR works will be run partially in concurrence with the PRR work on Albert Street.



Network performance is predicted to be maintained to within the agreed tolerances for the key routes being monitored.



Worker and public safety will be maintained by minimising intersection control changes and foot access.

Additional work required to limit access from general traffic to LAS. There is the potential disruption for bus passengers due to the temporary changes in bus stop locations, particularly during stage 3. The disruption in service have been communicated with AT Metro team by CRLL and AECOM. This can be effectively mitigated by deploying additional ambassadors from AT to assist at the beginning of the construction stage 3, and sending communication message as early as possible to all users.

6 MONITORING Monitoring of the ten key traffic routes nominated in the designation conditions will continue as described in the existing CRL C2 TAP DWP Appendix C sections 4.14 and 4.15. Exemplar results of this monitoring are included in the Traffic Assessment presented in Appendix A. In addition on-going monitoring of local traffic conditions by the site team and ATOC will continue.

7 COMMUNICATIONS & STAKEHOLDER INTERFACE th

A Community Liaison Group Meeting was held at the CRLL office on the 19 June 2018 (17:00 to 18:30). The meeting included stakeholders from the Precinct Development, Prince Albert Apartment, Aotea Gifts owners, Connectus Communication Manager and AECOM. A summary of the comments related to the TAP Addendum is included in Appendix G.

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Stakeholder communication will continue, consistent with the existing CRL C2 TAP DWP and CRL C2 CCP. However it is worth noting that the following specific communication activities will be undertaken: 

ATOC and Emergency Service department will be advised of the changes to traffic management in relation to the operation of their traffic signal network prior to the submission of the TMP.



Variable message signs will be installed to warn drivers of the changes to the road layout, at least 5 days before the traffic switch.



Local property occupiers (notably those in LAS, Sturdee Street, Quay Street and the AMP tower) will be advised of the changes 1-2 weeks before the works commence, consistent with the ‘Permit to Notify Process’ outlined in section 6.2.1 of the existing CRL C2 CCP.



The Fire Service will be advised of the proposed layouts and building access arrangements at least 10 days before the traffic switch. On-going liaison with the Fire Service regarding the internal layout of the site and extent of excavation and other works will be undertaken on a weekly basis or as otherwise agreed with the Fire Service.

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Appendix A LOWER ALBERT STREET TRAFFIC ASSESSMENT

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AECOM Consulting Services (NZ) Ltd 8 Mahuhu Crescent Auckland 1010 PO Box 4241 Shortland St Auckland 1140 New Zealand www.aecom.com

+64 9 967 9200 +64 9 967 9201

tel fax

Memorandum

Page

To

Lucas Nikkel, Fritha Witton, Hugh Robinson,

CC

Nicolas Smith, Matthew Kerr-Ridge, Tim Brown

Subject

Lower Albert Street Public Realm Work - High Level Traffic Assessment (Working Draft for CLG feedback)

From

Ngan Soai Truong

File/Ref No.

SPxxx

1.0

Date

1

09-May2018

Purpose of the document

The purpose of this report is to undertake a high level traffic impact assessment for the proposed temporary traffic management associated with the City Rail Link (CRL) public realm reinstatement work on Lower Albert Street. The Lower Albert Street Public Realm Reinstatement construction work proposes to prohibit general through-traffic from Lower Albert Street and allow buses, pedestrians and cyclists only.

This assessment supports the Transport, Access & Parking Delivery Work Plan- Addendum Lower Albert Street Public Realm Work (CRL-PAT-RME-AT-RPT-033019) which has been prepared to manage the works.

2.0

General and Background

The public realm work on Lower Albert Street is planned to start from February 2019. The Lower Albert Street work duration is estimated to be over the period of 18 months. The public realm construction methodology was created in cooperation with the developers of Commercial Bay Development (corner of Lower Albert Street and Customs Street east). The stages are captured as shown in Error! Reference source not found.. The Albert Street public realm work is covered in separate Addendum Report (CRLPAT-RME-AT-RPT-033015).

It is noted that the resource consent for the Commercial Bay Development allows traffic to access the carpark via the entrance on Lower Albert Street. From the construction programme, the Commercial Bay carpark entrance is scheduled to open in May 2019 (although general construction will continue on Lower Albert Street until March 2019).

In addition, Auckland Transport is also planning to undertake the Quay Street Seawall reinstatement parallel to Lower Albert Street public realm work. The Quay Street Seawall programme is currently uncertain (as resource consent is yet to be approved); however, one of the modelling scenarios included the Quay Street Seawall work to assess the effect on the network. The modeling was undertaken by Flow Transportation Specialist, including revising the consenting model, updating the bus Flow and vehicle flows. A short technical note was provide by FLOW with recommendation and included in Appendix C of the Lower Albert Street Public Realm Reinstatement TAP Addendum. This report is based on the assessment of effects and proposed bus movement on the network as outlined in the Flow Modeling Report.

c:\users\kerrridgem\desktop\appendix a las public realm work traffic assessment 2018-05-09.docx

Table 1 LAS Staging Proposed Start

Lower Albert Street

Proposed End

Works

Stage 1

Feb-19

Sept-19

Work on eastern side and northern end of LAS - Stormwater, Services, Pavement, Footpath

Stage 2

Oct -19

Jan-20

Work on eastern side, southern end of LAS - Stormwater, Services, Pavement, Footpath

Stage 3

Feb-20

Sept-20

Works on western side, full length on LAS - Stormwater, Services, Pavement, Footpath

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3.0

High Level Approach

The high level quantitative assessment has been completed to understand the effects of traffic diverting to other parts of the network as a result of prohibiting through traffic from accessing Lower Albert Street. This traffic management scenario also represents the final traffic network layout once construction is complete, with the exception that access will be permitted to the Commercial Bay development.

The assessment focuses on both AM (7:00 – 9:00) and PM (16:00 to 18:00) peaks. The construction is divided into three stages. Based on the methodology, especially for stage 3, the relocation of the bus service route (mainly Northern Express and Birkenhead Bus) from Lower Albert Street/Albert Street is included in this assessment. Network redistribution was taken from the Saturn model to work out possible traffic diversion routes for Downtown Carpark traffic or North Shore traffic.

4.0

Modelling Assumptions

As per the original modelling report dated 11 September 2015, to ensure consistency in calibration, comparisons and traffic impact assessments, Saturn version 11.2.05 has been used to assign the traffic demands to the Central City road network by Flow.

The public realm construction methodology proposes to turn Lower Albert Street into a “Bus Only” corridor. This is to support the bus operations Level of Service and efficiency during the reinstatement of Lower Albert Street.

Due to the similarity in the traffic arrangement during the CRL pipe jack works on Albert Street, the consented modelling scenario 7a (TMP Stage 10) was utilised as a base network with the following changes to represent the existing road layout: 1. The Southbound approach to Albert Street from Customs Street is open to left and right only - the through movement is banned to general traffic and there are no bus movements on Albert Street during the construction.

2. Customs Street west and east approach reduced to two lanes; no right turn from Customs Street east to Lower Albert Street, nor from Customs Street west to Albert Street.

3. Mills Lane is reversed to allow westbound travel from Albert Street with a left in movement permitted from Albert Street only.

4. Swanson Street east left out to Albert Street only, i.e. no vehicles left from Albert Street.

5. Left in, left out for the Swanson Street west approach; Albert / Wyndham Street and Wolfe/Albert Street Intersection.

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Pedestrian and Vehicle intersection observation – Downtown Carpark – Fanshawe Street

5.0

In December 2017, AECOM was commissioned to undertake observations of vehicle and pedestrian movements at Downtown Carpark Lower entrance between 16:00 to 18:00. This survey was designed to observe the peak of pedestrian movement and carpark queues and queue length (if any) on the Fanshawes Street footpath and lower deck carpark entrance. The intention of this investigation was to support the pedestrian management at the carpark entrance and exit location, helping pedestrians and users to enter and exit carpark safely.

During the survey, it was found that the peak of pedestrian movements is around 5:15 to 5:30 (as shown in Figure 1, and the longest observed queue inside the carpark (trying to exit) during the period was 3 to 4 car length in the PM peak from the lower deck out to Fanshawe Street.

No observation was done on the upper deck of Downtown carpark in December. It was known that the restriction to exit upper deck carpark is at the signal of Hobson Street / Fanshawe Street.

Figure 1

Pedestrian Count on Fanshawe Street footpath outside – Downtown carpark lower deck

Pedestrian Observation outside of Downtown Carpark Dec - 2017 350 300 250 200 Pedestrian

150 100 50 0 17:00

17:15

17:30

17:45

Noted the count was for both directions. However, from the observations, the majority of foot trips appear to head to the Lower Albert Street buses, and/or to the Fanshawe Street direction.

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6.0

Proposed alternative bus route

The Lower Albert Street Public Realm Work construction methodology contains 3 phases with the following key movements: 1. Phase 1 and 2 - Lower Albert Street is a bus only corridor northbound, business-as-usual, no changes in bus movements.

2. Phase 3 - Lower Albert Street is a bus only corridor southbound, bus movements are required to change to accommodate this change. th

As a result of Stage 3, an alternative bus route was proposed to Auckland Transport Metro team on the 9 April 2018 to support Northern Express Bus (NEX) and Birkenhead Bus (BH) Level of Service: 1. The NEX was proposed to use the Lower Hobson; right turn onto Quay Street, right turn onto LAS. 2. The BH was proposed to use Customs Street West; left turn onto Commerce St, left turn onto Quay Street, left turn onto LAS and right turn onto Fanshawe Street.

The proposed route is shown in the Figure 2Figure 2.

Figure 2

Proposed bus route for NEX and BH during Stage 3 of LAS public realm work.

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7.0

Saturn Model Distribution and Sensitivity Testing

Using the Saturn model, Flow was completed 6 different tests of potential movement, and compared these to the base model to estimate the additional travel time due to the change in the network. The following provides a summary of the tests: 













7.1

Base: Current operating network as of April 2018 is the base o General traffic plus buses on LAS northbound o Quay Street remains the same (two lanes each direction with turns permitted into LAS – current configuration) o Left and right turns permitted from LAS o Commercial Bay carpark is NOT operational o No changes to current bus patterns o Albert Street between Customs Street and Swanston Street is southbound only. o Northbound traffic on Albert Street is diverted via Swanston Street and Federal Street (to January 2020) o NRT from Customs Street into Lower Albert Street and Albert Street Test 1A: Phase 1 and 2 of the LAS public realm work o As per “Base” except: o LEFT ONLY out of Lower Albert Street o No “through traffic” on Lower Albert Street Test 1B: The purpose of this test is to see how much through traffic would be using Lower Albert Street if there is no legal mechanism to restrict this traffic o As per “Test 1A” except: o General traffic plus buses on LAS northbound Test 2A: Phase 3 of the LAS public realm work: o As per “Base” except: o Lower Albert Street is SOUTHBOUND only o Quay Street/LAS: Right lane on Quay Street (EB) to be marked as a shared through-right lane (permit filter right turn), left lane on Quay Street (WB) to be marked as a shared left-through lane. o Commercial Bay carpark IS operational o No “through traffic” on Lower Albert Street o NEX Services: To travel via Lower Hobson Street into Quay Street and then turn right into Lower Albert Street – bus stops will be on LAS o Birkenhead Services: To travel via Customs Street, Commerce Street, Quay Street (WB), then left turn to the Lower Albert Street , right turn out to Fanshawe Street o Customs/LAS: Add one phase into the traffic signals for southbound buses/traffic out of Lower Albert Street o Customs/LAS: Lane that is currently used for left turning traffic in the base is to be allocated as a BUS LANE (through) so that there is 1 traffic lane and 1 bus lane travelling through the intersection. Include “B” phase allows for “link buses” to get a bit of a head start.

Test 2B: The purpose of this test is to see how much through traffic would be using Lower Albert Street if there is no legal mechanism to restrict this traffic o As per “Test 2A” except: o General traffic plus buses on LAS southbound Test 3: Quay Street Seawall Project: Phase 1 & 2 of the LAS public Realm o As per “Test 1A” except:. o Quay Street/LAS 1 lane in each direction PLUS westbound kerbside bus lane between LAS and Lower Hobson Street.

Test 4: Quay Street Seawall Project: Phase 3 of the LAS public Realm work o As per “Test 2A” except:. o Quay Street/LAS 1 lane in each direction PLUS central right turn lane into LAS. o Transition from 2 lanes on Lower Hobson Street (NB) to 1 lane on Quay Street eastbound – Base on the Seawall project recommendation.

Saturn Model Results

A summary of travel time from the Flow report is included below.

Description of each test is included in FLOW technical report. Each of the tests was set up to estimate additional travel time along key consent routes, and especially to estimate additional travel time for the two main bus services (NEX and BH) using Fanshawe Street, Lower Hobson Street, Customs Street. c:\users\kerrridgem\desktop\appendix a las public realm work traffic assessment 2018-05-09.docx 6 of 9

As shown in the Table 2 below, in all tests: 1. The NEX service is estimated to experience an average of 1 minute additional travel time.

2. The BH service is estimated to experience an average of 4 to 5 minutes additional travel time.

3. The model indicates an additional 200veh/hrs reroute and use Customs Street West and Commerce Street as alternative routes heading east instead of using Lower Albert Street; right turn onto Quay Street.

While the programme for the Quay Street Seawall is uncertain Test 4 included the proposed Quay Street Seawall work and CRL C2 Public Realm Work. As outlined below the results of this test were comparable to other tests.

Table 2

Summary of additional travel time for NEX and BH due to Public Realm work on LAS.

Phase

Test

NEX

BH

General Traffic

Phase 1 and 2 Lower Albert Street Public Realm Works

Test 1A

No Change (AM/PM)

No Change (AM/PM)

+ 30 seconds for Quay Street and Customs Street

Test 1B

+ 15 seconds (AM/PM)

+ 15 seconds (AM/PM)

No Change (AM/PM)

Test 3

No Change (AM/PM)

No Change (AM/PM)

+ 1 to 2.5 minutes on Customs Street

Phase 1 and 2 Lower Albert Street Public Realm Works and Quay Street Seawall Replacement Phase 3 Lower Albert Street Public Realm Works – Southbound only

+ 1 to 2.5 minutes on Quay Street (AM/PM) Test 2A

Test 2B

'+ 1 minute (AM)

'+ 3 minute (AM)

+ 1.5 minutes (PM)

+ 4 minutes (PM)

'+ 1 minute 45 seconds (AM)

'+ 4 minute (AM)

+ 1.5 minute Quay Street (AM/PM)

+ 5.5 minutes (PM)

+ 2.5 minutes (PM) Phase 3 and Quay Street Replacement

Test 4

+ 1 minute (AM/PM)

'+ 45 seconds for Customs Street (PM)

'+ 45 seconds for Customs Street (AM/PM) + 1 minute Quay Street (AM) + 2 minutes Quay Street (PM)

+ 4.5 minute (AM/PM)

'+ 1.5 minutes on Customs Street (AM/PM) + 2 minutes on Quay Street (AM/PM)

The initial findings from this network level assessment are that: 

There is very little change in the proportion of people leaving via the upper deck and lower deck as a result of closing Lower Albert Street to general traffic.



The primary impacts of the closing Lower Albert Street to general traffic is that: o

The majority of the traffic that was using Lower Albert Street from the carpark exit (approximately 120 vehicles) is expected to travel via Customs Street and onto Commerce, Gore and Tyler Streets as predicted in the Saturn model.

o

The traffic that approaches the area from Fanshawe Street and Sturdee Street changes route to reach Quay Street by using Lower Hobson Street, rather than Lower Albert Street, without Quay Street reinstatement work.

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o



8.0

The net gain in traffic volumes on Customs Street east from Lower Albert Street is approximately 100 vehicles with the upper estimate of 120 vehicles per hour. This change represents a 8-12% increase in traffic volumes travelling eastbound on Customs Street through the Queen Street intersection.

The observed travel time is produced by Auckland Transport monthly for monitoring purposes.

March 2018 was used in this report to reflect general traffic travel time route during construction period, outside of the holiday season.

Discussion

The initial findings are that: 

CBD is a heavily congested network in the PM peak and very sensitive to changes in traffic volume, with Fanshawe Street and Hobson Street being very heavily congested in the evening peak.



There is a small proportion of traffic exiting the carpark that is expected to use the upper deck rather than exiting the lower deck.



The impact to traffic volumes is considered to be minor with the impact to travel times and delays expected to be within the tolerances outlined in the consent conditions 26.6 (a).



The key changes in the use of the network is largely associated with people switching to Lower Hobson Street to access Quay Street as a consequence of the carpark traffic using Customs Street – this appears to be logical as it should be quicker to travel this route as a result of the reduction in general traffic turning right from Lower Albert Street onto Quay Street.



The traffic that would have otherwise left the carpark to access Quay Street via Lower Albert Street is likely to use Commerce Street, Gore Street and Tyler Street. Commerce Street does not appear to be a suitable route because of the number of buses that currently use this street and it is more likely that Gore Street, and Britomart Place will be used.



It is anticipated that there will need to be some minor adjustments to the traffic signal set-up on Customs Street and Quay Street to facilitate these changes in the use of the network; however these are considered to be business-as-usual for ATOC.

9.0

Mitigation

It is likely that the following adjustments will need to be made to mitigate the effects (albeit minor) on the network. 



Adjustments to the traffic signal settings to: -

Give a slightly higher priority for eastbound traffic on Customs Street at Lower Albert, Queen Street, Commerce Street and Gore Street as in the proposal, there will be mainly traffic out of Commerce Street and Gore Street in Stage 1 and 2 of construction.

-

In Stage3 of construction, this priority will be required to give more for buses right turns out of Lower Albert Street onto Fanshawe Street.

-

Give a higher priority to Fanshawe Street westbound traffic at Hobson Street, Nelson Street, Halsey Street and Beaumont Street to ensure that the queues from these intersections do not block the carpark exit or traffic travelling westbound from Customs Street.

-

Adjustments to minimise (and potentially eliminate) the right turn movement out of Lower Albert Street at the Quay Street intersection in Stage 1 and 2 as this will be restricted to left out only (dependent on whether traffic from the development has consent to turn right out of Lower Albert Street during their construction period).

-

Minor adjustments on the intersections of Quay/Commerce, Quay/Gore Streets to achieve the right balance of network use.

Comprehensive signage in downtown carpark for exiting to show drivers the best routes for the upper carpark exit to the north and south, and lower carpark exit to the east to reduce the proportion of traffic re-routing to head north using Customs Street and Quay Street.

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

An incident management plan will be set up in SCAT to prioritise emergency vehicle to access Lower Albert Street.



Consideration should be given to convert the left turn lane on Customs Street West to a bus lane only during the construction allowing buses to advance through intersection from the left lane.

Ngan S Truong Senior Transportation Engineer ngan.truong@aecom.com Mobile: +64 21 539 837 Direct Dial: +64 9 967 9482

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Appendix B LOWER ALBERT STREET PROPOSED TRAFFIC MANAGEMENT OVERVIEW PLAN

Page B

Stage 1 - Eastern Side, Northern End

1) Retail Building Facade Install Start: 3/01/19 Finish: 13/03/19

2) Connectus Public Realm Works Stormwater, Services, Pavement, Footpath Start: 25/02/19 Finish: 11/09/19

3) Retail Building Canopy Install Start: 6/08/19 Finish: 16/09/19 Note: Precinct underground accessway to be completed in halves to maintain access

4) AT Bus Shelter Install Start: 31/01/20 Finish: 13/02/20

Airbridge Upgrade Works Start: DD/MM/YY Finish: 11/04/19

Vector 22kV Jointing Start: 06/05/19 Finish: 14/06/19 Note: Full Road Closure Required

Key Stage 1 Work Extents Vector Works FCC / Precinct Work Area Existing Kerbline New Stormwater Page 2

Stage 2 - Eastern Side, Southern End 1) Tower Building Facade Install Start: 5/07/19 Finish: 21/11/19 2) Connectus Public Realm Works Stormwater, Services, Pavement, Footpath Start: 30/10/19 Finish: 30/01/20

3) Retail Building Canopy Install Balance of Works Start: 17/09/19 Finish: 7/10/19

4) AT Bus Shelter Install Start: 31/01/20 Finish: 13/02/20 0) Vector 110kV Civil Works & Jointing Start: 2/08/19 Finish: 24/10/19 Note: Connectus Site Office Relocated Prior Starting Note: Approximate location of tunnel access

Key Stage 2 Work Extents Vector Works FCC / Precinct Work Area Existing Kerbline New Stormwater Page 3

Stage 3 - Western Side, Full Length

0) Vector HSBC Jointing Start: 30/03/20 Finish: 10/04/20

1) Connectus Public Realm Works Stormwater, Services, Pavement, Footpath Start: 14/02/20 Finish: 20/08/20

2) AT Bus Shelter Install Start: 21/08/20 Finish: 3/09/20

Key Stage 3 Work Extents Vector Works Existing Kerbline New Stormwater Page 4

Appendix C TECHNICAL MODELLING REPORT - FLOW

Page C

technical note

PROJECT

CRL CONSTRUCTION

SUBJECT

LOWER ALBERT STREET PUBLIC REALM WORK – PHASE 1, 2 AND 3

TO

PROJECT TEAM

FROM

HARRY ORMISTON (FLOW)

REVIEWED BY

TERRY CHURCH (FLOW)

DATE

17 APRIL 2018

1 INTRODUCTION City Rail Link Limited (CRLL) will be undertaking streetscape works on Lower Albert Street beginning September 2018. The works will be undertaken in three phases, with the third phase requiring the rerouting of North Shore bus services that use Lower Albert Street. The traffic implications of the next phases of works on Lower Albert Street have been assessed in order to understand the implications of the temporary changes to bus routes that use Lower Albert Street, as well as the combined effect when considering the temporary traffic management in place on Quay Street for the seawall replacement.

The assessment contained within this technical note is informed by the Auckland Transport’s City Centre SATURN traffic model which has been used extensively for assessment of the CRL temporary staging works by Flow and AECOM. This model has also been used by Flow for the traffic assessment associated with the Quay Street seawall replacement.

The City Centre traffic model represents the morning and evening peak hour periods for a future forecast year, being 2021.

1.1 City Centre Travel Monitoring Auckland Transport, in accordance with the CRL conditions of consent monitor seven key routes through the city centre during the peak periods as shown in Figure 1. Data is collected via Bluetooth for the morning (7– 9am) and evening (4 – 6 pm) periods.

2 Figure 1: Key monitored routes through City Centre

Base travel times are calculated using the average travel time for each route prior to the CRL works commencing. Conditions of the resource consent allow no more than a 10 minute delay against this original base time. Monthly reporting is undertaken to review how each of the routes are performing within these parameters. To date, the CRL temporary works have not reached the thresholds for any of the corridors monitored.

As part of the Quay Street seawall replacement temporary works, mitigation measures are proposed to ensure the same triggers are not breached.

Further to the above general traffic travel time routes, modelled travel times for the Northern Express (NEX) and Birkenhead bus services have been analysed. The existing travel time route is shown in Figure 2.

Figure 2: NEX and Birkenhead Bus Routes – Travel Times for Modelling Analysis Comparison

3

2 OVERVIEW OF LOWER ABLERT STREET AND SEAWALL WORKS The traffic modelling tests completed in the City Centre SATURN traffic model are investigating the effects of Phase 1 to 3 of the Lower Albert Street public realm work in combination with the Quay Street seawall construction and associated reduction in traffic lanes. The following public realm works are proposed on Lower Albert Street:



Phase 1 and 2: Northbound bus movements only, with no general traffic movements permitted or southbound bus circulation. A left turn from Lower Albert Street to Quay Street is permitted and the right turn phase movement to Quay Street is to be prohibited.



Phase 3: Southbound bus movements only on Lower Albert Street, with no general traffic movements or northbound bus circulation to enable works on the western side of Lower Albert Street. All movements are permitted from Lower Albert Street to Customs Street to enable buses to turn right towards Fanshawe Street.

Quay Street seawall construction and temporary traffic management is expected to involve the following:



The total number of traffic lanes on Quay Street is reduced to one general traffic lane in each direction, with two lanes westbound in key locations to aid bus reliability (between Lower Albert Street and Lower Hobson Street and from Britomart Place to Commerce Street).



It is intended that right turn movements to and from side streets Lower Albert Street, Commerce Street and Gore streets will simplify the traffic signal phasing at these intersections with Quay Street, thereby increasing the green time for Quay Street through movements.



The construction zone on the northern side of Quay Street will reduce the overall road width, and therefore reduce the total pedestrian crossing distances across Quay Street.. This will enable the required pedestrian crossing green times to be marginally reduced whilst retaining similar levels of service and safety for pedestrians.



The above measures are intended to allow vehicle capacity and bus reliability to be retained at a similar level to the existing situation at the key intersections within the construction area.

2.1 Lower Albert Street Modelling Tests The scenario that have been tested in the traffic model are based on the scenarios outlined by AECOM, following recent discussions with AT Metro and CRLL. We understand these to be:



Base Scenario: Current network as of April 2018. This includes the following network assumptions: o General traffic and buses on Lower Albert Street northbound; o Quay Street remains the same as currently operates today. Left and right turns permitted from Lower Albert Street to Quay Street; o Commercial bay car park is assumed to be closed; o No changes to current bus patterns;

4 o Albert Street between Customs Street and Swanston Street is southbound only.

Northbound traffic on Albert Street is diverted via Swanston Street and Federal Street (until January 2020); and o No right turn from Customs Street into Lower Albert Street and Albert Street.



Test 1A: Phase 1 and 2 of the Lower Albert Street public realm works (September 2018 to September 2019) o As per the ‘base scenario’ except for allowing northbound bus movements only on Lower Albert Street, and the left turn movement only out of Lower Albert Street. The right turn movement from Lower Albert Street to Quay Street is prohibited.



Test 1B: As per Test 1A with buses and general traffic on Lower Albert Street northbound. The purpose of this test is to see how much through traffic would be using Lower Albert Street if there is no legal mechanism to restrict this traffic.



Test 2A: Lower Albert Street southbound only for buses with no through traffic. Phase 3 of the Lower Albert Street public realm work (October 2019 – Feb 2020). As per ‘base’ except: o Lower Albert Street southbound only; o Right turn from Quay Street to Lower Albert Street to be a separate bus right turn lane; o Commercial bay car park is assumed to be open; o No ‘through’ traffic on Lower Albert Street; o NEX services to travel via Lower Hobson Street into Quay Street and then turn right into Lower Albert Street – bus stops will be on Lower Albert Street; o Birkenhead Services to travel via Customs Street, Commerce Street, Quay Street (westbound), then left turn to the Lower Albert Street and right onto Fanshawe Street; o Customs/Lower Albert Street intersection: Additional phase at the traffic signals for southbound buses/traffic out of Lower Albert Street. Only a single lane is able to be provided; and o Quay Street/Lower Albert Street intersection requires an additional phase for inbound buses turning right to Lower Albert Street. A separate right turn lane is proposed.



Test 2B: As per Test 2A with general traffic and buses on Lower Albert Street southbound. The purpose of this test is to see how much through traffic would be using Lower Albert Street if there is no legal mechanism to restrict this traffic.



Test 3: As per Test 1A (ie no changes to bus service circulation) with a reduced number of lanes on Quay Street associated with the seawall project (September 2018 to September 2019).



Test 4: As per Test 2A (ie proposed changes to bus service circulation) with a reduced number of lanes on Quay Street associated with the seawall project (October 2019 – Feb 2020).

Bus services for Phase 1 and 2 remain the same as today with northbound bus circulation on Lower Albert Street, however the bus route and bus stopping arrangement for Phase 3 are presented in Figure 3.

5 Figure 3: Proposed Bus Service Stops/Layovers and Routes for Phase 3 Lower Albert Street Public Realm Work

AECOM has fronted discussions with AT Metro regarding the best alternative bus routes during Phase 3 of the Lower Albert Street public realm works. There have been a number of different options investigated and the best alternative, with the likely least delay and disruption to bus services is presented in Figure 3.

With regard to bus frequencies, AT Metro provided the following information:



Northern Express (NEX) services will have approximately 78 arrivals between 7 am and 9 am with approximately 75 departures between 4 pm and 6 pm.



Birkenhead Transport services will have approximately 45 arrivals between 7 am and 9 am with approximately 49 departures between 4 pm and 6 pm.

The services have been divided by two to represent peak hour model bus flows.

3 SUMMARY OF FINDINGS The following is a summary of the traffic modelling analysis of the various tests as outlined in Section 2.1. More detailed travel time and traffic modelling analysis is contained within Attachment A.

Phase 1 and 2 – Lower Albert Street Public Realm Works Phase 1 and 2 of the Lower Albert Street public realm work (allowing the left turn movement out of Lower Albert Street only, i.e. the right turn movement to Quay Street is prohibited) – Test 1A

6



Bus travel times for NEX and Birkenhead bus services are predicted to remain unchanged when compared to the base scenario.



The increases in general vehicle travel times on both Quay Street and Customs Street are predicted to be less than 30 seconds



The changes in travel times along the remaining corridors assessed through the City Centre are also predicted to experience minor increases, with less than half a minute..



The banning of the right turn movement from Lower Albert Street is predicted to lead to approximately 200 vehicles per hour rerouting in both the morning and evening peak hours. The majority of these vehicles are predicted to use Commerce Street, and to a lesser extent Lower Hobson Street, to access Quay Street.

Test 1B



With general traffic permitted through Lower Albert Street, bus journey times are predicted to increase marginally if general traffic is permitted northbound on Lower Albert Street. This is predicted to be less than 15 seconds over the length of the journey route analysed.

Phase 3 – Lower Albert Street Public Realm Works - Southbound only Test 2A Test 2A involves Phase 3 of the Lower Albert Street public realm works which is programmed to take place for approximately four months from October 2019 to February 2020 (excluding the seawall temporary traffic management works). Lower Albert Street is southbound only with NEX services and Birkenhead services being rerouted as presented in Figure 3.

The following are noted with regard to the predicted network operation:



The increase in the average NEX bus service travel time is predicted to be one minute in the morning peak hour and less than one and a half minutes in the evening peak hour for the clockwise route, being from and to the Nelson Street intersection (with bus stopping times remaining constant).



The additional NEX bus service travel time is predicted to occur at the Customs Street/Lower Albert Street intersection where buses turn right towards Fanshawe Street.



While the key constraint eastbound for general traffic is a single lane on the Lower Hobson Street approach to Quay Street where the second lane will be used as a bus lane. This is likely to lead to an increase in travel time of up to one and a half minutes for general traffic in the evening peak hour, however the NEX bus service travel time will be aided by the proposed bus lane.



Birkenhead bus services are predicted to experience additional delays to that experienced on the existing route. This is due to these services needing to circulate eastbound on Customs Street, northbound on Commerce Street and westbound on Quay Street. It is assumed that bus lanes are provided along the majority of the revised route, however an increase in intersection delays, in combination with a much longer route leads to increases in delay to that currently

7 experienced. The predicted increase in bus travel times for the Birkenhead bus services is approximately three to four minutes for the AM and PM peak periods respectively.



It is noted that changes have been made to the intersection of Customs Street and Commerce Street to provide additional phase time to the left turn movement from Customs Street to Commerce Street north, at the expense of phase time being reduced for the opposing right turn movement. It is understood that this bus only right turn to Commerce Street north is no longer used by in-service buses and the proportion of phase time could be reduced. Without this change it is predicted that the increase to Birkenhead bus service travel times would be in the order of five to six minutes (on average).



We understand that there is potential for Birkenhead bus service to drop passengers off on Customs Street and pick passengers up on Quay Street. Should this be a possible, the delay caused by the extended route through Commerce Street would be to an out-of-service bus, albeit we appreciate that the extended route has operator running cost and reliability implications. AT Metro will need to confirm if this arrangement is appropriate.



With the rerouting of bus services, an additional outbound phase from Lower Albert Street to Customs Street is required, at the traffic signals, which is problematic for bus and general traffic travel times on Customs Street. As a result of this, the modelling assumes two general traffic lanes eastbound on the Customs Street approach to the Lower Albert Street intersection. Tests with a bus lane and single general traffic lane lead to significant general traffic queues that affect the bus lane and bus travel times. It is believed that providing additional general traffic capacity eastbound on Customs Street at the Lower Albert Street intersection will aid overall bus and general traffic travel times. In addition, the general traffic travel times eastbound were predicted to increase by approximately seven minutes thereby nearing the 10 minute CRL consent condition threshold.



The predicted changes in travel time along the remaining corridors through the network are also considered minor increases, with changes being in the order of less than half a minute.

Test 2B Test 2B involves Phase 3 of the Lower Albert Street public realm works as per Test 2A, but permits buses and general traffic on Lower Albert Street southbound. With general traffic permitted through Lower Albert Street during Phase 3 bus journey times for the NEX and Birkenhead services are predicted to increase by an additional minute in both peak hours over the previous Test 2A scenario, which assumed no general through traffic on Lower Albert Street. Lower Albert Street is only a single lane at Customs Street intersection and therefore allowing general through traffic has a detrimental effect on predicted bus travel times.

Phase 3 and Quay Street Seawall Test 3 is similar to Test 1A (Phase 1 and 2 of the Lower Albert Street public realm work, where the right turn to Quay Street is prohibited) as well as the reduced number of lanes on Quay Street due to the seawall replacement project.

8 The changes in travel times as a result of banning the right turn from Lower Albert Street to Quay Street and restricting general traffic (Test 1A) were predicted to be relatively minor. Test 3 predicted travel times to be up to two and a half minutes, with the increase predominantly being a result of the seawall temporary traffic management works.

Test 4 is similar to Test 2A, except for a reduced number of lanes on Quay Street associated with the seawall replacement project. Test 2A incorporates Phase 3 of the Lower Albert Street public realm works whereby Lower Albert Street is southbound only with NEX and Birkenhead bus services being rerouted as described previously (approximately four months from October 2019 – Feb 2020). The Test 4 assessment predicts:



Travel time changes on Quay Street and Customs Street to be two and a half minutes or less for general traffic



NEX travel times to increase by approximately one to one and a half minutes.



Birkenhead bus services to increase by approximately 4 to 5 minutes due to the longer route and additional intersections to traverse.

9

3.1 Conclusion The predicted increases in travel times, when compared to the ‘base scenario’, are summarised in Table 1 for each of the tests as assessed in the City Centre SATURN traffic model.

Table 1: Predicted Change in Average Travel Time Summary – Relative to the Base Scenario

Phase Phase 1 and 2 Lower Albert Street Public Realm Works

Test

No change (AM/PM)

Birkenhead Service

General Traffic

No change (AM/PM)

+ 30 seconds for Quay Street and Customs Street

Test 1B + 15 seconds (compared (AM/PM) to Test 1A)

+ 15 seconds (AM/PM)

No change

Phase 1 and 2 Lower Albert Street Public Realm Works and Quay Street Seawall Replacement

Test 3

No change (AM/PM)

No change (AM/PM)

+ 1 to 2.5 minutes on Customs Street (AM/PM) + 1 to 2.5 minutes on Quay Street (AM/PM)

Phase 3 Lower Albert Street Public Realm Works – Southbound only

Test 2A

+ 1 minute (AM) + 3 minute (AM) + 1.5 minutes (PM) + 4 minutes (PM)

+ 45 seconds for Customs Street (PM) + 1.5 minute Quay Street (AM/PM)

Test 2B

+ 1 minute 45 + 4 minute (AM) seconds (AM) + 5.5 minutes (PM) + 2.5 minutes (PM)

+ 30 to 45 seconds for Customs Street (AM/PM) + 1 minute Quay Street (AM) + 2 minutes Quay Street (PM)

Test 4

+ 1 minute (AM/PM)

+ 1 to 1.5 minutes on Customs Street (AM/PM) + 0.5 to 2 minutes on Quay Street (AM/PM)

Phase 3 and Quay Street Seawall Replacement

Test 1A

Northern Express Services

+ 4.5 minute (AM/PM)

Phase 1 and 2 of the Lower Albert Street public realm work can be accommodated without significant effects on bus or general traffic travel times being predicted.

The key phase of work is expected to be Phase 3, where Lower Albert Street permits southbound movements only, with NEX and Birkenhead bus services being rerouted. Bus priority measures are proposed for both routes in order to help mitigate the potential additional delay.

Test 4, incorporating Phase 3, is the most likely scenario to occur with the seawall temporary traffic management works in place as well as the rerouted bus services and bus priority measures. This

10 predicts NEX travel times to increase by approximately one to one and a half minutes and Birkenhead bus services are predicted to increase by approximately 4 to 5 minutes (due to the longer route and additional intersections to traverse). Travel time changes on Quay Street and Customs Street are predicted to be two and a half minutes or less for general traffic.

Maintaining the existing anti-clockwise bus circulation would be preferable during Phase 3 for travel times for both bus services and general traffic. However we understand from AECOM that this is not a viable option even with temporary pedestrian drop off platforms on the appropriate side of Lower Albert Street.

We also highlight that Lower Albert Street is only a single lane on the approach to the Customs Street intersection and therefore allowing general through traffic has a detrimental effect on the predicted bus travel times. Providing an additional lane on the Lower Albert Street approach to Customs Street would be beneficial to the overall network operation.

11

ATTACHMENT A – DETAILED TRAFFIC MODELLING RESULTS 1 PHASE 1 AND 2 OF THE LOWER ALBERT STREET PUBLIC REALM WORK Figure 4 and Figure 5 below present the traffic flow differences comparing the ‘base’ model scenario and the scenario with the Phase 1 and 2 Lower Albert Street public realm work in place.

A predicted increase in traffic flows as a consequence of the Phase 1 and 2 changes is indicated by green bandwidths with blue indicating a predicted decrease in traffic volume.

Figure 4: Flow Difference Plot – Existing v Ferry Basin Section – AM Peak Hour

Figure 5: Flow Difference Plot – Existing v Ferry Basin Section – PM Peak Hour

The banning of the right turn movement from Lower Albert Street is predicted to lead to approximately 200 vehicles per hour rerouting in both the morning and evening peak hours. The majority of these vehicles are predicted to use Commerce Street, and to a lesser extent, Lower Hobson Street, to access Quay Street.

12 Table 2 and Table 3 present the city centre travel times along the key corridors and the predicted travel times for the NEX and Birkenhead bus services. The existing modelled travel times are compared against the predicted travel times during Phase 1 and 2: Lower Albert Street public realm works (Test 1A).

Table 2: CBD Travel Time Monitoring Routes within the key corridors - Morning Peak Hour – Base vs Test 1A

Morning Peak Hour Route

Direction

Existing Travel Time

Test 1A

Difference

Wellesley Street

NEX

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop

08:45 06:33 10:19 09:45 05:41 06:14 05:10 04:50 04:29 06:04 10:27 09:36 02:08 02:43 05:08

08:48 06:34 10:30 09:47 05:52 06:13 05:27 04:49 04:29 06:06 10:31 09:35 02:00 02:43 05:09

00:03 00:01 00:11 00:02 00:11 00:02 00:17 00:01 00:00 00:02 00:05 00:01 00:09 00:01 00:01

% Difference 1% 0% 2% 0% 3% 0% 5% 0% 0% 1% 1% 0% -7% 0% 0%

Birkenhead

Loop

05:08

05:09

00:01

0%

Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street

Table 3: CBD Travel Time Monitoring Routes within the key corridors - Evening Peak Hour – Base vs Test 1A

Evening Peak Hour Route

Direction

Existing Travel Time

Test 1A

Difference

Wellesley Street

NEX

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop

10:17 10:09 10:22 13:49 05:25 08:13 05:00 05:02 06:27 09:48 11:14 11:06 01:48 05:04 04:48

10:15 10:01 10:25 13:52 05:28 08:23 05:01 05:08 06:30 09:36 11:19 11:08 01:48 05:02 04:50

00:02 00:08 00:03 00:03 00:03 00:10 00:00 00:05 00:03 00:12 00:05 00:02 00:00 00:02 00:02

% Difference 0% -1% 0% 0% 1% 2% 0% 2% 1% -2% 1% 0% 0% -1% 1%

Birkenhead

Loop

04:48

04:50

00:02

1%

Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street

13 With the implementation of Phase 1 and 2 of the Lower Albert Street public realm works, the following are noted with regard to the predicted network operation:



The increases in general vehicle travel times on both Quay Street and Customs Street are predicted to be less than 30 seconds



The predicted changes in travel time along the remaining corridors through the network are also considered to be minor, with travel times increasing by half a minute or less.

1.1 Test 1B Test 1B incorporates Phase 1 and 2 of the Lower Albert Street public realm works, as per Test 1A but with general traffic and buses permitted on Lower Albert Street northbound. The purpose of this test is to see how much through traffic would be using Lower Albert Street and the effect this has on the performance of buses and general vehicles if there is no legal mechanism to restrict this traffic.

Table 4 and Table 5 present a comparison of travel times for Test 1A and Test 1B. Table 4: CBD Travel Time Monitoring Routes within the key corridors - Morning Peak Hour – Test 1A vs Test 1B

Morning Peak Hour Route

Direction

Test 1A

Test 1B

Difference

Wellesley Street

NEX

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop

08:48 06:34 10:30 09:47 05:52 06:13 05:27 04:49 04:29 06:06 10:31 09:35 02:00 02:43 05:09

08:49 06:33 10:25 09:46 05:50 06:11 05:09 04:51 04:29 06:02 10:33 09:39 01:55 02:43 05:22

00:00 00:02 00:05 00:01 00:02 00:01 00:18 00:02 00:01 00:05 00:02 00:03 00:05 00:00 00:13

% Difference 0% 0% -1% 0% -1% 0% -5% 1% 0% -1% 0% 1% -4% 0% 4%

Birkenhead

Loop

05:09

05:22

00:13

4%

Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street

14 Table 5: CBD Travel Time Monitoring Routes within the key corridors - Evening Peak Hour – Test 1A vs Test 1B

Evening Peak Hour Route

Direction

Test 1A

Test 1B

Difference

Wellesley Street

NEX

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop

10:15 10:01 10:25 13:52 05:28 08:23 05:01 05:08 06:30 09:36 11:19 11:08 01:48 05:02 04:50

10:04 10:09 10:18 13:52 05:23 08:14 04:58 05:08 06:46 09:48 11:25 11:09 01:49 05:09 05:04

00:11 00:08 00:07 00:01 00:05 00:09 00:03 00:00 00:16 00:12 00:05 00:01 00:00 00:08 00:15

% Difference -2% 1% -1% 0% -1% -2% -1% 0% 4% 2% 1% 0% 0% 3% 5%

Birkenhead

Loop

04:50

05:04

00:15

5%

Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street

With general traffic permitted through Lower Albert Street the following are noted with regard to the predicted network operation:



Bus journey times are predicted to increase marginally if general traffic is permitted northbound on Lower Albert Street. This is predicted to be 15 seconds or less over the length of the journey route analysed.



Other travel times remain relatively constant.



Note that there has been a minor increase in the phase time assumed in the traffic model for the left turn movement from Lower Albert Street to Quay Street to accommodate the predicted increase in traffic during the evening peak.

2 PHASE 3 – LOWER ALBERT STREET SOUTHBOUND ONLY 2.1 Test 2A Test 2A involves Phase 3 of the Lower Albert Street public realm works which is programmed to take place for approximately four months (October 2019 to February 2020). Lower Albert Street has been tested to allow for southbound movements only with NEX and Birkenhead bus services being rerouted as described earlier.

Table 6 and Table 7 compares the existing modelled travel times against the predicted travel times during Phase 3 of the Lower Albert Street public realm work (Test 2A).

15 Table 6: CBD Travel Time Monitoring Routes within the key corridors - Morning Peak Hour – Base vs Test 2A

Morning Peak Hour Route

Direction

Existing Travel Time

Test 2A

Difference

Wellesley Street

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

08:45 06:33 10:19 09:45 05:41 06:14 05:10 04:50 04:29 06:04 10:27 09:36 02:08 02:43 05:08 05:08

08:59 06:37 10:42 10:10 06:00 06:09 06:20 05:13 04:32 06:12 10:47 10:08 01:59 02:45 06:10 08:22

00:14 00:04 00:23 00:25 00:19 00:05 01:11 00:23 00:03 00:08 00:20 00:32 00:09 00:02 01:02 03:14

Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Birkenhead

% Difference 3% 1% 4% 4% 6% -1% 23% 8% 1% 2% 3% 6% -7% 1% 20% 63%

Table 7: CBD Travel Time Monitoring Routes within the key corridors - Evening Peak Hour – Base vs Test 2A

Evening Peak Hour Route

Direction

Existing Travel Time

Test 2A

Difference

Wellesley Street

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

10:17 10:09 10:22 13:49 05:25 08:13 05:00 05:02 06:27 09:48 11:14 11:06 01:48 05:04 04:48 04:48

10:21 10:24 10:40 14:18 06:10 08:36 06:26 05:16 06:37 09:44 11:29 11:28 01:47 05:17 06:05 09:07

00:04 00:15 00:18 00:29 00:45 00:23 01:25 00:13 00:10 00:04 00:15 00:22 00:01 00:13 01:18 04:19

Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Birkenhead

% Difference 1% 2% 3% 4% 14% 5% 28% 4% 2% -1% 2% 3% -1% 4% 27% 90%

16 With the implementation of Phase 3 of the Lower Albert Street public realm work the following are noted with regard to the predicted network operation:



The increase in the average NEX bus service travel time is predicted to be one minute in the morning peak hour and less than one and a half minutes in the evening peak hour for the clockwise route, being from and to the Nelson Street intersection (with bus stopping times remaining constant).



The additional NEX bus service travel time is predicted to occur at the Customs Street/Lower Albert Street intersection where buses turn right towards Fanshawe Street.



While the key constraint eastbound for general traffic is a single lane on the Lower Hobson Street approach to Quay Street where the second lane will be used as a bus lane. This is likely to lead to an increase in travel time of up to one and a half minutes for general traffic in the evening peak hour, however the NEX bus service travel time will be aided by the proposed bus lane.



Birkenhead bus services are predicted to experience additional delays to that experienced on the existing route. This is due to these services needing to circulate eastbound on Customs Street, northbound on Commerce Street and westbound on Quay Street. It is assumed that bus lanes are provided along the majority of the revised route, however an increase in intersection delays, in combination with a much longer route leads to increases in delay to that currently experienced. The predicted increase in bus travel times for the Birkenhead bus services is approximately three to four minutes for the AM and PM peak periods respectively.



It is noted that changes have been made to the intersection of Customs Street and Commerce Street to provide additional phase time to the left turn movement from Customs Street to Commerce Street north, at the expense of phase time being reduced for the opposing right turn movement. It is understood that this bus only right turn to Commerce Street north is no longer used by in-service buses and the proportion of phase time could be reduced. Without this change it is predicted that the increase to Birkenhead bus service travel times would be in the order of five to six minutes (on average).



We understand that there is potential for Birkenhead bus service to drop passengers off on Customs Street and pick passengers up on Quay Street. Should this be a possible, the delay caused by the extended route through Commerce Street would be to an out-of-service bus, albeit we appreciate that the extended route has operator running cost and reliability implications. AT Metro will need to confirm if this arrangement is appropriate.



With the rerouting of bus services an additional outbound phase from Lower Albert Street to Customs Street is required which is problematic for bus and general traffic travel times. As a result the modelling assumes two general traffic lanes eastbound on the Customs Street approach to the Lower Albert Street intersection. Tests with a bus lane and single general traffic lane lead to significant general traffic queues that affect the bus lane and bus travel times. It is believed that providing additional general traffic capacity eastbound on Customs Street at the Lower Albert Street intersection will aid overall bus and general traffic travel times. In addition, the general traffic travel times eastbound were predicted to increase by approximately seven minutes thereby nearing the 10 minute temporary traffic threshold.

17

ď ˇ

The predicted changes in travel time along the remaining corridors through the network are also considered minor increases, with changes being in the order of less than half a minute.

2.2 Test 2B Test 2B involves Phase 3 of the Lower Albert Street public realm works as per Test 2A but with buses and general traffic permitted on Lower Albert Street southbound. Lower Albert Street is southbound only with NEX and Birkenhead bus services being rerouted as described earlier.

Table 6 and Table 7 compares the existing modelled travel times against the predicted travel times during Phase 3 of the Lower Albert Street public realm works (Test 2B).

Table 8: CBD Travel Time Monitoring Routes within the key corridors - Morning Peak Hour – Base vs Test 2B

Morning Peak Hour Route Wellesley Street Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Buses Birkenhead Buses

Direction Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

Existing Travel Time 08:45 06:33 10:19 09:45 05:41 06:14 05:10 04:50 04:29 06:04 10:27 09:36 02:08 02:43 05:08 05:08

Test 2B

Difference

% Difference

08:57 06:37 10:18 10:02 06:12 06:07 06:04 05:03 04:31 06:06 10:40 09:44 01:58 02:45 06:52 09:18

00:12 00:04 00:01 00:17 00:31 00:07 00:54 00:13 00:02 00:02 00:13 00:07 00:10 00:01 01:44 04:10

2% 1% 0% 3% 9% -2% 17% 4% 1% 1% 2% 1% -8% 1% 34% 81%

18 Table 9: CBD Travel Time Monitoring Routes within the key corridors - Evening Peak Hour – Base vs Test 2B

Evening Peak Hour Route Wellesley Street Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Buses Birkenhead Buses

Direction Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

Existing Travel Time 10:17 10:09 10:22 13:49 05:25 08:13 05:00 05:02 06:27 09:48 11:14 11:06 01:48 05:04 04:48 04:48

Test 2B

Difference

% Difference

10:23 11:23 11:31 14:28 06:13 08:32 07:02 05:13 06:44 09:52 11:22 11:24 01:46 05:17 07:21 10:21

00:06 01:15 01:09 00:40 00:48 00:19 02:02 00:10 00:17 00:04 00:08 00:17 00:02 00:14 02:34 05:33

1% 12% 11% 5% 15% 4% 41% 3% 4% 1% 1% 3% -2% 4% 53% 116%

With general traffic permitted through Lower Albert Street during Phase 3, the following are noted with regard to the predicted network operation:



Bus travel times for the NEX and Birkenhead bus services are predicted to increase by an additional minute in both peak hours, when compared to the previous test (Test 2A) which assumed no general through traffic on Lower Albert Street.



Lower Albert Street only provides a single lane at the Customs Street intersection and therefore allowing general through traffic has a detrimental effect on the predicted bus travel times.

3 PHASE 3 AND QUAY STREET SEAWALL 3.1 Test 3 Test 3 is similar to Test 1A (Phase 1 and 2 of the Lower Albert Street public realm work, where the right turn to Quay Street is prohibited) as well as the reduced number of lanes on Quay Street due to the seawall replacement project.

Table 10 and Table 11 compares the existing modelled travel times against the predicted travel times during Phase 1 and 2 of the Lower Albert Street public realm work (Test 3) with the Quay Street Seawall Replacement temporary traffic management in place.

19 Table 10: CBD Travel Time Monitoring Routes within the key corridors - Morning Peak Hour – Base vs Test 3

Morning Peak Hour Route Wellesley Street Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Buses Birkenhead Buses

Direction

Existing Travel Time

Test 3

Difference

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

08:45 06:33 10:19 09:45 05:41 06:14 05:10 04:50 04:29 06:04 10:27 09:36 02:08 02:43 05:08 05:08

09:02 06:43 10:50 10:24 06:12 07:15 06:02 07:10 04:34 06:20 10:59 10:18 01:56 02:44 04:50 04:50

00:17 00:10 00:31 00:39 00:31 01:00 00:52 02:20 00:06 00:15 00:33 00:42 00:13 00:01 00:18 00:18

% Difference 3% 3% 5% 7% 9% 16% 17% 48% 2% 4% 5% 7% -10% 1% -6% -6%

Table 11: CBD Travel Time Monitoring Routes within the key corridors - Evening Peak Hour – Base vs Test 3

Evening Peak Hour Route Wellesley Street Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Buses Birkenhead Buses

Direction

Existing Travel Time

Test 3

Difference

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

10:17 10:09 10:22 13:49 05:25 08:13 05:00 05:02 06:27 09:48 11:14 11:06 01:48 05:04 04:48 04:48

10:46 10:25 11:44 15:05 07:45 09:12 07:33 06:08 06:52 09:50 12:20 11:28 01:50 05:00 04:37 04:37

00:29 00:17 01:22 01:16 02:20 00:59 02:32 01:06 00:25 00:02 01:06 00:22 00:02 00:04 00:11 00:11

% Difference 5% 3% 13% 9% 43% 12% 51% 22% 7% 0% 10% 3% 2% -1% -4% -4%

The changes in travel times as a result of banning the right turn from Lower Albert Street and restricting general traffic (Test 1A) were predicted to be relatively minor. Test 3 predicted travel times

20 to be up to two and a half minutes, with the increase predominantly being a result of the seawall temporary traffic management works.

3.2 Test 4 Test 4 is similar to Test 2A, except for a reduced number of lanes on Quay Street associated with the seawall replacement project. Test 2A incorporates Phase 3 of the Lower Albert Street public realm works whereby Lower Albert Street is southbound only with NEX and Birkenhead bus services being rerouted as described previously (approximately four months from October 2019 – Feb 2020).

Table 10 and Table 11 compares the existing modelled travel times against the predicted travel times during Phase 3 with the seawall temporary traffic management works in place.

Table 12: CBD Travel Time Monitoring Routes within the key corridors - Morning Peak Hour – Base vs Test 4

Morning Peak Hour Route Wellesley Street Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Buses Birkenhead Buses

Direction

Existing Travel Time

Test 4

Difference

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

08:45 06:33 10:19 09:45 05:41 06:14 05:10 04:50 04:29 06:04 10:27 09:36 02:08 02:43 05:08 05:08

09:03 06:43 10:44 10:42 05:38 07:28 04:56 06:43 04:34 06:21 10:51 10:55 01:55 02:47 06:06 09:25

00:18 00:10 00:25 00:57 00:03 01:13 00:14 01:53 00:06 00:16 00:24 01:18 00:13 00:04 00:58 04:17

% Difference 3% 3% 4% 10% -1% 20% -4% 39% 2% 4% 4% 14% -10% 2% 19% 83%

21 Table 13: CBD Travel Time Monitoring Routes within the key corridors - Evening Peak Hour – Base vs Test 4

Evening Peak Hour Route Wellesley Street Victoria Street Customs Street Quay Street Nelson Street Hobson Street Queen Street Fanshawe Street NEX Buses Birkenhead Buses

Direction

Existing Travel Time

Test 4

Difference

Eastbound Westbound Eastbound Westbound Eastbound Westbound Eastbound Westbound Southbound Northbound Northbound Southbound Eastbound Westbound Loop Loop

10:17 10:09 10:22 13:49 05:25 08:13 05:00 05:02 06:27 09:48 11:14 11:06 01:48 05:04 04:48 04:48

09:23 10:46 10:44 15:33 06:09 09:34 05:30 07:08 06:45 09:04 14:09 12:09 01:48 04:41 06:03 09:25

00:54 00:38 00:22 01:45 00:44 01:21 00:29 02:05 00:18 00:44 02:55 01:03 00:00 00:23 01:16 04:37

% Difference -9% 6% 3% 13% 13% 16% 10% 41% 5% -7% 26% 9% 0% -8% 26% 96%

The above travel time differences compare the ‘base’, i.e. with no changes, against Test 4 which incorporates Phase 3 (clockwise bus circulation) plus seawall TTM works. The overall travel time changes can then be compared against the CRL consent condition which allows up to a 10 minute increase over the same routes (excluding the NEX and Birkenhead bus service routes).



General traffic travel time changes on Quay Street and Customs Street are predicted to be two and a half minutes or less.



NEX travel times are predicted to increase by approximately one to one and a half minutes.



Birkenhead bus services are predicted to increase by approximately 4 to 5 minutes due to the longer route and additional intersections to traverse

It is noted that:



Changes have been made to the intersection of Customs Street and Commerce Street to provide additional phase time to the left turn to Commerce Street north, i.e. towards Quay Street, at the expense of the opposing right turn, as per Test 2A.



The modelling assumes two general traffic lanes eastbound on the Customs Street approach to the Lower Albert Street intersection.



Similar to Test 2A, we understand that there is potential for Birkenhead bus service to drop passengers off on Customs Street and pick passengers up on Quay Street. Should this be a possible, the delay caused by the extended route through Commerce Street would be to an outof-service bus, albeit we appreciate that the extended route has operator running cost and reliability implications. AT Metro will need to confirm if this arrangement is appropriate.

Reference: C:\Terry\Projects\AT\T3A180410 Lower Albert Street.docx - Harry Ormiston

Page D

PAGE 1: NO GENERAL TRAFFIC ON LOWER ALBERT STREET

PAGE 2: SEPT 2018 TO FEB 2020

PAGE 1: NO GENERAL TRAFFIC ON LOWER ALBERT STREET MESSAGE BOARD

Signage on Lower Albert Strete 3 May 2018 \\nzakl1f p001\projects\605x\60534562\so1718293\4. tech work area\4.3 engineering\crl only\20180503 las addendum\draft\appendix d signage proposal on lower albert street 2018-05-01.docx

PAGE 2: SEPT 2018 TO FEB 2020

STAGE 01 AND 02 PUBLI REALM WORK - Signage proposal on Lower Albert Street

MESSAGE BOARD

1 of 4

STAGE 3 PUBLI REALM WORK - Signage proposal on Lower Albert Street

PAGE1: FANSHAWE STT ROAD LAYOUT CHANGE

PAGE 2: LOWER ALBERT STREET SOUTHBOUND TRAFFIC ONLY

MESSAGE BOARD

Signage on Lower Albert Strete 3 May 2018 \\nzakl1f p001\projects\605x\60534562\so1718293\4. tech work area\4.3 engineering\crl only\20180503 las addendum\draft\appendix d signage proposal on lower albert street 2018-05-01.docx

MESSAGE BOARD 2 of 4

PAGE 2: SEPT 2018 TO FEB 2020 PAGE 1: NO GENERAL TRAFFIC ON LOWER ALBERT STREET

Page 5

Page 6

Quay St and Customs St have shown minor delays (1-3 minutes) across the peak hours.

All key routes had negligible or minor delays compared to the 10min acceptable threshold during the peak hours.

Meeting Target

Comments: From March 2017 to March 2018, all the key routes have met the target, with negligible or minor delays compared to the base time.

Monthly Overview

Is the average delay across the 6 key CBD routes during the peak hours compared to the base time.

0.7 minute (42 seconds)

Average Delay relative to the base time

Key CRL Affected Routes

CBD Travel Time Monitoring Dashboard

Travel Times Compared to Base Time and Base+10

* Base Travel times have been calculated against the average travel time per route prior to the CRL works commencing.

These are identified on the dials by the shaded blue sections. Conditions of the resource consent allow no more than a 10 minute delay against this original base time (dial maximum value). The dials represent visually how each route is performing within these parameters.

Average Travel Time Relative to the Base Time* Prior to CRL Works (minutes)

March 2018

Appendix G COMMUNITY LIASON GROUP CONSULTATION

Page 7

Comment ID

Date

Time

Forum

Comment th

Resolution

1

19/06/18

5.30pm

CLG

Is there 4 stages of traffic layout on Lower Albert Street?

There are 3 key stages as shown in the Appendix B

2

19/06/18

5.30pm

CLG

When will the traffic switch occur?

A date should be able to be given at least three to four weeks before the change (in accordance with the TAP DWP).

Page 8

Appendix H INDEPENDENT PEER REVIEW AND RESPONSE

Page 9

Condition Number

Designation Condition

Relevant Section

Peer Review Comments

DWP Response

N/C

The DWP considered that this has been adequately addressed in the previous engagement. It is proposed (if not already done that the Transport Agency are advised of latest stages)

No Change DWP

Communication and Consultation 18.1

The Requiring Authority and its contractor shall work collaboratively with the New Zealand Transport Agency (NZTA) during the preparation of the Traffic, Access and Parking DWP (Conditions 25, 27, 28, 29, and 30) in relation to confirming the management of adverse transport effects on the road network.

A record of this consultation and outcomes shall be included in the Traffic, Access and Parking DWP. The Requiring Authority shall consult with the NZTA throughout the duration of construction on any changes or updates to the Traffic, Access and Parking DWP which relate to the management of the road network.

Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs) 20.1

In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following: (d) A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects

1.2 and 4.0

Covered by original DWP satisfactorily

No Change DWP

21.1

In order to give effect to the objective in Condition 19.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored: (a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas;

4.2.1 and 4.3.1

The DWP outlines the proposed access points and the supporting traffic management. It is noted that the access points are shared with property access. This is considered appropriate given the scale of the proposed works and the proposed mitigation and communication strategy with these property owners.

No Change DWP

A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network.

4 and 5

This is covered in the summary section in this report.

No Change DWP

(a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion;

4.2.2 and 4.3.2

Significant planning has been undertaken by AT for shifting bus services to accommodate the CRL works. Additional bus priority works have also been identified and implemented.

The proposed mitigation for the road network of minor lane marking changes and refinements is considered appropriate and the best practicable option given the constrained environment as a result of the works.

No Change DWP

General Transport, Access and Parking 25.1

Page 10

(b) Maintaining pedestrian access to private property at all times; and

(c) Providing on-going vehicle access to private property to the greatest extent possible.

25.3

To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP:

25.3

(a) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion, and to the greatest extent possible, avoid adverse effects on residential zoned land and education facilities; (b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes.

In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that:

4.2.2 and 4.3.2

4.2.4 and 4.3.4

The transport modelling shows relatively small increases in delay as a result of the works as would be anticipated with works of this scale.

The bus travel times are the most impacted, however this is more related to operating costs due to a longer route, rather than increased travel time for all patrons. Overall the response is considered appropriate for the works proposed.

The DWP addresses these matters including maintaining at least 1.5m and localized widening in some areas.

Importantly pedestrian access is maintained to all buildings during construction.

We also not that the vehicle tracking shows that the heavy vehicle swept paths are very ‘tight’ in some areas. Typically, road design standards such as RTS-18 and Council Engineering standards require a 500mm clearance around design vehicles used in vehicle tracking assessments. Given the pedestrian amenity issues in this area this is considered an important consideration that should be investigated further.

It is recommended that this is picked up in the TTMP process which is at the next level of detail There is limited vehicle access in this area of the network. However, where there access this is being maintained to the best extent possible. The Commercial Bay parking access will come on during the construction period which is identified and will require management.

Pedestrian comments are noted No Change to DWP All Tracking undertaken for the project includes a 300mm offset outside the physical envelope allow for variations in driver ability and approach alignment.

A 300mm offset is commonly applied to temporary traffics works with reduce speed limit.

The 500mm is often applied at 50kph+ environment where drivers are not alerted to tight geometry.

No Change to DWP The DWP already refer to vehicle restriction and management to access to the Commercial Bay Parking during construction period(refer to 4.3.4) No Change DWP

4.2.3 and 4.3.3

Routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach.

No Change DWP

4.2.3 and 4.3.3

General routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach.

No Change DWP

Page 11

(i) Form part of the regional arterial network;

N/C

No Change DWP

(ii) Are overweight / over dimensioned routes;

N/C

No Change DWP

(iii) Or other routes (specified below) where no other practical option is available. (c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery: (i) Ngahura Road, for trucks heading to/from Eden Terrace construction site; (ii) Dundonald Street and Basque Road, for trucks heading to/from the Newton Station construction sites;

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

(iv) Wellesley Street (between Nelson Street and east of Albert Street), Cook Street (between Mayoral Drive and Hobson Street) and Mayoral Drive (between Wellesley Street and Cook Street) for trucks heading to/from Aotea Station construction sites; (v) Nelson Street (north of Wellesley Street), Hobson Street (north of Cook Street) and Lower Albert Street, for trucks heading to/from the Albert Street and Downtown construction sites. (d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as: (i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring;

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

(ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm.

N/C

(e) Proposed temporary road lane reductions and / or closures, alternative routes and temporary detours, including how these have been selected and will be managed to mitigate congestion as far as practicably possible and how advance notice will be provided;

4.0

(iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between Canada Street and Karangahape Road), for trucks heading to/from Karangahape Station construction sites;

25.3

No Change DWP

7.0

This is proposed and considered acceptable.

No Change DWP

No Change DWP

Detailed traffic management plans in accordance with COPTTM will be developed and approved at each stage. This is an appropriate standard and gives confidence of the implementation of temporary traffic management measures.

The DWP has appropriately identified alternative

Page 12

No Change DWP

routes, staging and implications of their works.

The impacts are localised and not anticipated to have a significant impact on the operation of the surrounding transport networks. (f) How disruption to the use of private property will be mitigated through: (i) Ensuring pedestrian and cycle access to private property is retained at all times;

25.3

No Change DWP 4.2.2 and 4.3.2

This has been addressed above.

No Change DWP

(ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and

4.2.2 and 4.3.2

This has been addressed above.

No Change DWP

(iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements.

N/C

(g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative.

Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure� is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through: (i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring; (ii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption; and

No Change DWP This has been identified as a requirement of the DWP.

No Change DWP

No Change DWP

4.2 and 4.3

This is proposed to an acceptable level and is

No Change DWP

consistent with the current operation of the area. n/a

No Change DWP

Page 13

(iii) Identifying alternate heavy haul routes where these are affected by construction works. (i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network.

(j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil. This will include as applicable: (i) Benefits that could be provided by alternative options; (ii) Potential adverse effects associated with alternative options (iii) Where an alternative option is proposed, methods for managing potential adverse effects; and (iv) Reasons for either adopting or not adopting alternative transport options.

n/a Appendix E

No Change DWP This is implied but needs to be specifically confirmed.

This has been considered generically across the programme of works and no specific issues related to this scope of works is anticipated or considered appropriate.

No Change to DWP. The Document referred to consultation meeting with the CLG on the 19th of June (including Land owner, business owner), meeting with fired services and other stakeholders for upcoming changes in the road work No Change DWP

Appendix A & C Appendix A & C Appendix A & C Appendix A & C

As above

No Change DWP

As above

No Change DWP

As above

No Change DWP

As above

No Change DWP

Appendix F

The monitoring plan is outlined and considered

No Change DWP

Monitoring of Transport Network Congestion 26.1

26.2

26.3

26.4

To achieve the objective of Condition 25.2(a), the Requiring Authority will undertake monitoring of the transport network and implement additional mitigation measures as required to manage congestion to achieve the best practicable option.

The purpose of the monitoring is to monitor congestion on the transport network by measuring average delays for traffic travelling along specified routes. The evaluation times will be: (a) The average travel times over the weekday two hour morning or evening peak period; and (b) The average travel times over the weekday two hour evening peak period; and (c) The average weekday inter peak travel times between 9am to noon, noon to 2pm and 2 to 4pm.

The Requiring Authority shall carry out continuous monitoring for the duration that construction of the City Rail Link is occurring. The intention is that this monitoring is to be continuous, although it is acknowledged that there may be occasional malfunctions.

If a congestion incident occurs (such as an accident), the monitoring during the affected period will be considered unrepresentative.

No Change DWP

As above

8

No Change DWP

8

No Change DWP

8

No Change DWP

8

As above

No Change DWP

8

As above

No Change DWP

Page 14

26.5

26.6

26.7

26.8

26.9

Monitoring shall commence six months prior to construction of the City Rail Link to establish a baseline of existing transport congestion.

The monitoring will establish whether the City Rail Link construction works have increased traffic delays as follows: (a) Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition) (b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction.

The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) The 30% above shall only apply for an increase predicted to be over four minutes.

If the travel times exceed the above criteria on any one of the specified routes, then additional mitigation shall be implemented by the Requiring Authority in its role as the Road Controlling Authority (under its statutory obligation). The additional mitigation could include but is not limited to advertising alternative routes, removing on street car parking or implementing operational measures, such as lane reconfigurations or signal phasing, to increase capacity on the surrounding network where reasonably possible at that time.

The purpose of additional mitigation measures is to mitigate the increases in traffic delays, reducing these to below the levels identified in Condition 26.6 as far as is reasonably achievable.

For the purposes of this condition, the following are the specified routes: (a) Wellesley Street (between Victoria Street and Princes Street) (b) Victoria Street (between Wellesley Street and Princes Street) (c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua Street) (d) Quay Street/Lower Hobson Street (between Fanshawe (e) Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street) (f) Queen Street (between Mayoral Drive and Customs Street) (g) New North Road/Symonds Street (between Dominion Road and Newton Road) (h) Mount Eden Road (between Normanby Road and Symonds Street)

8

As above

No Change DWP

Appendix A & C Appendix A & C Appendix A & C

A number of different scenarios were tested given the other projects going on in parallel (such as sea wall) and whilst there are a couple of increases over 30% (Quay St with Seawall project) the biggest increases are to the bus services due to route changes predominantly these.

No Change DWP

Appendix A & C Appendix A & C

Appendix A & C

No Change DWP No Change DWP

No Change DWP The bus service travel time changes will be updated on the timetable, allowing appropriate traveller information for users.

AT Metro team has been consulted in multiple occasions for changes in the route and service location. This allows the team to do further planning and communicating with bus users.

As above

No Change DWP

Agreed

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

Page 15

(i) Khyber Pass road between the southern motorway N/C ramps and Symonds Street if this route is to be used by construction related trucks (j) Newton Road between the north western motorway ramps N/C and Symonds Street 26.10 The specified routes shall exclude whichever east-west route N/C has its intersection with Albert Street closed at the time of the surveys.

Transport, Access and Parking: Specific Requirements (Britomart to Mayoral Drive)

No Change DWP

27.1

No Change DWP

27.1

To achieve the objective in Condition 25, the following measures shall be implemented: (a) A vehicle access lane at least 3m wide shall be provided along the eastern side of Albert Street between Customs Street and Victoria Street to provide access to properties (except that while the Albert Street/Victoria Street intersection is closed, this access lane is only to be provided between Customs Street and Durham Street); (b) A vehicle access lane at least 3m wide shall be provided along the western side of Albert Street between Customs Street and Victoria Street to provide access to properties, except that: (i) While the Albert Street/Customs Street intersection is closed, this access lane is only to be provided between Victoria Street and Wolfe Street; and (ii) While the Albert Street/Victoria Street intersection is closed, this access lane is only to be provided between Kingston Street and Customs Street. (c) The east-west / west-east connection (two fully operational traffic lanes in each direction) is to be maintained in each direction at two of the Customs Street, Victoria Street and Wellesley Street intersections with Albert Street during the period when the third of those intersections is otherwise fully closed; (d) The left turn movement from Customs Street (from the east) into Albert Street, and the left turn from Customs Street (from the west) into Albert Street, shall be retained while the Albert Street / Customs Street intersection is fully closed; (e) The left turn from Durham Street into Queen Street shall be reopened while the Albert Street/Victoria Street intersection is fully closed; (f) Two way access shall be provided on the single service lane along the western side of Albert Street between 87 Albert Street and Kingston Street while the Albert Street/Victoria Street intersection is fully closed; (g) Vehicular Access into and egress from:

No Change DWP No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

Page 16

27.2

(i) Mills Lane to and from either Albert Street or Swanson Street; and (ii) The Stamford Plaza Auckland main entrance and forecourt area is to be provided at all times and for the avoidance of doubt cannot be temporarily closed during construction. (h) Providing pedestrian and cycle access to private property at all times; (i) Providing footpaths of at least 1.5m in width along either side of Albert Street; (j) At a minimum two safe crossing passageways (which are “fully accessible� with a minimum width of 1.5m wide and well lit ), need to be provided in the vicinity of Swanson Street and Wyndham Street, in addition to pedestrian crossings at the intersections of Victoria Street and Customs Street; and (k) Ensuring that construction traffic does not use Swanson Street, Wolfe Street or Federal Street north of Swanson Street; The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (a) How construction works will be undertaken to mitigate congestion on Albert Street, Wellesley Street, Victoria Street, Customs Street, and Quay Street including retaining east-west traffic movements across Albert Street on Customs Street, Victoria Street and Wellesley Street; (b) The timing and sequencing of temporary road lane reductions and / or closures, and the alternative routes and temporary detours to be used, including: (i) How these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network; (ii) How the Albert Street/Wyndham Street intersection will be reopened as soon as practically possible; (c) How disruption to the use of private property located immediately adjacent the designation with access onto Galway Street, Tyler Street, Queen Elizabeth Square, Customs Street, Albert Street, Victoria Street and Wellesley Street will be mitigated through: (i) Providing vehicle access to private property as practicably possible at all times; (ii) Retaining local vehicle access to properties located along Albert Street (which may include only left in, left out access ); (iii) Retaining access for loading and unloading of goods located along the service lane on the eastern side of Albert Street, between Victoria Street and Wellesley

No Change DWP N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

N/C

No Change DWP

Page 17

Street; and; (iv) Providing an on street loading bay on Customs Street, Lower Albert Street or Lower Queen Street to provide servicing to 21 Queen Street if access during construction cannot be provided to the existing loading bay area for 21 Queen Street, accessed from Lower Albert Street; (i) Providing vehicle access to private property as practicably possible at all times; (d) How disruption to the use of the local road network will be mitigated for private bus users, pedestrians and cyclists through: (i) Providing, where practicable, for the continued operation of private bus operators from hotels and other pick up / drop off locations in the city centre area (cross references to the Communication and Consultation Plan for consulting with private bus operators shall be included in the CEMP and Traffic, Access and Parking DWP); and (ii) Retaining pedestrian and cycle access through Lower Queen Street and / or Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street; and (e) How disruption to pedestrians and cyclists requiring the ability to cross from east to west (and vice versa) across Albert Street between Victoria Street and Customs Street can be mitigated through providing, where practicable, safe pedestrian and cyclist passageways across the construction works on Albert Street.

N/C

No Change DWP

N/C

No Change DWP

Appendix C

Appendix E

The main impact relates to the bus services, as outlined above there is a plan to communicate these changes to customers.

This is confirmed in the DWP.

N/C

4.2.3 & 4.3.3

As mentioned in 26.7

No Change DWP

No Change DWP

Access points and routes for pedestrians have been considered through staging of works and are considered appropriate.

Page 18

No Change DWP Noted