Transport Access

Normanby Road Early Works Transport Access and Parking Delivery Work Plan CRL-MTE-RME-LKA-PLN-800006

Revision: 001 Date: 21 February 2020

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Transport Access and Parking Delivery Work Plan

Transport Access and Parking Delivery Work Plan CRL-MTE-RME-LKA-PLN-800006 This document is uncontrolled when printed. This document should be printed in colour

Revision Status Revision

Issue Date

Major Changes

Changed By

Approved By

A00

14/11/19

Mana Whenua / CLG Review

Jack Wan

Peter Roan

A01

28/11/19

IPR/Auckland Council Review

Jack Wan

000

18/12/19

Final for submission

Jack Wan

Peter Roan

001

21/02/20

Final

Jack Wan

Peter Roan

Peter Roan

Approval Status Name/Title

Date

Prepared by:

Jack Wan Transport Specialist

17/12/19

Reviewed by:

Tim Brown Transport Specialist

18/12/19

Controlled by:

Maree Drury Consenting Lead C5

18/12/19

Approved by:

Peter Roan Consenting Lead – Link Alliance

18/12/19

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Transport Access and Parking Delivery Work Plan

Table of Contents 1. Introduction ............................................................................................................ 5 1.1

Overview of CRL Works in Mt Eden ..................................................................................................5

1.2

Purpose of the TAP DWP ..................................................................................................................6

1.3

Relevant Designation Conditions ......................................................................................................6

1.4

DWP Review and Updates ...............................................................................................................12

2. Normanby Road Early Works ................................................................................ 13 2.1

Overview of Works .........................................................................................................................13

2.2

Construction Methodology ..............................................................................................................14

2.3

Staging of Works .............................................................................................................................14

2.4

Hours of Operation ..........................................................................................................................17

2.5

Construction Support Area ..............................................................................................................17

2.6

Construction Workforce ..................................................................................................................18

2.7

Work Travel Demand Management ................................................................................................18

3. Existing Transport Environment............................................................................ 20 3.1

General Traffic Environment ...........................................................................................................20

3.2

Road Hierarchy ................................................................................................................................20

3.3

Overdimension and Overweight Routes ..........................................................................................23

3.4

Bus and Cycle Routes.......................................................................................................................24

3.5

Traffic Volumes and Road Characteristics........................................................................................25

3.6

Walking and Cycling Facilities ..........................................................................................................29

4. Proposed Traffic Management Methodology ....................................................... 30 4.1

Philosophy .......................................................................................................................................30

4.2

Rail Level Crossing Safety Impacts ...................................................................................................30

4.3

General Traffic Management Plan ...................................................................................................31

4.4

CSA Establishment – Stage 1............................................................................................................31

4.5

Permanent South Sewer – Stage 1...................................................................................................32

4.6

32 Normanby Road Car Park – Stages 1 and 2 .................................................................................33

4.7

Temporary Utility and Pedestrian Bridge and Piled Platforms – Stages 2 and 3 ..............................35

4.8

Permanent North Sewer – Stage 2...................................................................................................36

4.9

Permanent Retaining Wall – Stage 3 ...............................................................................................38

4.10 Temporary Utility Diversions – Stages 3 and 4.................................................................................38 Page 3

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Transport Access and Parking Delivery Work Plan 4.11 Construction Traffic .........................................................................................................................40 4.12 Contractor Parking ..........................................................................................................................42 4.13 Work Travel Demand Management ................................................................................................43

5. Management of Effects ......................................................................................... 44 5.1

Methodology ...................................................................................................................................44

5.2

General Traffic .................................................................................................................................44

5.3

Public Transport ..............................................................................................................................44

5.4

Pedestrian and Cyclist Access ..........................................................................................................45

5.5

Construction Traffic .........................................................................................................................45

5.6

Property Access ...............................................................................................................................46

5.7

Parking and Loading ........................................................................................................................46

5.8

Over Dimensional Vehicles ..............................................................................................................46

5.9

32 Normanby Road ..........................................................................................................................47

5.10 8 – 10 Boston Road ..........................................................................................................................48 5.11 Temporary Closure of Rail Level Crossing ........................................................................................48

6. Travel Time / Congestion Monitoring ................................................................... 49 7. Consultation and Communication ........................................................................ 50 Appendix A: Record of Consultation and Engagement Outcomes .............................. 52 B1. CLG Comments ...................................................................................................... 52 B2. IPR Comments ....................................................................................................... 54 B3. Auckland Council Comments ................................................................................ 54

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Transport Access and Parking Delivery Work Plan

1. Introduction 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 (NAL) in the vicinity of Mt Eden Station. The CRL also involves the construction of two new underground stations at Aotea and Karangahape and a redeveloped Mt Eden Station (refer to Figure 1-1) The design and construction of the CRL infrastructure between Aotea and Mt Eden Stations is being delivered by the Link Alliance.

This Transport, Access and Parking Delivery Work Plan (TAP DWP) has been prepared in relation to early works along and in the vicinity of Normanby Road, hereafter referred as the ‘Normanby Road early works’.

Figure 1-1: CRL Route and Location

1.1 Overview of CRL Works in Mt Eden The CRL works in the Mt Eden area involve the construction of the southern section of the tunnel structures and the tie-in to the existing NAL, including the construction of the redeveloped Mt Eden Station. The Mt Eden Active Construction Zone (ACZ) and Construction Support Areas (CSA) for the NAL Mt Eden section are generally located between State Highway 1 (SH1) to the east and Dominion Road to the west.

The works in this area include: • Construction of an underground grade separation structure near Mt Eden Station; • A new Mt Eden Station building incorporating passenger linkages; • Modifications to the existing Mt Eden Station platforms; • Road over rail bridges at Mt Eden Road, Normanby Road and Ruru Street with sections of road realignment; • Grade separation structures for the existing and new rail lines to pass-over and connect with each other; Page 5

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Transport Access and Parking Delivery Work Plan • •

Pedestrian and cyclist bridge structures at Fenton Street and Porters Avenue; and New road linkages within the reinstated area post-construction.

Given the nature and scale of CRL works in Mt Eden, construction will be undertaken in a staged manner.

This TAP DWP only relates to one component of the CRL Mt Eden works, the Normanby Road early works, as described in Section 2 below.

1.2 Purpose of the TAP DWP The objective of this TAP DWP is to avoid, remedy or mitigate the adverse effects of construction of the Normanby Road early works on transport, parking and property access so far as is reasonably practicable. The DWP addresses the conditions of CRL Designation 2500-6 and, specifically, demonstrates how the requirements of Conditions 18, 25, 26 and 30 will be met during construction.

1.3 Relevant Designation Conditions Table 1-1 identifies the CRL designation conditions relevant to this TAP DWP and where they are addressed in the document.

Table 1-1:Transport conditions and reference in the TAP DWP

Relevant section of DWP

Condition No.

Condition

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 7

Sections 2.6 and 2.7

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

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Transport Access and Parking Delivery Work Plan 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 2.5

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

(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

Section 5.4 and 5.6

(c)

Section 5.6

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

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;

Sections 4.11, 5.5, 5.8 and 5.11

(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 4.11 and 5.5

(i)

Form part of the regional arterial network;

Section 4.11

(ii)

Are overweight / over dimensioned routes;

Section 5.8

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

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All Sections

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

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Section 5.11 Sections 4.11 and 7

Section 4.11

Transport Access and Parking Delivery Work Plan (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;

Section 5.11

(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;

Section 5.4 and 5.6

(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

Section 5.4 and 5.6

(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.

Section 5.4 and 5.6 Section 5.6

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

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 5.2, 5.4 and 5.5

(ii)

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

Section 5.3

(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.

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Section 5.8 Section 7

Transport Access and Parking Delivery Work Plan (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 4.11

(i)

Benefits that could be provided by alternative options;

Section 4.11

(ii)

Potential adverse effects associated with alternative options;

Section 4.11

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

Section 4.11

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

Section 4.11

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.

Section 6

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 6

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

Section 6

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

Section 6

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

Section 6

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 6

26.4

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

Section 6

26.5

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

Section 6

26.6

The monitoring will establish whether the City Rail Link construction works have increased traffic delays as follows:

Section 6

(a) Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition)

Section 6

(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 6

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

Section 6

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Transport Access and Parking Delivery Work Plan

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 6

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 6

26.9

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

Section 6

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

Section 6

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

Section 6

…

30

Transport and Property Access: Additional Requirements (NAL Area)

30.1

To achieve the objective in Condition 25, the following measures shall be implemented: … (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;

Section 5.3, 5.4 , 5.6 and 5.11

(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;

Section 5.6

(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:

Section 5.6

(i)

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

Section 5.6

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

Section 5.6

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

Section 5.6

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Transport Access and Parking Delivery Work Plan (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);

Section 4.5

(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:

Section 5.6 and 5.9

(i)

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

Section 5.6

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

Section 5.6

(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-000DRG-0064 Revision 1 dated 8/7/16 and CRL-EFC-ROA-000DRG-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.

Section 5.9

‌

30.2

(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.

Section 2.5 and 4.4

(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

Section 2.5 and 4.4

The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (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 4.3 and 5.2

(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;

Section 5.5 and 5.11

(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;

Section 4.11, 5.5 and 5.11

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Transport Access and Parking Delivery Work Plan … (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 Mt Eden Road bridge, is to be undertaken on only one of these two routes at a time;

Sections 4.3, 4.8 and 5.11

(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 4.3, 4.8, 5.11 and 6

(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;

Section 5.4

… (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;

Sections 5.4, 5.6 and 5.11

…

1.4 DWP Review and Updates This TAP DWP is a live document that will be reviewed and updated as a result of a material change to the Normanby Road early works, or to address unforeseen adverse transportation effects arising from construction, or unresolved complaints. Refer to Section 6.7 of the CEMP for further detail on the review and updating process.

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Transport Access and Parking Delivery Work Plan

2. Normanby Road Early Works 2.1 Overview of Works The Normanby Road early works involve demolition of the building at 11 Water Street, establishment of a Construction Support Area (CSA), construction of a temporary utility and pedestrian bridge across the NAL and two retaining walls, and diversion of temporary and permanent utilities (such as water, wastewater, stormwater, gas, electricity and communications) along and in the vicinity of Normanby Road.

The temporary bridge will initially, for the period of the early works, function to carry only utility connections and not pedestrians. The pedestrian function of the bridge will be enabled prior to the temporary closure of the Normanby Road level crossing to both vehicles and pedestrians, anticipated in late 2021 as part of a subsequent package of works known as the main works.

The early works are required in advance of the main construction works to provide adequate clearance between the CRL works and network utilities to enable construction of retaining walls, the Normanby Road grade separation bridge and the realigned Normanby Road / Boston Road / Nugent Street roundabout.

The Normanby Road early works are planned to extend over eight months, between February 2020 and September 2020. Figure 2-1 shows the area of these works.

s Figure 2-1: Extent of the Normanby Road early work area and CRL designation Page 13 | Normanby Road Early Works

Transport Access and Parking Delivery Work Plan Refer to the CEMP for a detailed description of the works.

2.2 Construction Methodology The Normanby Road early works will be divided into stages as described in the CEMP and the Construction Staging Plans in Appendix B of the CEMP. The construction sequence is summarised in Table 2-1 below.

2.3 Staging of Works The Normanby Road early works will be undertaken over the 150m section of Normanby Road, immediately south of Normanby Road / Boston Road / Nugent Street roundabout, and adjoining the south-western corner of the roundabout.

Table 2-1 provides a summary of works proposed for each stage identified in the Construction Staging Plans (Appendix B of CEMP).

Table 2-1: Normanby Road Early Works - Construction Staging

Stage

Description

Dates

Approximate Duration

Stage 0 – Demolition of the building at 11 Water Street

• Demolition of the building at 11 Water Street.

February – March 2020

3 weeks

Stage 1 – Tree Removal and Utility Relocation

• Establishment of CSA at 14-22 Boston Road, 11 Water Street and partly within 28 Mt Eden Road.

• Establishment of alternative car park at 14-22 Boston Road for premises at 32 Normanby Road.

• Demolition of northern boundary fence and kerb, tree removal and construction of retaining walls at 32 Normanby Road.

• Excavation of utility trench and installation of permanent south sewer line and stormwater line along Normanby Road, 22-24 Normanby Road and 32 Normanby Road.

• Installation of private stormwater connections from premises at 32 Normanby Road to the public stormwater line.

• Regrade car park area at 32 Normanby Road.

March – April 2020

2 months

Stage 2 – Utility Relocation and Temporary Pedestrian and Utility Bridge

• Construction of piling platforms and piling for the temporary bridge at 32 Normanby Road and 14-22 Boston Road.

• Construction of pile caps and removal of piling platforms upon completion.

• Complete installation of permanent stormwater line at 32 Normanby Road.

• Excavation and installation of permanent north sewer line across 14-22 Boston Road, 11 Water Street and 8-10 Boston Road. Temporary closure of level crossing required.

April – May 2020

2 months

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Transport Access and Parking Delivery Work Plan

Stage

Description

Dates

Approximate Duration

• Reinstatement of car park surface and line marking at 32 Normanby Road.

Stage 3 Temporary Pedestrian and Utility Bridge, Retaining Wall and Utility Diversion

• Construction of temporary bridge foundations at 14-22 Boston Road and 32 Normanby Road.

• Construction of retaining wall at the south-western corner of the Normanby Road / Boston Road / Nugent Street roundabout.

• Installation of span columns and span truss (with temporary utilities attached) across the NAL rail corridor.

• Installation of temporary utilities on span columns.

April – July 2020

4 months

Stage 4 – Utility Diversion

• Excavation of utility trench and installation of temporary gas, water, power and communication lines from the temporary bridge to existing lines.

Reinstatement of pavement.

• Installation of screens on the temporary bridge.

August – September 2020

2 months

Table 2-2 describes the scope of works of each sub-stage and the estimated traffic movements per day with respect to each sub-stage.

Table 2-2: Normanby Road Early Works – Construction Sequencing and Construction Traffic Movements

Stage

Sub-Stages

Construction Traffic Movements per Day (One-way)

Stage 0

Demolition of the building at 11 Water Street.

10

Stage 1

1.1 – • Establishment of CSA and alternative car park for 32 Normanby Road within the CSA. • Construction of retaining walls at 32 Normanby Road.

• Installation of permanent south sewer line along the south driveway of 22-24 Normanby Road.

20

1.2 – • Construction of retaining walls at 32 Normanby Road.

• Installation of south sewer line along Normanby Road.

10

1.3 – • Demolition of northern boundary fence, kerb and tree removal at 32 Normanby Road.

• Excavation and installation of south sewer line along Normanby Road.

15

1.4 – • Installation of permanent stormwater line across Normanby Road.

5

1.5 –

5

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Transport Access and Parking Delivery Work Plan

Stage

Sub-Stages

•

Stage 2

Stage 3

Stage 4

Construction Traffic Movements per Day (One-way)

Installation of south sewer manhole and tie in to existing sewer line along Normanby Road.

1.6 – • Installation of permanent stormwater line across Normanby Road.

5

1.7 – • Installation of permanent stormwater line and catch pits at 32 Normanby Road.

• Installation of private stormwater connections at 32 Normanby Road.

5

1.8 – • Regrade car park area at 32 Normanby Road in stages.

15

2.1 – • Construction of piling platform and piling for the temporary bridge at 32 Normanby Road.

• Installation of permanent north sewer line across Normanby Road.

25

2.2 – • Construction of pile cap, removal of piling platform and installation of permanent stormwater line at 32 Normanby Road.

• Construction of piling platform and piling for the temporary bridge at 14-22 Boston Road.

30

2.3 – • Construction of pile cap and removal of piling platform at 14-22 Boston Road.

• Reinstatement of car park surface and line marking at 32 Normanby Road.

30

2.4 – • Removal of temporary car park at 14-22 Boston Road.

• Closure level crossing Easter 2020 to allow for north sewer line installation • Installation of permanent north sewer line across 14-22 Boston Road, 11 Water Street, 8-10 Boston Road and the road reserve of Water Street.

10

3.1 – • Construction of retaining wall at the south-western corner of the Normanby Road / Boston Road / Nugent Street roundabout.

• Construction of temporary bridge foundations at 14-22 Boston Road and 32 Normanby Road.

20

3.2 – • Installation of span columns and span truss across the NAL rail corridor.

• Installation of temporary utilities on span columns.

5

4.1 – • Installation of temporary gas, water, power and communication lines from the temporary bridge to existing lines.

• Installation of screens on the temporary bridge.

5

Detailed site layouts for each stage of the works have been provided in Appendix B of the Page 16 | Normanby Road Early Works

Transport Access and Parking Delivery Work Plan CEMP.

2.4 Hours of Operation Construction activity will be generally undertaken between 7:00am and 10:00pm on Monday to Saturday.

Installation of the temporary utility and pedestrian bridge across the NAL will be undertaken as night works from 9:30pm to 5:30am in late July 2020.

During detailed construction planning, consideration will be given to restricting construction vehicle activity to between 9:30am and 4:00pm on Monday to Friday, and between 9:00am and 2:00pm on Saturday as a mitigation measure for the potential adverse effect on residential zoned land. This is in accordance with designation Condition 25.3(d)(ii) and discussed further in Section 4.11.

2.5 Construction Support Area The CSA for the Normanby Road early works will be the semi-paved and uncovered area of 14-22 Boston Road, 11 Water Street and part of 28 Mt Eden Road, shown in Figure 2-2. This CSA will primarily provide for: • Site office; • Staff and visitor parking; • Ancillary staff facilities, including briefing and rest areas, toilets and first aid; • Erosion and sediment control devices such as settlement tanks; • Storage, set down and handling areas for machinery, material and spoil; and • Minor trades access and parking.

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Figure 2-2: CSA at 14-22 Boston Rd and access movement map

Two-way site access for the CSA will be provided in a restricted manner from both Water Street and Normanby Road. As per designation Conditions 30.1(n) and 30.1(o), heavy vehicle movements at the intersection of Mt Eden Road / Water St will be restricted to left-in and left-out only, while all vehicle movements at the access on Normanby Road will be restricted to left-in and left-out only.

The CSA has no vehicle access from Boston Road, but is instead accessed primarily via Normanby Road and secondarily Water Street, as shown in Figure 2-2.

2.6 Construction Workforce The construction workforce on site each day is anticipated to be generally between 10 to 20 personnel, at any one time across concurrent work zones. The team responsible for each package of work will generally comprise of a site engineer, supervisor, labourers, digger operator and drainlayer and/or utility specialist. Additional third-party workforce such as traffic management staff will attend the site for Temporary Traffic Management (TTM) alterations and discrete events.

Parking for the workforce will be provided within the CSA which is accessed from Water Street and Normanby Road. The CSA has sufficient space to provide for 60 parking spaces for the maximum onsite workforce alongside the storage of materials, plant and temporary parking for 32 Normanby Road.

2.7 Work Travel Demand Management The construction workforce as noted above is relatively small in terms of its potential to generate Page 18 | Normanby Road Early Works

Transport Access and Parking Delivery Work Plan noticeable traffic effects on the road network. Any effects will be minimised by the workforce shifts beginning prior to or after the morning commuter peak and finishing before or after the evening commuter peak periods. As such, a Travel Management Plan in accordance with Condition 20.1(d) is not deemed to be necessary or effective.

However, with that said, travel demand management practices, such as advice on public transport options, car sharing and provision of staff shuttles, all support the reduction of Green House Emissions and the Link Alliance’s sustainability targets. To align with these principles, the project workforce will be provided with public transport travel information and be encouraged to consider car-pooling opportunities by using Auckland Transport’s Smart Travel mobile phone application.

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3. Existing Transport Environment 3.1 General Traffic Environment The extent of the physical works on Normanby Road occurs within an area that currently provides for a mixture of local site access and network through-traffic functions: • Vehicle and pedestrian access to properties located at 32 Normanby Road and 51-63 Normanby Road; • Intersection with Lauder Road for access to the Mt Eden Corrections Facility; • Kerbside parking on both sides in the area adjacent to the residential units at 22 and 24 Normanby Road; • Segregated pedestrian and vehicle passage over the NAL rail level crossing; • Access to the CSA at 14-22 Boston Road via the cul-de-sac of Water Street and Normanby Road; • Four-arm roundabout of Normanby Road, Boston Road and Nugent Street; and • Through movements between Mt Eden Road and Grafton Road, and access to SH1 on-ramp via Boston Road.

Figure 3-1 shows the general location of the early works with respect to the land uses in the adjacent area. The specific work area is shown in Figure 2-1.

Figure 3-1: CSA location and the extent of physical works along Normanby Rd (both in orange colour)

3.2 Road Hierarchy Normanby Road, Boston Road, Nugent Street and Mt Eden Road which are located in the immediate vicinity of the work site are two-lane two-way roads. They have an important through-traffic function, all carrying traffic volumes ranging between 10,000 and 15,000 vehicles per weekday. Enfield Street carries less than 2,000 vehicles per day. Water Street carries less than 200 vehicles per day. These volumes and other traffic data are detailed in Section 3.5.

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Transport Access and Parking Delivery Work Plan The classification of roads for the purposes of this TAP DWP is based on the Auckland Unitary Plan – Operative in Part (AUP-OiP) precinct overlay map shown in Figure 3-2. This differs from the road hierarchy described in the Auckland Council GeoMaps shown in Figure 3-3 and the NZ Transport Agency’s One Network Road Classification (ONRC) shown in Figure 3-4, which are provided here as reference of how the roads could reasonably function.

Figure 3-2: Auckland Unitary Plan precinct road hierarchy map overlay (source: Auckland Council; 30 September 2019)

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Figure 3-3: Auckland GeoMaps road hierarchy (source: Auckland Council GeoMaps; 30 September 2019)

Figure 3-4: One Network Road Classification (source: NZTA, 30 September 2019)

Clarification on the road classifications with respect to the CRL designation conditions is found in a Page 22 | Normanby Road Early Works

Transport Access and Parking Delivery Work Plan previous CRL Transport Access and Parking assessment1 which noted that the ‘CRL conditions were based upon the “Regional Arterials” within the then operative Auckland Council District Plan (Isthmus Section) (i.e. New North Road, Khyber Pass Road, Dominion Road and the motorway network). An equivalent term in the AUP is “Arterials” (those listed previously plus Nugent Street, Boston Road west of Nugent Street, Esplanade Road and View Road).’

Therefore, for the purpose of consistently interpreting the designation conditions going forward, the road classifications in this TAP DWP are based on Council’s current AUP-OiP map as shown in Figure 3-2 where Normanby Road and Boston Road (east of Normanby Road) are identified as non-arterial roads and Mt Eden Road, Boston Road (west of Normanby Road) and Nugent Street are identified as arterial roads.

3.3 Overdimension and Overweight Routes Normanby Road is an overdimension route as shown in Figure 3-5 while Mt Eden Road is an overweight route as shown in Figure 3-6.

Figure 3-5: Overdimension Vehicle Route Map, Section 4-27 (source: NZTA; November 2004)

1

Nikau Street Stormwater Realignment, Transport Access and Parking Development Work Plan, 19 April 2018, Flow Transportation Specialists Page 23 | Normanby Road Early Works

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Figure 3-6: Overweight Permit Route Maps, Section 3-9 (source: NZTA; July 2007)

3.4 Bus and Cycle Routes Normanby Road is not on a bus route as shown in Figure 3-7. Mt Eden Road, north of Normanby Road, provides for services 25, 26 and 27. Services 25 and 27 are part of the Frequent Service Network (FSN) that operate 6 to 12 buses during peak hours, with some services using double decker buses.

There are no existing cycle facilities provided on Normanby Road, Nugent Street, Mt Eden Road or Boston Road as shown in Figure 3-8.

Figure 3-7: Bus Routes – Central Suburbs (source: Auckland Transport; retrieved September 2019) (Project site: orange circle)

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Figure 3-8: Cycle network map – Central Auckland (source: Auckland Transport; retrieved September 2019) (Project site: orange circle)

3.5 Traffic Volumes and Road Characteristics Traffic volumes and road characteristics for Normanby Road, Nugent Street and Mt Eden Road are summarised in Table 3-1, and for Boston Road and Enfield Street are summarised in Table 3-2 and discussed below.

No traffic volumes are available for Water Street, however the ONRC (Figure 3-4) classifies Water Street as a Low Volume Road which is defined as a road carrying less than 200 vehicles per day.

A survey previously undertaken for the CRL Nikau Street Stormwater Realignment on Thursday 8 September 2016 noted that the vehicle volumes accessing the 14-22 Boston Road car park via Water Street comprised 12 entries and 5 exits in the morning peak, and 8 entries and 9 exits in the evening peak hour. At that time, the site was still operated by Wilson Parking as a paid-for public car park.

Without the car park and based on the current land uses on Water Street, the two-way peak hour traffic volumes would be less than 50 vehicles.

Table 3-1: Traffic volumes and road information for Normanby Road, Nugent Street and Mt Eden Road (source: Auckland Transport)

Normanby Road

Nugent Street

Mt Eden Road

Classification (AUP-OiP)

Non-arterial

Arterial

Arterial

Classification (GeoMaps)

Collector

Collector

Primary Arterial

Classification (ONRC)

Arterial

Arterial

Regional Arterial

Classification (NZTA)

Overdimension

Overdimension

Overweight

Date of data (volume & speed)

30-Oct-17

29-May-13

30-Oct-17

Avg. weekday total - Two way

11,087

9,656

15,091

Avg. weekday total - Northbound

5,650

5,502

7,650

Avg. weekday total - Southbound

5,438

4,154

7,441

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AM peak hour - Northbound

724 (7:30am)

702 (7:45am)

766 (7:45am)

AM peak hour - Southbound

329 (8:00am)

369 (8:15am)

532 (7:45am)

MID peak hour - Northbound

407 (10:15am)

448 (1:15pm)

513 (12:45pm)

MID peak hour - Southbound

399 (11:30am)

341 (12:30pm)

479 (11:45am)

PM peak hour - Northbound

406 (4:30pm)

689 (4:30pm)

643 (4:45pm)

PM peak hour - Southbound

670 (5:00pm)

508 (4:45pm)

685 (5:00pm)

HCV% - Average Two way

3.9%

5.0%

7.5%

12.2m

12.5m

14.0m

Undivided

Undivided

Undivided

2.1m parking /

2.0m parking /

4.0m lanes

4.3m lanes

2.2m parking / 2.0m flush / 3.3m lanes

Speed Limit

50km/h

50km/h

50km/h

Operating Speed (85th %tile)

51km/h

43km/h

49km/h

None

None

25, 26, 27, FSN, Double Decker

Both kerbsides

Both kerbsides

Unlimited

Unlimited

Free

Free

None

None

Carriageway width

Bus Route

Parking

Cycling Walking

Both kerbsides P30 northbound / P60 southbound Free Proposed Connector

Footpath on both sides Footpath on both sides Footpath on both sides

The peak hour volumes on all three roads demonstrate a tidal flow characteristic where northbound traffic movements (towards the CBD) are dominant in the morning period and southbound traffic volumes (away from the CBD) are dominant in the evening period. Existing congestion on Normanby Road is generally associated with the rail level crossing, the Normanby Road / Boston Road / Nugent Street roundabout and with the downstream signalised intersection with Khyber Pass Road.

Free and unrestricted on-street parking is permitted on both sides of Normanby Road and Nugent Street for the majority of their lengths. The main users of these spaces are expected to be local residents, customers and staff of businesses, and park and ride parking for the nearby Mt Eden and Grafton train stations and bus stops.

Mt Eden Road is identified as being strategically significant for public transport services, with the route’s bus services being a part of Auckland Transport’s FSN. It is noted that buses make up the majority of Mt Eden Road’s heavy commercial vehicle (HCV) traffic. Normanby Road and Nugent Street do not support any bus services.

On Mt Eden Road, northbound bus lanes operate north of Sylvan Avenue during the morning peak period (7am – 10am) and southbound lanes are provided south of Percy Street during the evening peak (4pm – 7pm).

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Transport Access and Parking Delivery Work Plan The measured 85th percentile vehicle speeds on these three roads indicate no existing speeding issue.

Table 3-2: Traffic volumes and road information for Boston Road and Enfield Street (source: Auckland Transport)

Boston Road

Boston Road

(West of Nugent St)

(East of Nugent St)

Classification (AUP-OiP)

Arterial

Non-arterial

Non-arterial

Classification (GeoMaps)

Collector

Collector

Collector

Classification (ONRC)

Arterial

Arterial

Primary Collector

Classification (NZTA)

None

None

None

Date of data (volume & speed)

24-Jul-19

8-Apr-19

13-May-13

Avg. weekday total - Two way

24-Jul-19 10,411

8009

1756

Avg. weekday total - Eastbound

7,118

6197

783

Avg. weekday total - Westbound

3,293

1812

974

AM peak hour - Eastbound

634 (7:15am)

561 (7:45am)

87 (8:15am)

AM peak hour - Westbound

240 (9:00am)

167 (8:15am)

150 (8:00am)

MID peak hour - Eastbound

537 (9:15am)

476 (11:30am)

75 (12:15pm)

MID peak hour - Westbound

260 (11:45am)

167 (1:30pm)

103 (12:45pm)

PM peak hour - Eastbound

524 (5:00pm)

459 (2:30pm)

100 (4:30pm)

PM peak hour - Westbound

379 (4:30pm)

147 (2:15pm)

83 (4:45pm)

HCV% - Average Two way

5.7%

4.7%

2.9%

9.2m

10.8m

Undivided

Undivided

4.6m lanes

5.4m lanes

10.8m Carriageway width

Undivided 1.9m parking / 3.5m lanes

Enfield Street

Speed Limit

50km/h

50km/h

50km/h

Operating Speed (85th %tile)

43km/h

48kn/h

42km/h

Bus route

None

None

None

Cycle route

None

None

None

Both kerbsides

South kerbside only

P60

P30 / Unlimited

Free

Free

Footpath - both sides

Footpath - both sides

Both kerbsides Parking

Walking

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Unlimited westbound / P120 eastbound Free Footpath - both sides

Transport Access and Parking Delivery Work Plan Similar to the north-south oriented roads in Table 3-1, the daily total and peak hour volumes on the west-east roads of Boston Road and Enfield Street also demonstrate distinct tidal flow characteristics.

Notably, the eastbound volumes (towards SH1 and Newmarket) on Boston Road east of Nugent Street are generally three times higher than its westbound volumes (away from SH1 and Newmarket). This occurs during both peak periods and over the full day which indicates that Boston Road has a primary function in providing for access to Khyber Pass road, which connects to predominately the SH1 southbound on-ramp and the wider Newmarket area.

Because it is not possible for traffic to turn-right from Symonds Street into Khyber Pass Road, such that northbound traffic on both New North Road and Mt Eden Road would use Boston Road as the most direct access to the southbound motorway on-ramp and the wider Newmarket area. Figure 3-9 shows existing directional signage installed on New North Road eastbound, and Mt Eden Road northbound and southbound directions which guide those traffic movements to use Boston Road for access to State Highway 1 and Newmarket.

Figure 3-9: Existing signage on New North Rd eastbound, Mt Eden Rd southbound and Mt Eden Rd northbound (Left to right)

Observations in September 2019 noted that there is some existing traffic congestion on Boston Road during the commuter peak periods. This congestion is a result of the intersections at either end of Boston Road, and in particular the eastbound queue for the southbound motorway on ramp at Khyber Pass Road during the evening peak.

The north side of Boston Road services small scale commercial properties and provides access to two minor streets (Auburn Street and Severn Road). The south side, to the east of Normanby Road, borders the rail corridor and has no road-facing properties, but provides one service access to the rail corridor.

Commercial properties are located on both sides of Boston Road to the west of Normanby Road. ‘No Stopping At All Times’ (NSAAT) lines are marked on the north side of Boston Road. Kerbside parking is provided on the south side of Boston Road with approximately 50 spaces, comprised of P60 parking to the west of Normanby Road and P30 parking to the east.

The eastern end of Enfield provides approximately eight kerbside parking spaces without time restrictions. Kerbside parking with P30 and P120 time restrictions are available further west.

The measured 85th percentile vehicle speeds on these three roads indicate no existing speeding issue.

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Transport Access and Parking Delivery Work Plan

3.6 Walking and Cycling Facilities The roads within the immediate works area have footpaths on each side. At some intersections where the identified roads meet, crossing facilities do not accommodate for all user abilities, with an absence of drop kerbs at some crossings.

At the Normanby Road / Boston Road / Nugent Road roundabout, Boston Road and Normanby Road, no dedicated pedestrian crossing facilities are provided on any approach, despite the relatively high volume of vehicles which travel through this roundabout.

Normanby Road provides pedestrian connectivity over the NAL rail corridor, on both sides of the road, via a pedestrian rail level crossing.

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4. Proposed Traffic Management Methodology 4.1 Philosophy This TAP DWP has been developed in general accordance with the traffic management approach put forward in the CRL Designation 2500-6 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 TAP DWP are: 1. Active transport (walking and cycling); 2. Public transport; 3. Freight, service vehicles, couriers and taxis; and 4. Private vehicles (including construction related traffic).

Within CoPTTM November 2018, Normanby Road and Boston Road are classified as Level 1 roads.

Water Street is classified as a Low Volume road. The traffic management measures proposed have been developed accordingly.

The traffic management methods outlined below have been developed to be commensurate with the early works construction activities proposed and their expected effects on the transport network.

It should be noted that the majority of the early works occur outside the road reserve. Where short term closure of lanes, diversion of traffic or pedestrians are required, these are in all cases very minor in effect, and comparable to those of a typical urban, off-street construction site. As a result, the traffic management proposed is relatively straightforward, and primarily focusses on site access points and temporary parking arrangements.

4.2 Rail Level Crossing Safety Impacts The Link Alliance will provide to KiwiRail and Auckland Transport a Rail Crossing Management Plan to address the particular traffic risks associated with undertaking construction work in proximity to the Normanby Road level crossing. The Management Plan will serve as a framework to guide traffic management layout design for the early works and include Level Crossing Safety Impact Assessments (LCSIAs) of the early work stages. The plan will ensure that traffic mitigation measures will be in place during the early works such that the existing level of safety will not deteriorate during any of the proposed traffic management stages.

The LCSIA will be undertaken in accordance with KiwiRail procedures and requires the calculation of a Level Crossing Safety Score (LCSS) which will be based on site assessment undertaken by a certified Link Alliance level crossing safety assessor along with KiwiRail staff, train operator drivers, and an Auckland Transport safety engineer.

The site is scored for the existing situation and then for the proposed traffic management layouts.

Taking account of the site visit score together with other factors such as incident reports, train frequency, type of crossing and approach geometry a LCSS is derived for the existing crossing before the works commence and for each traffic management stage. It is a KiwiRail requirement that the Page 30

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crossing operates within a “Medium-Low” or “Low” risk (KiwiRail Category 1) or that the operation of the crossing is made no worse by the traffic management, known as “Category 2”, the Category classes being determined from the LCSS. The Rail Crossing Management Plan will specify the mitigation measures required for each traffic management phase to ensure that the impacts on the safety of the rail crossing for road users, including cyclists and pedestrians, and rail users can be effectively managed. This plan will include, amongst others, how queuing back over the rail crossing is to be eliminated and how pedestrian safety is to be maintained.

The LCSIA will also be provided with the specific TTMP submissions to Auckland Transport’s Road Corridor Access team for approval.

4.3 General Traffic Management Plan The Normanby Road early works will be undertaken across several stages and over a period of approximately eight months as outlined in Section 2.3.

The traffic management approach will temporarily remove the existing kerbside parking on both sides of Normanby Road over a 150m section immediately south of Boston Road for the duration of the works. While work areas occupy one side of Normanby Road, two-way two-lane traffic operations will be maintained over at least 6.0m width of the remaining carriageway. Where a full closure of the Normanby Road level crossing is required, it will be undertaken either for several hours over selected nights or over Easter Weekend in April 2020. This will occur prior to the start of the Mt Eden Road bridge replacement works in accordance with designation Condition 30.2(e) which does not permit the two fully operational traffic lanes of Mt Eden Road and Normanby Road to be restricted at the same time.

The TTMP will ensure that existing vehicle access to properties within the early works area is maintained at all times. Where sections of footpath on Normanby Road will be occupied by a work zone, the continuity of pedestrian access will be provided either in the form of a temporary footpath around the work zone or a diversion to temporary pram ramps at a safe location to allow pedestrians to cross Normanby Road. Pedestrian access to private properties will be maintained at all times.

Wayfinding signage will be provided at each intersection in pedestrian routes. Where appropriate, this will include references to specific buildings or businesses (refer ‘Social Impact and Business Disruption Delivery Work Plan’ for the early works).

4.4 CSA Establishment – Stage 1 Establishment of the CSA at 14-22 Boston Road, 11 Water Street (including its demolition) and partly within 28 Mt Eden Road involves the delivery of staff amenities, plant and materials to the enclosed compound as shown in Figure 4-1. The largest plant is the 20-tonne breaker and digger units which will be delivered on 11.5m rigid trucks that will access the CSA via the existing Water Street and Normanby Road entrances, adhering to the restrictions of left-in and left-out movement as described in Section 2.5. Site establishment activities will occur off-carriageway within the CSA during normal hours of operation as described in Section 2.4.

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Figure 4-1: CSA establishment in Stage 1.1

Traffic volumes entering and exiting the CSA are anticipated to be less than 20 vehicles per day.

4.5 Permanent South Sewer – Stage 1 Installation of the permanent sewer connection begins within the southern property access of 22 and 24 Normanby Road and continues northward along Normanby Road finishing at Lauder Road. In Stage 1.1 shown in Figure 4-2, the southern access of the residential compound at 24 Normanby Road will be temporarily closed for the installation of two new manholes and connecting sewer line. During this closure, pedestrian and vehicle access to the compound will be rerouted to the existing northern access where the single lane egress will be reconfigured to accommodate two-way movements, managed by STOP/GO control. The closure is estimated to be in place for between one to two weeks after which the southern and northern access’ original entry and egress functions, respectively, will be restored.

Figure 4-2: Permanent South Sewer – Stages 1.1 and 1.2 Page 32

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The kerbside parking on both sides of Normanby Road within approximately 50m of the work zone will be temporarily removed through the TTMP (i.e. not Traffic Resolutions). Two-way access to Gate 2 of 51-63 Normanby Road, the access to Sabato and Corys Electrical, will be maintained at all times.

The two-way access will be provided over two-lanes where practicable and managed over one-lane at times during Stage 1.2.

It is noted that an 18m semi-trailer truck delivering to Corys Electrical may be expected to access Gate 2 within the period of works. The Link Alliance will coordinate the timing of the Stage 1.2 work with the semi-trailer delivery. Manual control of the Normanby Road traffic during an off-peak period may be required to facilitate the entry and egress of the semi-trailer from Gate 2. This will be detailed in the TTMP for Stage 1.2.

A 5-tonne digger and pre-fabricated pipes will be delivered to the work zones using a 11.5m rigid truck.

An 8m tipper truck will be on site for the duration of the excavation and installation activity. Trucks will enter the work zones forwards from the south and exiting forwards to the north.

As shown in Figure 4-3, the TTM in Stages 1.3 and 1.5 are anticipated to occupy half of the Corys Electrical Gate 1 (northern) access and the left turn exit lane of Lauder Road. The TTMP design will ensure that the left turn movements out of Lauder Road for most vehicle types can move around the work zone, while the site traffic controller will manually manage the turning movements of larger vehicles on Lauder Road. Two-way access over one-lane at Gate 1 of Corys Electrical will be maintained at all times.

Figure 4-3: Permanent South Sewer – Stages 1.3 and 1.5

Construction traffic volumes associated with the south sewer work zones are anticipated to be less than 10 movements per day.

4.6 32 Normanby Road Car Park – Stages 1 and 2 The early works scope includes the relevelling of the 32 Normanby Road car park surface after the installation of the new stormwater drainage system, and piling and retaining walls adjacent the site access. This approach will allow the required works in the car park and its access to be limited to mostly the early works, negating the need to further displace the car park users during the CRL main works expected in late 2021. The raingarden installation and re-grading of a small section of the vehicle crossing to the finished levels of Normanby Road will be undertaken in 2022, as part of the main works.

As shown in Figure 4-4, the car park works begin with the installation of two retaining walls adjacent to the OfficeMax premises at 32 Normanby Road and demolition of existing features on the northern Page 33

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boundary of the car park. Two-way vehicle access over one-lane and pedestrian access to 32 Normanby Road will be maintain at all times, in a safe manner around the work zones, throughout all stages.

Figure 4-4: 32 Normanby Road Car Park – Stages 1.1 and 1.3

Once the alternative parking spaces for 32 Normanby Road businesses have been provided in the CSA (as per designation Condition 30.1(j)(iii)), the pedestrian path between the CSA and the property via the western pedestrian level crossing will be established and remain in place until the car park has been regraded, its stormwater, retaining wall and land scaping completed, and its usage restored to the tenants.

Figure 4-5 shows the installation of the stormwater manhole between Lauder Road and Gate 1 of Corys Electrical and the new stormwater line into the car park of 32 Normanby Road. The TTMP for Stages 1.4 and 1.6 will be designed in such a way that two-way access to Lauder Road, Gate 1 of 5163 Normanby Road, 32 Normanby Road and through-movement interactions for vehicles on approach to the rail level crossing can be safely accommodated. Stages 1.4 and 1.5 will be undertaken concurrently and with the same traffic management setup.

Figure 4-5: 32 Normanby Road Car Park – Stages 1.4 and 1.6

Figure 4-6 shows the installation and connection of the stormwater lines within the 32 Normanby Road car park before proceeding to regrade the car park in a staged manner to the finished levels and tie-in to the existing vehicle crossing.

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Figure 4-6: 32 Normanby Road Car Park – Stages 1.7 and 1.8

Figure 4-7 shows the final stage of the car park works which comprise of car park resurfacing and line marking. The car park in its entirety will be returned to the tenants of 32 Normanby Road. The work zones will be within the car park and not encroach into the carriageway of Normanby Road.

Figure 4-7: 32 Normanby Road Car Park – Stages 2.2 and 2.3

Construction traffic volumes associated with the 32 Normanby Road car park work zones are anticipated to be less than 10 movements per day.

4.7 Temporary Utility and Pedestrian Bridge and Piled Platforms – Stages 2 and 3 As shown in Figure 4-8, the establishment of the temporary utility and pedestrian bridge begins with the construction of its foundations which requires the installation of a piling rig platform, installation of piles and pile cap. The work zones will be located off-road, away from the Normanby Road carriageway. The existing footpath and pedestrian rail level crossing to the west of Normanby Road will be maintained around the work zone.

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Figure 4-8: Temporary Utility and Pedestrian Bridge and Permanent NAL piles – Stages 2.1 and 2.2

Figure 4-9 shows the completion of the foundations for the temporary utility and pedestrian bridge and lifting of the pre-fabricated bridge into place. The delivery and installation of the temporary utility and pedestrian bridge will be undertaken at night during a full closure of the Normanby Road level crossing at the NAL.

Figure 4-9: Temporary Utility and Pedestrian Bridge and Permanent NAL piles – Stages 2.3 and 3.2

Construction traffic volumes associated with the establishment of the temporary utility and pedestrian bridge and its foundations are anticipated to be less than 30 movements per day.

4.8 Permanent North Sewer – Stage 2 Due to the design location of the north sewer between the NAL level crossing and the Boston Road / Normanby Road / Nugent Street roundabout, and the significant depth of excavation required, it is proposed to undertake the works over the four days of the Easter weekend in April 2020 via a full closure of the Normanby Road level crossing. Figure 4-10 shows the new manhole to be installed adjacent the protected Flame Tree with trenching across the southern arm of the roundabout. The trench will be backfilled, and Normanby Road reopened at the end of Easter weekend 2020.

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Figure 4-10: Permanent North Sewer – Stage 2.1

Following the completion of the eastern section of the permanent north sewer line across Normanby Road, the subsequent segments of the sewer line will be installed through the CSA and connected to the properties on Water Street as shown in Figure 4-11.

The work zones and sewer line installation activities will be mainly within the CSA but also in the carpark of 8-10 Boston Road. The pedestrians on the south side of Boston Road will be directed to cross Boston Road to use the northside footpath at a location in advance of the work zone. The pedestrian rail level crossing on the western side of Normanby Road will be closed while the one on the eastern side will remain open.

Figure 4-11: Permanent North Sewer – Stage 2.4

Construction traffic volumes associated with the permanent north sewer line work zones are anticipated to be less than 10 movements per day.

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4.9 Permanent Retaining Wall – Stage 3 The permanent retaining wall to be constructed at the north-eastern corner of the CSA as shown in Figure 4-12 will enable various utilities to be installed behind it, connecting the temporary utility and pedestrian bridge and existing utilities on Boston Road west. The retaining wall will ultimately achieve its full purpose of supporting the finished levels of the realigned roundabout intersection as part of the main works. The construction of the retaining wall will involve foundation piling, concrete pour, and backfilling with aggregate. The activity will be contained within the CSA and the associated truck movements will abide to the established entry and egress patterns of the CSA.

Figure 4-12: Permanent Retaining Wall – Stage 3.1

Construction traffic volumes associated with the construction of the permanent retaining wall are anticipated to be less than 20 movements per day.

4.10 Temporary Utility Diversions – Stages 3 and 4 Following the installation of the temporary utility and pedestrian bridge over the NAL, the existing utilities located on the north and south sides of the NAL will be diverted to their corresponding utility lines installed on the bridge.

The utility lines that intrude least into the carriageway of Normanby Road are the Vector gas main and Vector electricity and communications as shown in Figure 4-13. Given that the Mt Eden Road bridge restrictions are anticipated to be in place concurrently, the diversion of these two utility lines can be installed without restricting the two fully operational traffic lanes on Normanby Road in compliance with Condition 30.2(e), especially given that the works are in close vicinity of the NAL level crossing, increasing road safety risk.

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Figure 4-13: Temporary Utility Diversions – Stage 4

Diversion of the Watercare watermain as shown in Figure 4-14 is expected to be the most intrusive of the utility works in terms of the potential for the work zone to occupy the carriageway of Normanby Road and impact on the operational capacity of the traffic lanes. The timing of the work needs to be limited to the winter months of April to October of any given year but requires Watercare’s Hūnua No.4 watermain to be completed (expected by April 2020) as a prerequisite to the diversion works.

The TTMP for the Watermain diversion will be designed to avoid reducing the two fully operational traffic lanes on Normanby Road while ensuring road safety principles are adhered to - e.g. visibility of the NAL level crossing signals for vehicles on the approach and allowing for two-way access to be maintained at all times to Lauder Road, 32 Normanby Road and 51-63 Normanby Road.

The screens on the bridge are to be installed at the end as part of night works.

Figure 4-14: Temporary Utility Diversions – Stage 4.1

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Construction traffic volumes associated with the temporary utility diversion works are anticipated to be less than 10 movements per day.

4.11 Construction Traffic Approximately 200 truck trips (400 one-way movements) are estimated to be required during the Normanby Road early works construction stages, over the six-month construction period. While construction activities will continue between 7:00am and 7:00pm on Monday to Saturday, the truck movements will generally occur outside of the morning and evening commuter peak periods.

It is anticipated that there will be between one to five one-way truck movements per day during each of the four early works stages.

As per designation Condition 25.3(b), as far as practicably possible, truck movements will only use roads that: • Form part of the regional arterial network; •

Are overweight / over dimensioned routes; and

•

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

In general, truck manoeuvring will be governed by: • Reverse manoeuvring of trucks may occur within local streets (e.g. Water Street) but shall be carried out with the assistance of a spotter; and •

No reverse manoeuvring of trucks may occur within Arterial Roads (Mt Eden Road, Nugent Street, or Boston Road west of Normanby Road), nor on the significant non-Arterial Roads of Normanby Road or the remainder of Boston Road.

Truck movements will generally be limited to the routes of Newton Road, Mt Eden Road, Normanby Road, Boston Road, Nugent Street, Gillies Avenue and Khyber Pass Road as shown in Figure 4-15. In relation to CRL designation Condition 25.3(a), truck movements will not generally be required on any streets that support predominantly 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 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 predominately residential zoned land.

The minor amounts of excavation spoil relating to the installation of the sewer and stormwater pipes will be either be retained within the work zones where excavation is taking place or transported to the early works CSA for temporary storage. No transportation of spoil away from Normanby Road is expected for these early works.

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Figure 4-15: Truck routes between SH1 and SH16 and the Normanby Road work sites

Truck movements to and from the construction areas will generally involve 11.5m large rigid trucks, or smaller units. It is acknowledged that these vehicles may be required to swing across opposing lanes when traversing local streets (i.e. Water Street), but these vehicles will largely be restricted to Arterial Roads and the significant non-Arterial Roads identified above. Larger semi-trailer trucks may occasionally deliver plant to the sites. Truck movements in and out of Water Street at Mt Eden Road will be restricted to left turns only.

When required, delivery of large plant by over dimension vehicles will take place via the NZ 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). Overweight loads will similarly be restricted to the NZ Transport Agency’s overweight routes, where practicable. These routes include Symonds Street and Mt Eden Road (refer Section 3.3 of this TAP DWP).

Further consideration is given to designation Condition 25.3(a) which seeks to avoid adverse effects from construction related traffic on road routes adjacent to residential zoned land and educational facilities. Condition 25.3(d) recommends the mitigation of restricting such construction vehicle activity to between 9:30am and 4:00pm on Monday to Friday, and between 9:00am and 2:00pm on Saturday.

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Figure 4-16: Land use zoning map (source: Auckland Council; 30 September 2019)

Normanby Road interfaces with land parcels generally zoned for Business – Mixed Use (Figure 4-16; area shaded in purple). There are pockets of residential and educational land uses located on Normanby Road which will potentially be sensitive to construction traffic activity and its hours of operation. These are: • Residential terraced units at 22 and 24 Normanby Road; and • Auckland Grammar School Field Hockey Turf which is located on the corner of the Normanby Road / Clive Road intersection. The sports field is zoned Residential – Mixed Housing Suburban and is accessed through Barnett Crescent (off Normanby Road) which is currently formed as a cul-de-sac parking lot.

On the roads where construction works are present, 30 km/h temporary speed limits will be implemented through the TTMP to ensure appropriate traffic management measures are in place during the construction period. The works will comply with the CoPTTM.

4.12 Contractor Parking Car parking for 15 site personnel will be provided for within the CSA as shown in Figure 2-2 in Section 2.5.

As demonstrated, two-way CSA access will be provided in a restricted manner from both Water Street via Mt Eden Road and Normanby Road. Heavy vehicle movements at the intersection of Mt Eden Road / Water St will be restricted to left-in and left-out only, while all vehicle movements at Page 42

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the access on Normanby Road will be restricted to left-in and left-out only.

4.13 Work Travel Demand Management It is expected that traffic effects of workforce travel can be reduced through providing the workforce with advice on the use of public transport, car sharing and off-peak shift starts (especially in the morning). The Project workforce will be provided with public transport travel information, and encouraged to travel via public transport or to car pool if they choose to drive.

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5. Management of Effects 5.1 Methodology The methodology for the management of traffic effects considers the level of traffic generation of the construction activity in relation to the current operational capacity of the road network. Where by inspection, the level of traffic generation is unlikely to trigger unpredictable adverse impacts on the adjoining roads, then the potential traffic impacts are considered to be negligible.

Where there needs to be a significant capacity reduction in the roads adjoining the work zones i.e. lane closure or road closure, then the traffic management strategy is to replace the lost capacity with a temporary lane created by the removal of public on-street parking or by undertaking the capacityreducing work during off-peak periods when traffic demands on the particular road can be demonstrated to be at their lowest.

5.2 General Traffic During the early works stages where the work zones occupy part of the carriageway of Normanby Road, the hourly traffic volumes on Normanby Road are expected to reduce marginally, predominately due to the lower speed limits imposed by TTM. The presence of TTM will also induce a bunching effect of the through traffic stream which has been observed to travel with moderate gaps during the afternoon peak hour on 26 September 2019. Normanby Road is assessed to be currently operating at approximately 75-80% capacity in the peak hour in the tidal direction2.

Two fully operational traffic lanes on Normanby Road will be maintained at all times, except during the Easter weekend of 2020. While the lanes will be narrower, and a reduced speed limit will be in place, Normanby Road will however retain its current through-traffic function with two fully operational traffic lanes and the daily total traffic volumes are not anticipated to noticeably change.

The local two-way access functions to individual properties will be impacted by the TTM, however the property access restrictions are expected to be mitigated by the site traffic controller in a way that site access delays do not significantly impact on private property or the traffic throughput of Normanby Road.

5.3 Public Transport The nearest bus route is Mt Eden Road, which as discussed in Section 3.5 operates as a Frequent Service Network.

The majority of the traffic movements accessing the CSA and work zones are expected to occur outside of the morning and evening peak periods. Based on tube count traffic data available for Mt Eden Road, Normanby Road and Boston Road, these peak periods are 7am – 9 am and 4pm – 6pm. The construction traffic movements for the Normanby Road early works are not anticipated to generate any noticeable adverse effects on the public transport services and facilities on Mt Eden Road.

It is noted that the Mt Eden Road bridge works will require the full closure of Mt Eden Road to all traffic on at least two occasions, which may be during the same period as the Normanby Road early works. The closure will take place during evenings only, between 10:00pm and 6:00am. This will 2

This is a simplified assessment using 724 vehicles per hour (7:30am) northbound and 670 vehicles per hour (5:00pm) southbound with a 900 vehicles per hour assessed capacity for Normanby Road, which is based on the typical mid-block capacity for urban roads with interrupted flow, adjacent to parking lane; Austroads Guide to Traffic Management Part 3, Table 5.1.

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require Mt Eden Road buses, including airport SkyBus services, to detour via Boston Road and Normanby Road. It is noted that Mt Eden Road services operate from 5:00 am to midnight (3:00am on Saturday and Sunday mornings) and that the SkyBus operates 24 hours a day. Based on the above, the expected hours of bus service diversions to Normanby Road are 10:00pm to midnight and 3:00am or 5:00am to 6:00am. Coordination between the Link Alliance construction teams for the Mt Eden Road bridge works and the Normanby Road early works will ensure that Normanby Road will have adequate lane space available to accommodate the buses when the diversions are required. At least 3.2m lane width is required to accommodate buses.

5.4 Pedestrian and Cyclist Access Pedestrian and cyclist access will be maintained through the construction area at all times. In line with designation Condition 30.1(p), a 1.8m wide footpath will be maintained on the northern side of Boston Road. Safe temporary pedestrian crossing facilities will be provided at either extent of the Boston Road works.

Where works will occupy the footpath on one side of the road, then the alternative pedestrian path will be provided either: • at the front or the back of the work area, with sufficient clearance from the road traffic and/or construction activity to ensure pedestrian safety; or • on the other side of the road where a footpath exists and for a safe pedestrian crossing point to be provided in advance of the work zone.

5.5 Construction Traffic Construction traffic movements associated with each work stage are anticipated to be less than 30 one-way vehicle movements per day.

Based on the construction programme for the Normanby Road early works, the period of the most intense construction activity occurs in the period from Easter weekend 10 April 2020 to the end of April 2020.

During this period, installation of the permanent north sewer across Normanby Road will occur concurrently with the installation of piles for the southern foundation of the temporary utility and pedestrian bridge. Due to the lower volumes of network traffic anticipated during this holiday weekend, a closure of the Normanby Road NAL level crossing is anticipated to have very minor effects on the operations of Mt Eden Road and its ability to provide for north-south traffic movements in the place of Normanby Road.

The stages of work planned to occur in the two weeks after Easter include installation of the permanent north sewer in the CSA, installation of the stormwater drainage system within the 32 Normanby Road car park, installation of the pile cap for the southern utility and pedestrian bridge foundation and piling activity within the CSA for the new NAL track and northern utility and pedestrian bridge foundation.

Most of the construction traffic is related to the travel of site personnel and the delivery of materials to site, which both are planned to occur outside of the commuter peak hours. As such the potential effects of construction related traffic on the operations of Normanby Road, Water Street and Mt Eden Road will be very minor.

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5.6 Property Access The traffic management provisions outlined in this TAP DWP will ensure that: •

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

•

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

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

Two-way vehicle access will be maintained at all times on all accessways to 32 Normanby Road, 51-63 Normanby Road and to the Mt Eden Corrections Facility. Where a temporary or restricted access is required to 51-63 Normanby Road, this will not reduce the range of vehicles able to access the site, in accordance with designation Conditions 30.1(i) and 30.1(j).

On completion of the works, 34 on-site parking spaces will be reinstated at 32 Normanby Road, as per Conditions 30.1(j) and 30.1(k).

5.7 Parking and Loading Approximately 180m of kerbside parking or 30 parking spaces on Normanby Road, south of the NAL level crossing, will be temporarily removed for approximately two and a half weeks in March 2020 to support the work zones for the installation of the permanent south sewer line. It is anticipated that the majority of this parking demand will be displaced to the neighbouring roads of Boston Road, Enfield Street, Mary Street, Edwin Street and Harold Street and Kohekohe Street.

There are no marked loading zones on Normanby Road within the area of works.

As per designation Condition 30.1(j)(iii), 34 parking spaces will be provided at the northern end of the CSA while the early works occupy a portion of the car park at 32 Normanby Road.

No loss of any on-site parking for 51-63 Normanby Road may result from the works as per Condition 30.1(i)(ii).

5.8 Over Dimensional Vehicles Many stages of the early works on Normanby Road will occupy one half of the carriageway while twoway two-lane traffic are maintained, operating with 3.0m wide lanes. The NZ Heavy Haulage Association (NZHAA) road design specification for overdimension loads (Version 6, May 2016) requires a corridor clearance envelope of 11.5m width and 6.5m height. While the height clearance of Normanby Road will not be impacted by the early works, the width of the corridor for short sections will be reduced to half of that recommended in the specification. As such the overdimension route status of Normanby Road will be nullified for the duration of the early works.

Where overdimension vehicle movements may be required via Normanby Road during the early works, the overdimension routes of Broadway, Balmoral Road and Great North Road (shown in Figure 5-1) are located within 2km of Normanby Road and can be considered as alternative routes. However, should local overdimension deliveries to Normanby Road be required during the early works, then alternative delivery schedules will need to be considered.

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Figure 5-1: Alternative overdimension routes around Normanby Road

It is noted that the existing Auckland Transport policy requires truck operators to obtain overdimension and overweight permits from the Auckland Transport Road Corridor Access team as part of the planning to transport overdimension loads on the local road network. NZTA’s Factsheet 53a (February 2017) requires the overdimension truck operators to undertake site drive overs in standard-size vehicles to inspect planned routes. The truck operators of the overdimension vehicle is responsible for any damage to existing infrastructure on the route.

5.9 32 Normanby Road Installation of the new stormwater system for 32 Normanby Road and associated car park surface regrading works will be undertaken within the early works stages outlined in Section 4.6.

This scope of work will temporarily remove the existing northern row of parking spaces within the car park (nos. 1 – 25 as per CRL-EFC-CON-000-DRG-0064 Revision 1 dated 8/7/16), retaining approximately 10 parking spaces during the works. The displaced parking spaces will be provided for within the CSA at 14-22 Boston Road car park, where there will be an area for 34 car park spaces and a safe pedestrian access across the NAL to 32 Normanby Road for customers and staff, visiting or employed at the site in accordance with Condition 30.1(j)(iii).

It is anticipated that the temporary car park spaces will be initially located on the southern side of the CSA. This area allows a shorter walking distance to the pedestrian rail level crossing and the 32 Normanby Road properties, and enables the parking area to be separated from the main CSA such Page 47

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that it removes the need for pedestrians to cross the path of construction traffic using the CSA. During stages 2.2 and 2.3 when foundations for the temporary utilities bridge needs to be installed within the CSA, the temporary car park area will be relocated from the southern side of the CSA to the northern side. Pedestrians will be diverted around the work zones and directed to cross the NAL at the existing pedestrian level crossing on the western side of Normanby Road. Temporary traffic management devices will be in place within the CSA to support safe pedestrian passage between 32 Normanby Road and the temporary car park. This arrangement will remain for a brief period until the 32 Normanby Rd carpark is regraded and can be restored to the owner and occupiers.

The early works stages and their durations, as it affects the 32 Normanby Road car park, have been outlined in Section 2.3. At the completion of the works, as outlined in Section 4.6, the majority of the car park will have been releveled as part of the wider car park stormwater drainage system upgrade.

The relevelling will improve access for the existing situation and suitably fit the eventual Normanby Road levels which will be raised as part of the Normanby Road main works, expected to occur in early 2022. Only the relevelling of the car park’s vehicle crossing to the final levels of Normanby Road will need to be undertaken following the grade separation of Normanby Road over the NAL. Construction works will be undertaken to ensure pedestrian and two-way vehicle access is maintained at all times to access the premises, including staff and visitors cars, trucks and service vehicles as per Condition 30.1(j).

Based on the above, it is assessed that the differences in effects on access and parking provisions for this construction methodology compared to the construction staging shown in the reference drawings are minor in nature.

5.10 8 – 10 Boston Road The connection of the permanent north sewer works described in Section 4.8 will require temporary removal of parking spaces in the private car park of 8 and 10 Boston Road. The displaced parking spaces during the works will be provided for within the car park for 11 Water Street (owned by CRLL) and at 14-22 Boston Road.

This impact was not previously assessed in the reference design, but is considered to have minor effect so long as alternative parking arrangements can be agreed with the land owner and tenant, and that the works will maintain pedestrian, cyclist and vehicle access to the property at all times.

5.11 Temporary Closure of Rail Level Crossing A weekend closure of the Normanby Road rail level crossing will be undertaken to accommodate the installation of the temporary sewer line across Normanby Road, immediately north of the NAL. The closure is to be undertaken between Friday 10 April to Monday 13 April 2020, which is the Easter public holiday. The timing of this closure will not coincide with the CRL works on Mt Eden Road bridge such that designation Condition 30.2(e) will be satisfied.

The peak hour volumes for Normanby Road and Mt Eden Road on a typical weekend are in the order of half of that on a typical weekday for both roads. With commercial businesses mostly closed during Easter, the road network generally does not experience the peak traffic volumes created by commuting trips. Traffic volumes are anticipated to be significantly lower in the area such that the two lanes of Mt Eden Road will be able to support the traffic that may typically cross the Normanby Road level crossing during Easter weekend.

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Pedestrian access across the NAL will be maintained on the eastern side of Normanby Road via the existing pedestrian level crossing.

Vehicle access to Normanby Road properties, including into 32 Normanby Road are not prohibited by this closure as Normanby Road can still be accessed from Mt Eden Road, Enfield Street, Edwin Street and Clive Road. The alternative routes available to traffic during the temporary closure of the rail level crossing are shown in Figure 5-2.

Figure 5-2: Alternative routes during temporary closure of the Normanby Road rail level crossing

As a brief temporary closure in nature, landowners and occupiers will be communicated and consulted with in reasonable advance of the closure in accordance with standard TTMP practises and Designation Condition 30.2(g)(iii).

6. Travel Time / Congestion Monitoring CRL designation Condition 26 requires that monitoring be carried out of travel times on Mt Eden Road (between Normanby Road and Symonds Street) and on Khyber Pass Road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks.

Mt Eden Road and Khyber Pass Road are routes for which journey times are monitored via Auckland Transport’s Snitch travel time surveys. This Snitch data from Auckland Transport will be integrated prior to and during the Normanby Road early works to allow for benchmarking to satisfy Condition 26.6(a).

During the works, should it be noticeable on site that traffic queues are forming on the approaches to the Normanby Road construction zones in a way that impacts the upstream intersections with Mt Eden Road and Khyber Pass Road, then the site traffic controller will be required to undertake planned measures to improve traffic flow. The provision of contingency plans for the management of a congestion event and incidents is a standard requirement in the CoPTTM full form TMP for site works.

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7. Consultation and Communication The Normanby Road early works ‘Communication and Consultation Plan’ appended to the CEMP sets out the procedures to advise affected parties and the general public of the proposed temporary traffic management. Table 7-1 summarises the external communication requirements for the Project. These property owners and occupiers are noted for early and specific consultation in regard to traffic matters associated with the Normanby Road early works.

Consultation and communication with the stakeholders identified in Table 7-1 are led by the Link Alliance’s Stakeholder and Communication team, with support from the construction team and specialists where required.

Table 7-1: External Consultation Requirements

Stakeholder

Relevant Designation Potential Issue Conditions

Resolution

25.3(i)

Temporary traffic management within early works area and the effects of construction traffic on the wider area

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

25.3(i)

Temporary traffic management within early work area and the effects of construction 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.

n/a

Temporary traffic management within the early work area and the effects of construction traffic on the wider area.

Initial engagement has been undertaken with Auckland Transport to discuss closure of the Normanby Road rail crossing during Easter 2020.

Liaison with Road Controlling Authority will be undertaken through the weekly forums once Temporary Traffic Management Plans have been prepared.

New Zealand Transport Agency

25.3(i), 18.1

“One Network” consultation, in accordance with Condition 18

The NZ Transport Agency confirmed, via email that the proposed early works will not have any impact on NZ 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)

Emergency vehicle access will be maintained at all

Advance consultation on proposed road closure.

The general public and wider Mt Eden community

Immediately adjacent properties on Water Street, Boston Street and Normanby Road

Auckland Transport

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times. However, the temporary closure of Normanby Road will affect emergency service routes.

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

51-63 Normanby Road

32 Normanby Road

8-10 Boston Road

25.3(i), 30.1(h)

Early works on Normanby Road will affect access and private car park, as will restrictions to property access on Normanby Road.

Initial consultation was undertaken on 17 October 2019 to understand site traffic operations for construction planning. The largest vehicle was a bus. The operators indicated the need to maintain two way over two lanes on Lauder Road at the intersection with Normanby Road.

25.3(i), 30.1(i)

Early works on Normanby Road will affect access, as will restrictions to property access on Normanby Road.

Consultation was undertaken on 10 October 2019 to understand site traffic operations for construction planning. Land owner noted that 18m semi-trailer deliveries use Gate 1 and Gate 2, and reverse out onto the road.

25.3(i), 30.1(j)

Stormwater works within the site and on Normanby Road will affect access, as will restrictions to property access on Normanby Road.

Consultation was undertaken on 17 October 2019 to understand site traffic operations for construction planning. All parties were agreeable to the provision of the parking within the CSA for predominately staff, and as overflow for customers. The spaces maintained within 32 Normanby Road during construction will be dedicated to short stay customers with a mix of P15 and P30 time limits.

25.2

Northern sewer diversion will require works within car park, resulting in temporary displacement of car park spaces.

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

This TAP DWP will be provided to the Mt Eden Community Liaison Group (CLG) to enable consultation and feedback; and will be reviewed by an Independent Peer Reviewer (IPR) prior to submission to Auckland Council (as per designation conditions 7 and 11, and condition 19 of the resource consent conditions). An explanation of how any comments from the CLG and independent peer reviewer are addressed in the TAP DWP is provided in Appendix A.

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Appendix A: Record of Consultation and Engagement Outcomes A1. CLG Comments A CLG was held at 97 Mt Eden Rd on the 25 November 2019. Members asked about options for replacement parking, duration of loss of public parking spaces, and if alternative spoil truck routes have been considered.

Explanations to each question were given and no further queries were pursued or requested in addition to those answered. Please see the table below summarising the feedback: Comment Date ID

Time

Forum

Commenter Comment

Resolution

1

25 November 2019

6:15pm

CLG meeting

Comment received during open forum discussion

Meeting attendees asked whether any research has been done to find out who uses the Normanby Road on-street parking spaces which will be removed for a few weeks for the early works. After the response, a follow up comment was made that some of the smaller businesses located further south along Normanby Road do not have their own on-site parking and have staff and customers that may use these on-street spaces closer to the rail line.

Explained that the utility pipes reside beneath the carriageway such that the diversion work requires the work zone to be located within the carriageway.

Kerbside parking needs to be removed in order for two live traffic lanes to be maintained on Normanby Road adjacent to the work zones.

2

25 November 2019

6:30pm

CLG meeting

Patrick Geus

Patrick asked if the CRL spoil-related truck movements can use Exmouth St (being the shorter route) to go from New North Rd to Newton Rd and SH16, and not pass by New North Rd and Symonds St which is the route where his property is located.

Discussed the Designation Condition (25.3) requiring spoil related truck movements to use the roads that form part of the regional arterial network, are overdimension / overweight routes and only other types of routes where no other practical options are available. Also noted to Patrick that there are many residential units located on Exmouth St which are sensitive to heavy vehicle movements. Patrick was happy with the response and did not pursue further.

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St Lukes on-ramp were good routes for spoil trucks to access the motorway.

Calculated with Patrick that approximately 80 vehicles per day, over a 12 hour work period equated to about one truck every 10 minutes. Patrick noted that this did not seem like much.

Discussed how Dominion Road and St Lukes on-ramp were not as a direct as New North Road, Symonds Street and Newton Rd for motorway access from the Mt Eden Station precinct.

3

25 6:30pm November 2019

CLG Brent meeting Kennedy

Brent asked if alternative route options have been reviewed before the current proposed spoil truck routes were chosen.

Discussed that there was a process where various routes between the construction sites and the motorway were reviewed and the preferred routes were the shortest routes that were in accordance with the Designation Conditions and are considered safe to accommodate truck movements.

4

25 6:45pm November 2019

CLG Caleb Perry meeting and Sarah Badcock

Caleb asked if Auckland Transport resident parking permits can be offered to owners and occupiers affected by CRL works.

Discussed that Auckland Transport has been open to offering permits, subject to a better understanding of requirements. The permits will exempt holders from the 2 hour limit for on-street parking in the Mt Eden residential area, in effect 8am-6pm Monday to Friday.

Link Alliance will continue investigations into access requirements and then confirm the number of affected parking spaces and duration of impact to allow AT to review.

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A2. IPR Comments Based on the review undertaken it is clear that a comprehensive DWP has been development for this portion of the enabling works. The DWP is clearly written and shows how compliance with the appropriate designation conditions will be met during construction.

It is therefore considered that the DWP adequately addresses the intent and requirements of the designation conditions.

A3. Auckland Council Comments Comment

Query to address

Water Street is proposed to have two-way access for heavy vehicles, however the width of the street will not allow for two-way movements of heavy vehicles. The current traffic volumes on Water Street is less than 200 vpd.

Clarification needs to be provided around the expected number of vehicles using Water Street, the proposed communications plan and details of any expected conflicting vehicle movements.

Link Alliance Response Condition 30.1(n) limits the access to Water St from Mt Eden Rd to left turn in/out only for CRL construction related heavy commercial vehicles.

As noted in Table 2-2 and Section 4, there are estimated to be 5-30 one-way vehicle movements per day throughout the duration of the early works. The construction stages with the most traffic activity, i.e. 30 one-way movements per day, for stormwater system replacement within 32 Normanby Rd car park and piling undertaken within the CSA. The majority of these movements relate to site staff and the delivery of equipment and material. For the early works access to the CSA by trucks will be infrequent and would use Normanby Rd to enter and exit the CSA. The use of Water St by trucks is not encouraged due to its width.

A Rail Crossing Management Plan is proposed to explain how queues will be eliminated from extending over the rail crossing, as well as maintaining pedestrian safety.

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The Rail Crossing Management Plan will be provided with the Level Crossing Safety Impact Assessments (LCSIAs) to be undertaken based on specific TTMPs. The requirement for LCSIAs was decided at the safety in design workshops held in relation to the C5 early works and single line operations. The LCSIAs are required where the TTMPs can impact on the traffic operations at the rail level crossing. The LCSIAs and management plan will be submitted to KiwiRail and Auckland

Transport for approval to enable the relevant TTMPs to be installed.

Pedestrian diversion overbridge – minimal details are provided around this.

The pedestrian diversion overbridge is an important aspect of the TAP DWP and more details are required to assess the proposed bridge.

Updated Section 2.1 to noted that the temporary bridge will initially, for the period of the early works, function to carry only utility connections and not pedestrians.

The existing western and eastern pedestrian rail level crossings will be maintained during the early works.

The pedestrian crossing function of the bridge is not expected to be required until late 2021 when the existing level crossing needs to be closed temporarily to both vehicles and pedestrians.

Section 5.4 refers to cyclist and pedestrian access being retained through the construction area. It is assumed that ‘through the construction area’ relates to access/facilities along the public road network.

Plans are to be provided to illustrate the proposed cyclist and pedestrian access and routes in the vicinity of the proposed works.

The details of the pedestrian and cycle access will be designed as part of the TTMP process. The scale of works will be adjusted to allow the Designation Conditions to be met.

Section 5.5 notes a maximum of 20 movements per day, whereas the sub-stage breakdown refers to 30

The maximum number of daily construction vehicle movements should be clarified and/or updated.

Section 5.5 has been amended to note that 30 one-way vehicle movements per day is the expected maximum.

The closure of the western Normanby Road pedestrian rail crossing is scheduled for two months, from April-May 2020. It is unclear if and how the pedestrian overbridge fits into the diversion provision.

With regard to the closure of the western Normanby Road pedestrian rail crossing, plans showing the proposed diversion route (including the pedestrian overbridge if applicable) together with safety provisions for the diversion are to be submitted.

The subject closure of the Normanby Road level crossing will be only for the period of Easter weekend in April 2020, during which the pedestrian level crossings will remain open to public and unaffected.

In summary, more detail is to be provided around diversion routes, safety provisions for pedestrians and the temporary pedestrian bridge over the railway corridor.

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| Transport Access and Parking Delivery Work Plan

The details requested will be developed in the TTMPs and will adhere to the principles and commitments made in this TAP DWP report.