Mt Eden Demolition: Transport Access and Parking Delivery Work Plan

City Rail Link In association with:

REFERENCE DESIGN Mt Eden Demolition: Transport Access and Parking Delivery Work Plan

Document Ref: CRL-MTE-RME-000-RPT-0121 Revision: 4 February 2019

INTERNAL WORKING DOCUMENT COMMERCIAL IN CONFIDENCE

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Document control Report title

Mt Eden Demolition: Transport Access and Parking Delivery Work Plan

Document ID

CRL-MTE-RME-000-RPT0121

Project number

239933

Client

City Rail Link Limited

Client contact

Sean Sweeney

Prepared by

Author

Colin Roche (Flow), Michael Jongeneel (Flow)

Colin Roche (Flow), Michael Jongeneel (Flow)

Rev

Date

Revision details/status

1

9 November 2018

Initial draft for review

2

27 November 2018

2nd draft

3

14 December 2018

3rd draft

4

5 February 2019

Final

Current revision

Verifier

Approver

4

Approval Author signature

Approver signature

Name

Michael Jongeneel

Name

Helen McLean

Title

Associate

Title

Associate

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Contents 1

Description of the Project

1

1.1

City Rail Link

1

1.2

Advance Works Project

1

1.3

Hours of Operation

2

1.4

Workforce

2

1.5

Work Travel Demand Management

2

2

Purpose and Objectives of Delivery Work Plan

3

3

CRL Designation Condition Requirements

4

4

Existing Conditions

11

4.1

General Traffic Environment

11

4.2

Walking and Cycling Environment

13

5

6

Proposed Traffic Management

14

5.1

Philosophy

14

5.2

General Traffic Management

14

5.3

Demolition Traffic

15

5.4

Contractor Parking

15

Assessment of Effects

17

6.1

General Traffic Effects

17

6.2

Demolition Traffic

17

6.3

Property Access

18

7

Monitoring

19

8

Consultation and Communication

20

Appendices Appendix A Record of CLG and Independent Peer Review Comments

Figures Figure 1-1 CRL Mt Eden Active Construction Zone and Construction Support Area Figure 1-2 CRL Outline Plan Contents

1 2

Tables Table 3-1 CRL Designation Condition Requirements Table 4-1 Existing Traffic Movements on Mt Eden Road, south of Boston Road

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Table 4-2 Existing Traffic Movements on New North Road, south of Ngahura Street 11 Table 4-3 Existing Peak Hour Traffic Volumes on Local Roads within Project Area 12 Table 4-4 Estimated Peak Hour Traffic Volumes on Local Roads within Project Area, prior to Demolition Works 12 Table 4-5 Estimated Traffic Movements on Mt Eden Road, south of Boston Road, prior to Demolition Works 13 Table 4-6 Estimated Traffic Movements on New North Road, south of Ngahura Street, prior to Demolition Works 13 Table 8-1 External Consultation Requirements 20 Table 8-2 CRL Designation Condition Requirements 25 Table 8-3 CRL Designation Condition Requirements 26

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1

Description of the Project

1.1

City Rail Link

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4km underground passenger railway, running between Britomart Station and the North Auckland Rail Line (NAL) near Mt Eden Station. CRL Enabling Works commenced in December 2015 and the procurement of the main works contract (C3 Alliance) is being progressed with contract award likely in the first quarter of 2019. To allow works to commence as soon as possible upon award of the C3 Alliance, City Rail Link Limited (CRLL) are obtaining the necessary authorisations for demolition of buildings in the Mount Eden construction support area (CSA) and active construction zone (ACZ).

1.2

Advance Works Project

It is proposed to demolish the buildings and structures in the Mount Eden ACZ and CSA (“the Project�), as identified in Figure 1-1 below. The Project is being undertaken in accordance with CRL Designation 2500-6, confirmed in November 2015 and the Aotea Station to North Auckland Line (A2NAL) suite of resource consents approved in November 2016. The conditions of these authorisations require the preparation of an Outline Plan (OP), Delivery Work Plans (DWP) and Management Plans (MP). This Transport, Access and Parking DWP is prepared in accordance with the CRL Designation and resource consent conditions and identified in the hierarchy of documentation illustrated in Figure 1-2.

Figure 1-1 CRL Mt Eden Active Construction Zone and Construction Support Area

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Figure 1-2 CRL Outline Plan Contents

The properties included in the Project area were purchased by Auckland Transport for the purposes of the CRL Project and are currently under CRLL’s management.

Most of the properties to be demolished are tenanted as of October 2018 with the remainder unoccupied. CRLL plan to commence the process of vacating the properties towards the end of 2018 and early 2019 to ensure sites are vacant in reasonable time ahead of the planned disconnection of services. Demolition will be undertaken in a staged manner, the order of which is to be confirmed by the C3 Alliance. All buildings and structures will be removed to ground level, with the retention of some existing foundations where necessary for site stability. A soft strip of salvageable materials will be carried out where possible. All demolition material will be removed from the Project area and disposed of at approved facilities.

The Project area will be fenced, with lockable gates, to prevent unauthorised entry. Where appropriate, solid plywood fencing will be used, with appropriate signage prohibiting unauthorised entry and identifying hazards.

1.3

Hours of Operation

Works will generally be undertaken between 7:00 am and 6:00 pm Monday to Friday, and 7:00 am to 2:00 pm Saturday.

1.4

Workforce

The project workforce will have access to the site at 18 Ruru Street for site office and contractor parking. This site has capacity for approximately 20 parking spaces. The workforce will also have access to the existing off-street parking spaces within CSA properties before they are demolished, as well as full sites once they are cleared.

1.5

Work Travel Demand Management

The workforce is anticipated to be very small, and travel demand management practices such as car sharing and staff shuttles are not expected to be necessary or effective. However, the project workforce will be provided with public transport travel information, and encouraged to car pool.

Workforce shifts will generally begin prior to the morning commuter peak and finish after the evening commuter peak.

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2

Purpose and Objectives of Delivery Work Plan

The purpose of this DWP is to describe the measures that will be taken to avoid, remedy and mitigate the adverse effects of the Project’s construction on transport, parking and property access.

Specifically, this DWP meets the objectives of CRL Designation Conditions 25.1 and 25.2, by addressing the transport, parking and property access issues identified in Conditions 25.3, 30.1 and 30.2.

This DWP manages the transport, access and parking implication for the Project for works occurring within the CRL designation. It is considered that the measures outlined in this DWP meet the requirements of the relevant designation conditions listed in Table 3-1 below.

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3

CRL Designation Condition Requirements

The following CRL designation conditions are relevant to this DWP: Table 3-1 CRL Designation Condition Requirements

Number

Condition

Section Addressed within this Document

18

“One Network� 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.

20

CEMP Requirements

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

Section 8

Section 5.4

21

CEMP Construction Works Requirements

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;

Sections 5.2, 5.3 and 5.4

25

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:

25.3

All sections

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

All sections

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

Sections 5.2 and 6.3

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

Sections 5.2 and 6.3

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;

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Sections 5.3 and 6.2

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Number

Condition

Section Addressed within this Document

(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:

Sections 5.3 and 6.2

(i) Form part of the regional arterial network;

Sections 5.3 and 6.2

(ii) Are overweight / over dimensioned routes;

Sections 5.3 and 6.2

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

Sections 5.3 and 6.2

(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 Street, for trucks heading to/from Eden Terrace construction site;

Sections 5.2 and 6.3

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

Not applicable

(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;

Not applicable

(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;

Not applicable

(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.

Not applicable

(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:

Sections 5.3 and 6.2

(i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring;

Not applicable

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

Not applicable

(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;

Sections 5.2, 5.3, 6.1 and 6.2

(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;

Sections 5.2 and 6.3

(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

Sections 5.2 and 6.3

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Number

Condition

Section Addressed within this Document

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

Sections 5.4

(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.

Section 6.3

Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure� is defined as the following:

Noted

(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

Noted

(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.

Noted

(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;

Section 6.1

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

Not applicable

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

Not applicable

(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.

Section 8

(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:

Section 6.2

(i) Benefits that could be provided by alternative options;

Not applicable

(ii) Potential adverse effects associated with alternative options;

Not applicable

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

Not applicable

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

Section 6.2

26

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:

Section 7

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

Section 7

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

Section 7

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Number

Condition

Section Addressed within this Document

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

Section 7

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.

Section 7

26.4

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

Section 7

26.5

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

Section 7

26.6

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)

Section 7

(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).

Section 7

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

Section 7

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.

Section 7

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.

Section 7

26.9

For the purposes of this condition, the following are the specified routes: (a) Wellesley Street (between Victoria Street and Princes Street)

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Section 7

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

Section 7

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

Not applicable

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Number

Condition

Section Addressed within this Document

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

Not applicable

26.10

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

Not applicable

30

Transport and Property Access: Additional Requirements (NAL Area)

30.1

To achieve the objective in Condition 25, the following measures shall be implemented: (a) The retention of at least two traffic lanes (one in either direction) on Mt Eden Road during the construction of the replacement Mt Eden Road Bridge;

Not applicable

(b) During the closure of the Normanby Road level crossing to construct the grade separated crossing, the Mt Eden Road and Normanby Road intersection shall be signalised and a second traffic lane shall be provided on the Boston Road approach to its intersection with Mt Eden Road intersection. Additionally, the no parking restrictions on Boston Road shall be extended along the length of Boston Road and considered for any adjacent local roads to facilitate through traffic;

Not applicable

(c) A temporary pedestrian crossing (over the rail line) at Normanby Road is to be provided for the period of the temporary closure of the Normanby Road connection;

Not applicable

(d) Access will be maintained to Nikau Street at all times by at least one lane (minimum 3m), and two lanes on Nikau St between Flower and Korari Streets. Access to sites within Flower Street and Korari Street is to be retained, from Nikau Street or New North Road, at all times;

Sections 5.2 and 6.3

(e) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles to all accessways to the MediaWorks site including staff and visitors’ cars, trucks and service vehicles;

Sections 5.2 and 6.3

(f) Providing for traffic to turn right out of Ruru Street to reduce any congestion (particularly at peak times) resulting from not being able to travel via Nikau Street to the traffic lights at Flower (sic) Street and New North Road;

Sections 5.2 and 6.3

(g) Providing accessibility along Mt Eden and Normanby Roads as a priority for, where practicable: public transport (buses), emergency services, access to properties for pedestrians, and cyclists;

Not Applicable

(h) Construction works will be undertaken to ensure two-way access is maintained at all times for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road (including staff and visitors’ cars, service vehicles, prison vans, emergency vehicles and buses), communication and consultation with the Department of Corrections, and the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road, on this matter shall be recorded in accordance with Condition 15) of this designation. The Requiring Authority shall be responsible for ensuring that the construction works do not restrict 24-hour two-way access for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road;

Not Applicable

(i) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles accessing the premises at 51-63 Normanby Road, including staff and visitors’ cars, trucks and service vehicles. The measures shall:

Not Applicable

(i) Ensure safe and reasonable access to and from the site, to Austroads standards;

Not Applicable

(ii) Not result in the loss of any on-site parking;

Not Applicable

(iii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation;

Not Applicable

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Number

30.2

Condition

Section Addressed within this Document

(iv) It is noted that the site is used occasionally by large trucks of up to 18m. These vehicles are to be provided for in the design of the access (i.e. the vehicle crossing and the access onto the site);

Not Applicable

(v) Following completion of the grade separation of Normanby Road safe and reasonable access will be provided to and from the property at 51-63 Normanby Road to meet the relevant Austroads and NZS2890.1 standard or the applicable standard required by the road controlling authority.

Not Applicable

(j) Construction works will be undertaken to ensure pedestrian and two-way vehicle access is maintained at all times to access the premises at 32 Normanby Road, including staff and visitors’ cars, trucks and service vehicles. The measures shall:

Not Applicable

(i) Ensure safe and reasonable access to and from the site, to Austroads standards;

Not Applicable

(ii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation;

Not Applicable

(iii) Should the Requiring Authority require part of the site at 32 Normanby Road that is currently used for 40 car parking spaces for the construction of the City Rail Link 34 alternative car parking spaces will be provided at 14-22 Boston Road (in accordance with Plans CRL-EFC-CON-000-DRG-0064 Revision 1 dated 8/7/16 and CRL-EFCROA-000-DRG-1027 Revision 4 dated 30/6/16, 1028 Revision 4 dated 30/6/16 and 1127 Revision 2 dated 30/6/16). The Requiring Authority shall provide safe pedestrian access across the North Auckland Line and into the site for customers and staff, visiting or employed at the site in accordance with Condition 30.1(c) until the grade separation works are completed and permanent access is reinstated to the site.

Not Applicable

(k) At completion of the grade separation of Normanby Road safe and reasonable pedestrian and vehicle access to and from the site and 34 on site car parking spaces will be provided for the property at 32 Normanby Road. In the case of pedestrian and vehicle access and parking arrangements, this will be in accordance with Plans CRLEFC-ROA-000-DRG-1027 Revision 4 dated 30/6/16, 1028 Revision 4 dated 30/6/16 and 1127 Revision 2 dated 30/6/16, and the following requirements:

Not Applicable

(i) The access will meet relevant Austroads, NZS2890.2 and the Auckland Council District Plan: Isthmus Section design standards;

Not Applicable

(ii) The design, structures and barriers associated with the pedestrian access to the site will be subject to the urban design process of Condition 47; and

Not Applicable

(iii) Provision for landscape planting shown on CRL-EFC-ROA-000-DRG-1127 Revision 2 dated 30/6/16.

Not Applicable

(m) Construction of the grade separation works at Normanby Road on the parcels of land identified on the CRL NoR6 Sheet 2 as parcels 242, 243, 244, 245, 246, 393, 394, shall not commence until the KiwiRail land is available and written confirmation of this has been provided by the Requiring Authority to Auckland Council.

Not Applicable

(n) Access to Water Street to and from Mt Eden Road for CRL construction related heavy commercial vehicles shall be limited to left-in and left-out movements only.

Not Applicable

(o) Access to 14-22 Boston Road from Normanby Road shall be restricted to left-in and left-out movements only; the exception to this will be when Normanby Road is closed; and

Not Applicable

(p) During the temporary works along Boston Road, a 1.8m wide footpath on the north side of the street, in addition to two 3.0mwide traffic lanes shall be provided on Boston Road between Normanby Road and Khyber Pass. A safe temporary pedestrian crossing facility shall be provided at the western extent of Active Construction Zone M1.

Not Applicable

The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following:

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Number

Condition

Section Addressed within this Document

(a) How construction works can be undertaken to mitigate congestion on New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street, and the road network in general in this area including:

Sections 7.1 and 6.2

(b) Which routes are to be used by construction trucks to remove spoil from the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion;

Not applicable

(c) Which routes are to be used by construction related traffic (especially trucks) to deliver construction materials and other related goods and services to the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion;

Sections 5.2, 5.3, 6.1 and 6.2

(d) The grade separation of Normanby Road so that it is undertaken at a time when vehicles, pedestrians, and cyclists can be managed and accommodated on Dominion Road, Mt Eden Road and Porters Avenue, to an extent which mitigates where practicable, delays to travel journeys from congestion on these roads resulting from City Rail Link construction works;

Not applicable

(e) Any reduction in the number of fully operational traffic lanes associated with the closure of Normanby Road, and the reduction in the number of vehicle lanes on the Mount Eden Road bridge, is to be undertaken on only one of these two routes at a time;

Not applicable

(f) The timing and sequencing of temporary road lane reductions and / or closures at the Symonds Street / New North Road / Mt Eden Road intersection , Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road in the vicinity of the bridge over the rail line, Normanby Road, Boston Road, Nugent Street in the vicinity of the rail crossing, and the alternative routes and temporary detours to be used, including how these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network;

Sections 5.2, 5.3, 6.1 and 6.2

(g) How disruption to the use of property located immediately adjacent to the surface designation with access onto New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street will be mitigated through: (i) Providing pedestrian and cycle access to private property at all times;

Sections 5.2 and 6.3

(ii) Providing local vehicle access and pedestrian access at all times to properties located along Flower Street (between Nikau Street and Shaddock Street) and Shaddock Street (between Flower Street and its dead end to the east), which are not located within the designation footprint, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure;

Sections 5.2 and 6.3

(iii) Retaining local vehicle and pedestrian access to properties located outside the designation footprint along Haultain Street, Fenton Street, Porters Avenue, Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street, Mt Eden Road, Boston Road, Nugent Street, and Normanby Road at all times except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and

Sections 5.2 and 6.3

(iv) Full accessibility to those parts of Porters Avenue not affected by, but in the vicinity of, the construction works; and

Not applicable

(h) How disruption to the use of Mt Eden Rail Station will be mitigated through providing, where practicable, access during construction works associated with the replacement of Mt Eden Road Bridge.

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Not applicable

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4

Existing Conditions

4.1

General Traffic Environment

4.1.1

Mt Eden Road

Mt Eden Road is classified as an Arterial Road within the Auckland Unitary Plan Operative in Part (AUP). It carries approximately 15,100 weekday vehicles1. The peak hour flows are summarised in Table 4-1.

Table 4-1 Existing Traffic Movements on Mt Eden Road, south of Boston Road 2

Time Period

Northbound

Southbound

Total

Morning Peak Hour (7:45 to 8:45 am)

765

495

1,260

Evening Peak Hour (4:30 to 5:30 pm)

620

565

1,185

Approximately 6% of Mt Eden Road traffic are heavy commercial vehicles (HCVs), with much of this due to bus services. The route is strategically significant for public transport services, with Mt Eden Road bus services part of Auckland Transport’s Frequent Service Network. Northbound bus lanes operate directly outside the site during the morning peak period (7-10 am weekdays), and southbound lanes are provided elsewhere on Mt Eden Road during the evening peak (4-7 pm weekdays).

Intermittent on-street parking is permitted on Mt Eden Road, with those on the east side of the road generally P60 spaces (Monday to Saturday) and those on the west side are generally P30 (Monday to Saturday, except when the northbound bus lane is in operation as above).

4.1.2

New North Road

New North Road is classified as an Arterial Road within the AUP. It carries approximately 20,300 daily vehicles3. The peak hour flows are summarised in Table 4-2.

Table 4-2 Existing Traffic Movements on New North Road, south of Ngahura Street 4

Time Period

Eastbound

Westbound

Total

Morning Peak Hour (7:45 to 8:45 am)

915

495

1,410

Evening Peak Hour (4:30 to 5:30 pm)

585

1,115

1,700

Approximately 4% of New North Road are HCVs, with much of this due to bus services. The route is strategically significant for public transport services, with New North Road bus services part of Auckland Transport’s Frequent Service Network. Eastbound bus lanes operate directly outside the site during the morning peak period (7-9 am weekdays). The westbound lanes have a clearway restriction during the evening peak (4-6pm weekdays).

Intermittent on-street parking is permitted on New North Road. East of Exmouth Street, this parking is paid parking on both sides of the road. West of Exmouth Street on-street parking is generally P30 spaces on the north side of the road and P60 on the south side (Monday to Saturday, except when the eastbound bus lane/westbound clearway is in operation as above).

1

Auckland Transport automated tube count, Boston Road to Water Street, October 2017 Manual survey, Thursday 3 April 2014 3 SCATS signal data at intersection with Exmouth Street/Korari Street, June 2015 4 Manual survey, Wednesday 3 June and Thursday 4 June 2015 2

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4.1.3

Local Roads

Ngahura Street, Korari Street, Flower Street, Shaddock Street, Nikau Street and Ruru Street are streets without Arterial classifications within the AUP. Each of these streets provide access to local properties and commercial businesses within the area of the Project. All streets have carriageway widths of 7.5 to 10 m, supporting a single traffic lane in each direction and intermittent on-street car parking. The peak hour flows are summarised in Table 4-3.

Table 4-3 Existing Peak Hour Traffic Volumes on Local Roads within Project Area 5

Time Period

Ngahura Street

Ruru Street

Korari Street

Flower Street

Nikau Street

Morning Peak (7:45 to 8:45 am)

40

191

54

81

140

Evening Peak (4:30 to 5:30 pm)

41

178

30

104

164

Ngahura Street, Ruru Street, Korari Street and Flower Street connect to the wider network at New North Road. Ngahura Street and Flower Street do so at priority-controlled T-Intersections and Ruru Street meets New North Road at a priority controlled cross roads (with Rendall Place). Korari Street meets New North Road at a signalised intersection with Exmouth Street (with Korari Street and Exmouth Street meeting New North Road at two separate offset T-intersections).

Nikau Street connects to Mt Eden Road to the northeast at a priority-controlled T-intersection. Right turns into Nikau Street from Mt Eden are banned.

Within the Project area, all internal intersections are priority controlled.

On-street car parking within the Project area is generally unrestricted, although there are short sections of P5 and P60 parking on Ruru Street, and P120 parking on Nikau Street. The existing onstreet parking capacity within the Project area (i.e. immediately outside properties within the CRL designation) is approximately 65 vehicles. Existing demand for these spaces is known to be high.

4.1.4

General Traffic Environment Prior to Demolition Works

Prior to the demolition works commencing, all existing buildings within the Project area will be vacated.

The buildings within the Project area represent a significant proportion of the existing land uses within the wider area bounded by Ngahura Street, New North Road, Mt Eden Road and the NAL corridor, and as a result, vacating these properties will result in significant reductions in the volume of traffic on the streets servicing the area.

The existing traffic volumes to and from the properties to be vacated by the demolition works were surveyed in June 2015. This survey indicated that the buildings to be demolished currently generate 212 vehicle trips in the morning peak hour, and 172 trips in the evening peak hour. This equates to approximately 1,900 vehicle trips per day on weekdays.

These volumes have been deducted from the existing traffic volumes presented in Section 4.1, to identify the traffic state expected immediately prior to the demolition works. This is summarised in Table 4-4.

Table 4-4 Estimated Peak Hour Traffic Volumes on Local Roads within Project Area, prior to Demolition Works

5

Time Period

Ngahura Street

Ruru Street

Korari Street

Flower Street

Nikau Street

Morning Peak (7:45 to 8:45 am)

39

95

34

23

103

Evening Peak (4:30 to 5:30 pm)

35

95

25

40

150

Manual survey, Wednesday 3 June and Thursday 4 June 2015

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The pre-demolition traffic volumes on each of the above streets are generally very low, and reductions (relative to existing traffic volumes) are estimated to be up to 70%.

The traffic associated with the buildings being removed from Ngahura Street, Ruru Street, Korari Street, Flower Street and Shaddock Street above have also been removed from the existing traffic volumes on Mt Eden Road and New North Road. The distribution of these trips removed has been based on the existing directional split at each intersection. The resulting estimated pre-demolition traffic flows are summarised in Table 4-5 and Table 4-6, respectively.

Table 4-5 Estimated Traffic Movements on Mt Eden Road, south of Boston Road, prior to Demolition Works

Time Period

Eastbound

Westbound

Total

Morning Peak Hour (7:45 to 8:45 am)

740

490

1,230

Evening Peak Hour (4:45 to 5:45 pm)

615

560

1,175

Table 4-6 Estimated Traffic Movements on New North Road, south of Ngahura Street, prior to Demolition Works

Time Period

Eastbound

Westbound

Total

Morning Peak Hour (7:45 to 8:45 am)

855

455

1,310

Evening Peak Hour (4:30 to 5:30 pm)

575

1,020

1,590

Reductions in traffic volumes on Mt Eden Road and New North Road due to the vacating of properties within the Project area are predicted to be modest, relative to existing traffic volumes – in the order of 1% to 6% during peak periods.

The vacating of the existing properties within the Project area will additionally reduce the existing onstreet parking demand in the area. This will release up to 65 on-street parking spaces.

It is noted that the building formerly occupying the 18 Ruru Street site has already been demolished for the purposes of the CRL Construction Contract 6 works. These works will have been completed prior to the proposed demolition works, and the 18 Ruru Street site will be vacant.

4.2

Walking and Cycling Environment

All roads within the immediate vicinity of the Project have footpaths on each side of the road, with the exception of Shaddock Street which only has a footpath on the northern side of the road. Existing pedestrian movements at internal intersections within the Project area generally do not provide for all user abilities, with missing pram ramps on some crossings.

The signalised intersection of Korari Street/New North Road/Exmouth Street provides signal-controlled pedestrian crossings of all three streets.

Ngahura Street provides an important pedestrian connection to Mt Eden Station and on to Fenton Street (for Wynyard Road), via a pedestrian rail level crossing.

A short section of westbound cycle lane is provided on New North Road, immediately west of the intersection with Mt Eden Road/Symonds Street, and advance cycle boxes are provided on the New North Road approaches to the Korari Street/Exmouth Street intersection. In other regards, the immediate area has no dedicated cycle infrastructure.

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5

Proposed Traffic Management

5.1

Philosophy

This DWP has been developed in general accordance with the traffic management approach put forward in the CRL designation conditions and the supporting ITA, as well as with Auckland Transport’s Code of Practice (ATCoP) and the NZ Transport Agency’s Code of Practice for Temporary Traffic Management (CoPTTM).

In practical terms this means providing for the connectivity and access described in the designation conditions wherever and whenever possible and in particular for main road movements. Additional turn bans or changes to connectivity or access have been restricted to those imposed by safe operational practice, and geometric or spatial constraints for traffic management.

The modal priorities adopted by this DWP are: 1. Active transport 2. Public transport 3. Freight, service vehicles, couriers and taxis 4. Private vehicles (including demolition traffic).

Within CoPTTM, roads are classified based on the daily traffic volume, function and other criteria. The roads within the immediate vicinity of the Project and their classification are listed below: •

Level 2 Roads – Mt Eden Road and New North Road

•

Level 1 Roads – Flower Street and Nikau Street

•

Low Volume (LV) Roads – Ngahura Street, Ruru Street, Korari Street and Shaddock Street.

Based on the road classifications listed above, the traffic management measures proposed in this report have been developed accordingly. The below traffic management methods have been developed to be commensurate in size and scale to the demolition activities proposed and their expected effects on the transport network.

It should be noted that the Project works will occur outside the road corridor. Where short term closures of lanes, or diversions of traffic or pedestrians are required, these will generally be very minor in effect, and comparable to those of a typical urban, off-street construction site.

5.2

General Traffic Management

During the proposed demolition works, all existing streets will generally remain open to all road users, with two-way carriageways and the existing footpath provisions. As a result, access to all existing properties outside the CRL designation will remain available.

Short term closures may be required during periods of the demolition, and this is most likely to affect Flower Street and Shaddock Street. The closure of these streets will not occur at the same time, to ensure that properties outside the CRL designation that rely on these streets for access will continue to have one available road access.

It is expected that there will be sufficient space within each site for demolition plant to be located off the street, and for the loading of trucks to occur off the street.

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It is noted that the site at 18 Ruru Street has already been cleared for earlier enabling works. As a result, this site will be available for loading of trucks and for operating demolition equipment when demolishing the adjacent sites.

5.3

Demolition Traffic

Approximately 1,500 truck loads are estimated to be required to removed demolished material from the Project site (3,000 one-way trips), over the four- to five-month demolition period. These truck movements will generally occur between 7:00 am and 6:00 pm Monday to Friday, and 7:00 am to 2:00 pm on Saturday. This corresponds to an average of 15 trucks per weekday to remove this material (30 one-way trips).

In general, truck movements will be governed by the following: •

Reverse manoeuvring of trucks shall not take place on Mt Eden Road.

•

Reverse manoeuvring of trucks may occur within local streets (Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street and Shaddock Street). This shall be carried out with the assistance of a spotter.

Truck movements to and from the sites will generally be via 11.5 m large rigid trucks, or smaller units.

It is acknowledged that these vehicles may be required to swing across opposing lanes when traversing local streets such as Ruru Street and Nikau Street; however, these manoeuvres are considered acceptable within these very low speed, low volume environments. Larger semi-trailer trucks may occasionally deliver plant to the sites, as below.

When required, delivery of large plant by over dimension vehicles will take place via the Transport Agency’s over dimension routes where practicable. These routes include the State Highway network, Newton Road, Symonds Street, Khyber Pass Road (west of Nugent Street), Normanby Road, Nugent Street and Mt Eden Road (south of Normanby Road).

Access by over dimension vehicles will require these vehicles to manoeuvre limited sections of arterials and local streets that are not designated over dimension routes, including potentially sections of New North Road, Mt Eden Road, Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street and Shaddock Street. These vehicle movements will be occasional in nature, used only to deliver/remove large plant, will take place outside of the commuter peak periods, and will be managed by appropriate mobile traffic management. This will allow these vehicles to safely traverse multiple lanes of traffic as required.

Similarly, over weight deliveries will take place where practicable via the Transport Agency’s over weight routes, which include the State Highway network, Symonds Street and Mt Eden Road.

5.4

Contractor Parking

The project workforce will have access to the site at 18 Ruru Street for site office and contractor parking. This site will have capacity for approximately 20 parking spaces. The workforce will also have access to the existing off-street parking spaces within CSA properties before they are demolished, as well as full sites once they are cleared. As a result, there is anticipated to be more than sufficient workforce parking.

Prior to the demolition works commencing, properties within the Project area will all be vacated. As a result, it is expected that most of the existing on-street car parking demand within the Project area will also be removed, as will all of the existing off-street parking demand. In terms of on-street car parking alone, this will release up to 65 existing parking spaces, assuming the properties within the Project area are currently occupying the on-street parking spaces on their immediate road frontage.

As a result, no significant car parking effects are anticipated.

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Nonetheless, and in light of suggestions received from the CRL Mt Eden Community Liaison Group, it is recommended that if contractor parking is to occur on the street network, that this parking only be permitted directly outside properties within the CRL NOR, where practicable.

The works will not require the loss of any existing private car parking.

The contractor will also prepare a Travel Management Plan, documenting how private car travel and parking will be minimised by encouraging public transport, ride sharing, active travel and by staggering staff shifts.

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6

Assessment of Effects

6.1

General Traffic Effects

The works at the Project site will for the most part take place outside of the road reserve. The demolition methodology proposed will in general ensure that: •

The proposed works will not result in any loss of provision for pedestrians or public transport users, except for occasional short-term closures of Shaddock Street and Flower Street

•

The proposed works will not directly affect the operations of Mt Eden Road or New North Road

•

All existing streets within the Project area will generally remain open to all road users, except for short term closures of Shaddock Street and Flower Street

•

During periods when either sections of Shaddock Street or Flower Street are to be closed, these closures will occur at different times, ensuring properties on these streets continue to have vehicle and pedestrian access to New North Road

•

The works will not result in the loss of any existing off-street parking spaces (except for those within the sites being demolished)

•

The works will not generally result in the loss of any existing on-street parking spaces, except for instances where Shaddock Street or Flower Street are closed. During these closures, the loss of on-street parking capacity will be less than the reduction in on-street car parking demand that will result from vacating the buildings being demolished.

6.2

Demolition Traffic

Where practicable, truck movements will be restricted to the Arterial network as defined in the AUP. Truck movements are expected to be low, with on average approximately 15 trucks per weekday estimated (30 truck trips). The scale of demolition traffic will be significantly less than the existing traffic to and from the properties being demolished, which has been estimated at approximately 1,900 vehicle trips per day. As a result, congestion effects are considered negligible.

Deconstructed building material removed from the proposed work sites will be relatively small, and much less than the main CRL tunnel boring operations. The removal of these relatively small volumes via the road network will not adversely affect congestion. As such, alternative options for removal of this spoil, such as using the rail corridor (as per CRL Condition 25.3(j)) are neither practicable nor required.

It is noted that CRL Condition 25.3(c)(i) requires that where practicable, Ngahura Street be used for all truck movements to and from the Project area. This is a practicable option during the main CRL construction works, when the internal street network within the CRL construction area will be closed, and the CRL construction area will operate as a single large site.

During the proposed demolition works however, the internal street network within the Project area will remain open. As such, limiting truck access to Ngahura Street alone will not be a practicable option, and demolition trucks are expected to use a range of access options to and from New North Road and Mt Eden Road.

In relation to CRL Condition 25.3(a), demolition truck movements will not generally be required on any streets that support residential zoned land or education facilities. Truck movements on Mt Eden Road will pass residential zoned land, but Mt Eden Road already carries significant volumes of trucks and

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buses, and the small increase in traffic is not considered significant on this arterial route. In all other cases, routes to be used by trucks will not pass residential land.

Where over dimension or over weight vehicle movements are required, these will take place via the Transport Agency’s over dimension and overweight routes where practicable (refer CRL Condition 25.3(b)(ii)). Local access to sites by over dimension and over weight vehicles will require the use of some arterials and local streets that are not designated as over dimension or over weight routes, such as Ruru Street. Access through local streets such as the latter are expected to be critical to over dimension and over weight vehicle movements. This will be managed by limiting the movements of these vehicles outside of the commuter peak periods, and by applying mobile traffic management where these vehicles are required to traverse multiple lanes of traffic. The local streets in question are all two-lane streets, with carriageways at least 6 m wide (clear of on-street parking), and carry low volumes of traffic. It is expected that allowing occasional over dimension vehicles to occupy the full street width when manoeuvring around corners can be appropriately managed with traffic management.

6.3

Property Access

The traffic management provisions documented in Section 5.2 previously will ensure that: •

Pedestrian and cycle access will be maintained to all properties at all times

•

Vehicle access to private property will be maintained as far as practicable.

In particular, the properties located outside the CRL designation along Flower Street, Shaddock Street, Ngahura Street, Ruru Street, Korari Street and Nikau Street will remain accessible both by vehicle and by foot at all times. This will be achieved by: •

Ensuring Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street and Shaddock Street generally remain open to all road users

•

Where temporary road closures of Shaddock Street or Flower Street are required, ensuring only one route is closed at any one time.

Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority will (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative, in accordance with CRL Condition 25.3(g).

Two-way vehicle access will be maintained at all times to all accessways to the MediaWorks site, as per CRL Condition 30.1(e) (it is noted that the MediaWorks site is located within the block bounded by New North Road, Korari Street, Nikau Street and Flower Street, and that access to this site will generally be unaffected by the works).

Local vehicle access and pedestrian access will be maintained at all times to properties located along Flower Street (between Nikau Street and Shaddock Street) and Shaddock Street (between Flower Street and its dead end to the east), as per CRL Condition 30.2(g(ii)).

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7

Monitoring

CRL Condition 26 requires that monitoring be carried out of travel times on New North Road/Symonds Street (between Dominion Road and Newton Road) and on Mt Eden Road (between Normanby Road and Symonds Street). This monitoring is to be carried out to assess the effects on traffic congestion due to the CRL works. Condition 26.6 specifically seeks to identify when CRL construction works have increased average 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.�

In all cases, the demolition activities described in this DWP are not expected to result in appreciable increases in average travel times on either Mt Eden Road or New North Road/Symonds Street. While the demolition activities are expected to increase truck movements to the area by in the order of 15 trucks per day (30 one-way trips), vacating the properties being demolished is estimated to reduce vehicle trips to and from the area by approximately 1,900 vehicle trips per day.

By inspection, the 4 minute and 10-minute thresholds conditioned above will not be reached, and no specific monitoring is required to support the construction activity.

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8

Consultation and Communication

It is important to note that the demolition activities described in this document will be for the most part contained entirely off the road corridor. While there will be instances where activities occur directly within road corridors, these will generally be short term (relative to the wider four- to five-month programme) and very limited in their scale and effects. The demolition activities will be comparable, in terms of both scale and nature, to typical urban construction projects that take place largely off street.

In October 2018 the proposed Mt Eden demolition works were presented to the New Zealand Transport Agency for comment. The Agency confirmed, via an email from Andre Koekemoer on 8 November 2018, that the proposed works are not located within or adjacent to the motorway or State Highway network, and therefore will not have any impact on New Zealand Transport Agency assets, traffic operations or maintenance activities.

The Communications and Consultation Plan attached as Appendix K of the CEMP sets out the communications and consultation procedures to advise affected parties and the general public of the proposed temporary traffic management works. Table 8-1 summarises the external communication requirements for the Project. These property owners and occupiers are noted for early and specific consultation and agreement in regards to traffic matters.

Table 8-1 External Consultation Requirements

Stakeholder

Relevant Consent Conditions

Potential Issue

Resolution

MediaWorks NZ

25.3(i), 30.1(e)

Temporary traffic management within Project area and the effects of demolition traffic on the wider area

MediaWorks to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements

Immediately adjacent properties on Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street and Shaddock Street

25.3(i)

Temporary traffic management within Project area and the effects of demolition traffic on the wider area

Property owners/leaseholders to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements

The general public and wider Mt Eden community

25.3(i)

Temporary traffic management within Project area and the effects of demolition traffic on the wider area

Wider community to be consulted through the Mt Eden Community Liaison Group

New Zealand Transport Agency

25.3(i), 18.1

“One Network� consultation, in accordance with Condition 18

The Agency confirmed, via email that the proposed works will not have any impact on New Zealand Transport Agency assets, traffic operations or maintenance activities.

Public transport users and operators, taxi operators

25.3(i)

Existing bus stops, bus lanes taxi stands will be unaffected by the works.

No specific consultation with public transport users, bus operators or taxi operators required.

Emergency services

25.3(i)

No full closures of streets are proposed; emergency vehicle access will be maintained at all times.

No specific consultation required.

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Stakeholder

Relevant Consent Conditions

Potential Issue

Resolution

Mt Eden Corrections Facility (and Department of Corrections / the entity contracted by the Department)

25.3(i), 30.1(h)

No direct impacts

No specific consultation required.

51-63 Normanby Road

25.3(i), 30.1(i)

No direct impacts

No specific consultation required.

32 Normanby Road

25.3(i), 30.1(j)

No direct impacts

No specific consultation required.

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Appendices

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Appendix A Record of CLG and Independent Peer Review Comments

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CLG Comments The following were received from the Community Liaison Group (CLG) regarding the Transport access and Parking Delivery Work Plan:

Table 8-2 CRL Designation Condition Requirements

Comment ID

Date

Time

Forum

Commenter

Comment

Resolution

1

11 December 2018

6:30 pm

CLG meeting

John Fryer

John raised concerns regarding the temporary traffic management recently applied on Mt Eden Road, in particular the placement of road cones.

These concerns were noted, but the need for contractors to meet the standards within the Transport Agency’s Code of Practice for Temporary Traffic Management (COPTTM) are a health and safety requirement.

2

11 December 2018

6:30 pm

CLG meeting

Danny Wells

Danny discussed concerns around road safety at the stop-controlled intersection of Akiraho Street and Mt Eden Road.

These concerns were noted, but the proposed works will not affect this intersection.

3

11 December 2018

6:30 pm

CLG meeting

Steve Wilson

Steve questioned what effects would be in the Boston Road area, and when Normanby Road would be closed to traffic.

Confirmed that the works would have no direct effect on the Boston Road area, but some truck movements may use this area.

Meeting attendees questioned whether pedestrian access would be maintained during the works, both on public streets, through the Mt Eden station and through a 95 Mt Eden Road (Life Church) for access between Mt Eden Road and Shaddock Street.

As per Section 6.3, pedestrian access to properties will be maintained at all times. During any traffic management, at least one footpath will remain open to the public on affected streets.

4

11 December 2018

6:30 pm

CLG meeting

Comment received during open forum discussion

The Normanby Road closure was confirmed not to be part of these works.

Similarly, the works do not propose any closures of pedestrian accesses to or through Mt Eden station.

The walkway through 95 Mt Eden Road was noted however to be a private walkway, and will not be available to the public during the works.

5

11 December 2018

6:30 pm

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CLG meeting

Comment received during open forum discussion

Meeting attendees questioned where contractor parking would take place.

As per Section 5.4, contractors will have access to 18 Ruru Street for parking, as well as to the offstreet parking areas of properties being demolished, and to the vacated lots once properties have been demolished. This is expected to be adequate to meet contractor parking needs.

Comment ID

Date

Time

Forum

Commenter

Comment

Resolution

6

11 December 2018

6:30 pm

CLG meeting

Comment received during open forum discussion

Meeting attendees suggested that contractor car parking not be permitted on Ngahura Street, or outside properties that are not part of the NOR.

While noting that it is expected that contractor parking can be contained as above, the DWP has been updated to include a recommendation that on street contractor parking be permitted only directly outside properties that are part of the NOR, where practicable.

7

11 December 2018

6:30 pm

CLG meeting

Comment received during open forum discussion

Meeting attendees suggested that the property at 1 Fenton Street – part of the CRL Designation and currently vacant – could be used for contractor parking.

It is expected that contractor parking can be adequately managed as proposed. It is expected that parking at this property would be better suited to support parallel CRL works that will be occurring in the Porters Avenue area, rather than the C3 works.

Independent Peer Reviewer Comments The following were received from the Independent Peer Reviewer regarding the Transport access and Parking Delivery Work Plan:

Table 8-3 CRL Designation Condition Requirements

Comment ID

Date

Forum

Commenter

Comment

Resolution

8

31 January 2019

Report: CRL Independent Peer Review – Mt Eden Demolition Work – Transport, Access and Parking Review report

Tony Innes, Commute Transportation Consultants

“Based on the above assessment this independent peer review has found that the DWP has appropriately addressed the requirements of the designation conditions.”

No action required

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