Transport Access and Parking Delivery Work Plan

Karangahape Station Main Works Transport Access and Parking Delivery Work Plan

CRL-KRD-RME-LKA-PLN-800020 Revision: 001 Date: 20 April 2020

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Transport Access and Parking Delivery Work Plan

Document title CRL-KRD-RME-LKA-PLN-800020

This document is uncontrolled when printed. This document should be printed in colour

Revision Status Revision

Date

Version details

Prepared By

Approved By

Rev A

27/09/2019

Draft issued for Review

Dan Marsh and Josie Ackroyd

Peter Roan

Rev B

10/12/2019

Issued for IPR and Council Comments

Dan Marsh and Josie Ackroyd

Peter Roan

000

29/01/2020

Document issued for submission to Auckland Council

Josie Ackroyd

Peter Roan

001

20/04/2020

Non-material amendments

Josie Ackroyd

Peter Roan

Approval Status Name/Title

Signature

Date

Prepared by:

Josie Ackroyd Transport Specialist

20/04/2020

Reviewed by:

Dan Marsh Lead Transport Specialist

2/04/2020

Approved by:

Peter Roan Planning and Consent Lead

20/04/2020

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Transport Access and Parking Delivery Work Plan

Table of contents 1. Introduction ............................................................................................. 5 1.1

Karangahape Station ..................................................................................................... 5

1.2

TAP DWP Staging .......................................................................................................... 6

1.3

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

1.4

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

1.5

Sustainability .............................................................................................................. 12

1.6

DWP Review and updates............................................................................................ 12

2. Karangahape Main Works ...................................................................... 13 2.1

Overview of Works ...................................................................................................... 13 Hours of Operation ....................................................................................................... 13 Construction Workforce................................................................................................ 14 Work Travel Demand Management.............................................................................. 14

3. Existing Conditions ................................................................................. 15 3.1

General ....................................................................................................................... 15 Traffic Movements ........................................................................................................ 16 Clearways and Taxi Stands ............................................................................................ 17 Parking and Loading ...................................................................................................... 17

3.2

Bus Routes and Stops .................................................................................................. 18

3.3

Walking and Cycling Facilities ...................................................................................... 21 Walking Facilities........................................................................................................... 21 Cycling Facilities ............................................................................................................ 21

3.4

Emergency Services ..................................................................................................... 22

3.5

Over Dimensional Routes ............................................................................................ 22

4. Proposed Traffic Management ............................................................... 23 4.1

Philosophy .................................................................................................................. 23

4.2

General Traffic Management ....................................................................................... 23 Beresford Square .......................................................................................................... 24 Mercury Lane ................................................................................................................ 25 Cross Street Traffic Flow Reversal................................................................................. 26

4.3

Construction Traffic ..................................................................................................... 27 Vehicle Numbers ........................................................................................................... 27 Vehicle Routes............................................................................................................... 29

4.4 Page 3

Over Dimensional/ Over Weight and Large One-off Deliveries ...................................... 33

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Transport Access and Parking Delivery Work Plan 4.5

Contractor Parking ...................................................................................................... 34

5. Assessment of Effects ............................................................................ 35 5.1

SATURN Traffic Model ................................................................................................. 35 Traffic Model Assumptions and Modelling Scenarios................................................... 35

5.2

Modelling Results (General Traffic) .............................................................................. 36 Flow Difference Plots .................................................................................................... 36 Distribution Analysis ..................................................................................................... 37 Journey Times (General Traffic) .................................................................................... 41 Public Transport Effects ................................................................................................ 42

5.3

Additional Effects to Buses .......................................................................................... 44

5.4

Pedestrian and Cyclist Effects ...................................................................................... 44

5.5

Construction Traffic Effects .......................................................................................... 46 Over Dimensional Deliveries ......................................................................................... 47

5.6

Property Access........................................................................................................... 48

5.7

Parking and Loading Effects ......................................................................................... 48 On-Street Parking .......................................................................................................... 48 Loading Zones ............................................................................................................... 49

5.8

Effects to Over Dimensional Routes ............................................................................. 50

6. Monitoring............................................................................................. 51 7. Consultation and Communication .......................................................... 52 Appendix A: Record of CLG, IPR and Auckland Council Comments ............... 53 A1. CLG Comments ...................................................................................... 53 A2. IPR Comments ....................................................................................... 56 A3. Auckland Council Comments.................................................................. 57 Appendix B: Independent Peer Review (Full) ............................................... 62

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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 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 the Aotea and Mt Eden Stations is being delivered by the Link Alliance.

Figure 1-1: CRL Route and Location

This Transport Access and Parking Delivery Work Plan (TAP DWP) has been prepared in relation to the main construction works for the new Karangahape Station.

Karangahape Station The Karangahape Station involves a new station approximately 32 m below Pitt Street with two platform tunnels, a central concourse, and shafts rising to two station entrances in Mercury Lane and Pitt Street / Beresford Square. The Station will also comprise equipment rooms, ventilation systems and emergency egress at both Mercury Lane and Pitt Street / Beresford Square.

Given the nature and scale of the Karangahape Station construction, works will be undertaken in a staged manner, involving: • • •

Early works (demolition, network utility relocation and site establishment works) – to be undertaken from October 2019 through to early 2020; Main construction works (construction of the station and mined tunnels for the rail tracks) – to be undertaken from early 2020 through to early 2023; and Public realm reinstatement – likely to be undertaken from late 2022 to mid-2023.

Refer to Section 2 of this TAP DWP for further detail on the construction works.

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TAP DWP Staging To reflect the staged construction approach for the Karangahape Station, a series of TAP DWPs are being prepared.

This TAP DWP addresses the Karangahape Station main works, which are detailed in the Karangahape Station works Construction Environmental Management Plan (CEMP) and summarised in Section 2 of this DWP. DWPs have been prepared for the Karangahape Station early works and will also be prepared for the station superstructure and public realm reinstatement.

Purpose of the TAP DWP This TAP DWP has been prepared to identify measures that will be implemented to mitigate and manage the potential adverse effects of the construction of the CRL Karangahape Station main works on the transport network. In accordance with CRL designation Condition 25.2, the objective of this TAP DWP is: To so far as reasonably practicable, avoid, remedy, or mitigate the adverse effects of construction on transport, parking and property access. This will be achieved by: • • •

Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion.

Maintaining pedestrian access to private property at all times; and Providing on-going vehicle access to private property to the greatest extent possible.

Specifically, this TAP DWP sets out how transport, parking and property access will be managed during the works in accordance with CRL designation Conditions 25.3 (general TAP DWP matters), 28.1 and 28.2 (matters specific to the Karangahape Station area).

This TAP DWP will be implemented throughout the construction period.

This TAP DWP has been developed in consultation with the Karangahape Community and Business Liaison Group (CLG) and has been reviewed by an Independent Peer Reviewer (IPR) prior to submission to Auckland Council (as per designation conditions 7 and 11). A record of consultation outcomes (CLG and IPR) is included in Appendix A. This TAP DWP has been prepared by Link Alliance Transport Specialists and forms part of the CEMP for the main works.

Relevant 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: General TAP designation conditions and location in Plan

Condition No.

Condition

18

“One Network” Consultation

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Relevant section of DWP

Transport Access and Parking Delivery Work Plan Condition No.

Condition

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

Relevant section of DWP

Section 7 And through this TAP DWP

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 2.1.3

21

CEMP Construction Works Requirements

21.1

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

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

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

Section 5.6

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

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Section 4.2.1 & 4.2.2

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Section 4.3.2

Transport Access and Parking Delivery Work Plan Condition No.

Condition

Relevant section of DWP

(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: (i) Form part of the regional arterial network; (ii) Are overweight / over dimensioned routes; (iii) Or other routes (specified below) where no other practical option is available. (c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery: (iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between Canada Street and Karangahape Road), for trucks heading to/from Karangahape Station construction sites;

(d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as: (i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring;

Section 4.3.2

Section 4.3.2 & 5.5

(ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm. (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 4.2.1

(f) How disruption to the use of private property will be mitigated through:

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(i) Ensuring pedestrian and cycle access to private property is retained at all times;

Section 5.4

(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 5.6

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

Section 5.7

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Transport Access and Parking Delivery Work Plan Condition No.

Condition (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.

Relevant section of DWP 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

Section 5.6

(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.

Section 5.6

(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 4.1

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

Section 5.3 & 5.7

(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.

Section 5.8

Section 7

(j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil. This will include as applicable: (i) Benefits that could be provided by alternative options; (ii) Potential adverse effects associated with alternative options;

N/A

(iii) Where an alternative option is proposed, methods for managing potential adverse effects; and (iv) Reasons for either adopting or not adopting alternative transport options.

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.

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Section 6

Transport Access and Parking Delivery Work Plan Condition No.

Condition

Relevant section of DWP

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: (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

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:

26.3

26.7

26.8

26.9

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(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

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

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

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

Section 6

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

Section 6

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

Section 6

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

Section 6

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Transport Access and Parking Delivery Work Plan Condition No.

Condition

Relevant section of DWP

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

Section 6

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

Section 6

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

N/A

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

N/A

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

N/A

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

N/A

26.10

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

N/A

28

Transport Access and parking: Specific Requirements (Karangahape Station Area)

28.1

To achieve the objective in Conditions 25, the following measure shall be implemented:

28.2

(a) Retaining one lane in each direction on Pitt Street (unless otherwise agreed with the Auckland Council Monitoring Officer); and

Section 4.2.1

(b) Spoil trucks shall not use East Street where practicable and on street parking at the Southern end of East Street will be retained.

Section 4.3.2 & Section 5.7.1

The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and will also include the following: (a) How construction of the shafts providing access to the Station can be under taken to mitigate congestion on Pitt Street, Karangahape Road and Mercury Lane;

Section 4.2.1 & 4.2.2

(b) The timing and sequencing of temporary road lane reductions and / or closures on Pitt Street, Mercury Lane and the western end of Beresford Street, 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.

Section 4.2

(c) How disruption to the use of private property located immediately adjacent to surface designation with access onto Beresford Street, Pitt Street, Mercury Lane and East Street will be mitigated.

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(i) Providing pedestrian and cycle access to private property at all times, particularly those businesses located at the eastern end of Beresford Street and northern end of Mercury Lane.

Section 5.4

(ii) Providing vehicle access to private property, (which may include only a turn in and a turn out in the same direction), 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.

Section 5.6

(iii) Providing local vehicle access to properties located along Beresford Street and Samoa House Lane (which may include only a turn in and a turn out in the same direction);

Section 5.6

(iv) Alternative parking arrangements or other offers for resolving the temporary loss of car parking during construction for the Hopetoun Alpha Building.

Section 5.7

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Transport Access and Parking Delivery Work Plan

Sustainability The Link Alliance is seeking an Infrastructure Sustainability Council of Australia (ISCA) Infrastructure Sustainability (IS) Rating. Further details can be found in the CEMP and Sustainability Rating Management Plan. In some cases, the IS requirements and sustainability goals enhance the designation and consent requirements.

DWP Review and updates This TAP DWP is a live document that will be reviewed at least annually, or as a result of a material change to the project, or to address unforeseen adverse transport effects arising from construction, or unresolved complaints. Any material changes to this DWP must be approved by Auckland Council prior to any on-site activity reliant upon the change commencing. Refer to the CEMP for further detail on the review and updating process.

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2.

Karangahape Main Works Overview of Works

The main construction works for the new Karangahape Station are described in detail in the CEMP and summarised in Table 2-1 below (refer also the drawings provided at Appendix B).

It should be noted that construction of the Mercury Lane and Beresford Square station entrance superstructures and other building units, along with the internal station fit out and public realm reinstatement works will form part of separate DWPs to be prepared in the future prior to the commencement of the respective works.

Table 2-1: Overview of Main Works Construction Activities

General establishment works

• Installation of hoardings and temporary traffic management around active construction zones

Mercury Lane

• Construction of the temporary shaft at Mercury Lane to provide access for tunnel construction. Works will include excavation, piling and construction of the above ground acoustic enclosure surrounding the shaft.

• Mining of platform tunnels (likely using a road header) from the temporary shaft through to the Beresford Square station box.

• Diaphragm wall construction and piling around the perimeter of the Mercury Lane station box.

• Construction of the Mercury Lane station box, involving: top down construction works - excavation and floor slab construction; and bottom up construction works - rock breaking and excavation, construction of floor slab construction and rail platforms.

• Off-site disposal of excavated material from the temporary shaft construction, mining of platform tunnels and station box construction.

Beresford Square

• Diaphragm wall construction and piling around the perimeter of the Beresford Square station box.

• Construction of the Beresford Square station box, involving: top down construction works - excavation and floor slab construction; and bottom up construction works - rock breaking and excavation, construction of floor slab construction and rail platforms.

• Off-site disposal of excavated material from the station box construction.

Construction Support Areas

• Continued establishment of Construction Support Areas (CSA) at Beresford Square and Mercury Lane (following on from the establishment works undertaken as part of the early works and authorised by the early works plans).

This will include the bentonite plant, water treatment plant and temporary spoil storage areas.

• Operation of the Beresford Square and Mercury Lane CSAs.

Hours of Operation Designation conditions allow for all general construction works to be undertaken between 0700hrs and 2200hrs Monday to Sunday, taking into account any specific construction noise or traffic, access and parking restrictions outlined in the CRL designation conditions. Limited construction related activities may be undertaken outside these hours, such as the delivery of oversized plant as detailed in the CEMP, providing they comply with the relevant designation conditions.

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Construction Workforce The workforce for the Karangahape Station works will vary throughout the different stages of the main works contract, however it is expected to peak at approximately 190 staff for Beresford Square and 230 staff for Mercury Lane. This number includes subcontractor workforces, such as traffic management, and staff from the various network utility operators, who will be on-site intermittently during the works.

Work Travel Demand Management To support this TAP DWP and as a CEMP requirement (condition 20.1(d)) a workforce travel management plan will be developed and provided to the workforce prior to works start. The aim of the workforce travel management plan is to reduce the number of private vehicles travelling to the work sites and to increase the accessibility of the work sites through more travel options. Due to the size of the workforce for the construction of the main works at Karangahape Station, the potential impacts from workforce travel on the traffic network will be minimised through: • • • • • •

Promotion of public transport; Public transport incentives through AT schemes; Promotion of car pooling; Providing cycle parking storage lockers and showers within the CSA’s; Providing storage for tools and equipment within the CSA’s and site areas; and Other opportunities (outlined in the workforce travel management plan).

Limited workforce parking will be provided at the site within the Beresford Square and the Mercury Lane CSAs. The majority of workers will need to either park within nearby public parking buildings or travel via other modes, parking spaces within the CSA will be reserved for permitted personnel only.

Initiatives will be reflected within the workforce travel management plan and largely promoted through the induction process and onboarding of staff. The workforce management plan will be provided in a separate document.

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3.

Existing Conditions General

For the purpose of this TAP DWP the existing conditions refer to the last stage of the early works.

This is because the main construction works for Karangahape Station will continue directly on from the early works. The ‘existing layout’ at the commencement of the main works will include traffic management implemented to date, comprising adjustments to lane widths and footpaths. Parking will be removed in various locations and the majority of Beresford Square will be closed.

It is noted that the Auckland Transport Karangahape Road Streetscape Improvements project (Cycleway and Busway upgrades) commenced in late July 2019 and will eventually change the existing Karangahape Road layout in proximity to the CRL Karangahape Station. The projects will overlap, and communication is ongoing to ensure that TMPs for CRL and the Streetscapes Improvement project are co-ordinated. The main physical construction works for CRL will not encroach onto Karangahape Road. The Karangahape Road Streetscape Improvements are expected to be completed in Q1 2021.

The CRL Beresford Square and Mercury Lane construction sites are located on the southern edge of Auckland’s city centre. Both are within close proximity to the State Highway network. The distance required to travel from both the sites to access all State Highway network onramps is 1.3km or under. Figure 3-1shows the location of the work zones (in pink) and the surrounding streets.

Figure 3-1: Beresford Square and Mercury Lane location plan (Original image source: Auckland Council, GeoMaps) Page 15

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Transport Access and Parking Delivery Work Plan

Traffic Movements Table 3-1 outlines the road classification and the Annual Average Daily Traffic (AADT) of the roads surrounding the Karangahape Station construction area. Road classifications are based on the New Zealand Transport Agency (NZTA) One Network Road Classification system1. Vehicle volumes are reflective of what the roads were carrying before any commencement of CRL works in the area.

Table 3-1: Road Classification and AADT

Road Name

Classification

AADT

Karangahape Road

Arterial

22,450 vehicles

Pitt Street

Arterial

20,000 vehicles

Hopetoun Street

Arterial

8,800 vehicles

Beresford Square

Secondary Collector

1,000 vehicles

Mercury Lane

Primary Collector

2,900 vehicles

Canada Street

Primary Collector

12,900 vehicles

There is one signalised intersection located within the vicinity of the works - the Karangahape Road / Pitt Street / Mercury Lane intersection, shown in Figure 3-2. Both directions of Karangahape Road and Pitt Street support a three-lane approach. This intersection provides for vehicular movements and pedestrian movements across all legs. It also supports cyclists with advanced cycling stop boxes on Pitt Street and both legs of Karangahape Road.

Pitt Street

Mercury Lane

Figure 3-2 Karangahape Road / Pitt Street / Mercury Lane intersection (Original image source: Auckland Council, GeoMaps)

1

https://nzta.maps.arcgis.com/apps/webappviewer/index.html?id=95fad5204ad243c39d84c37701f614b0 Page 16 | Karangahape Road Station Main Works

Transport Access and Parking Delivery Work Plan Mercury Lane supports a one-way traffic movement. Traffic flow enters from Karangahape Road or Pitt Street and exits with a left or right turn movement onto Canada Street. Prior to the early works Beresford Square also had a one-way function. It allowed left and right turn entry and exit from Hopetoun Street but exit only (left and right turn) on to Pitt Street. The one-way exit onto Pitt Street will be closed from January 2020 and will be closed at the time the main works begin.

Clearways and Taxi Stands Pitt Street has a clearway zone in place on the southbound approach to the Karangahape Road intersection. The hours of the clearway are 7am – 9am and 4pm – 6pm, Monday – Friday.

Part of the west leg of the Karangahape Road / Pitt Street intersection (outside 259 – 281 Karangahape Road) also has a clearway zone at all times except for between midnight to 7am Monday to Sunday, when it acts as a taxi stand. On the opposite side of Karangahape Road westbound between the hours of 8am – 6pm, Monday – Sunday there is a 5-minute Loading Zone (LZ5). Outside these hours (i.e.: between 6pm - 8am) the road space is allocated to Small Public Service Vehicles (PSV). This allows the use for taxi’s during this time.

Parking and Loading Parking and loading provisions within the works area are as follows: • •

The construction work area falls within the City Centre Parking Zone (CCPZ - paid on street parking).

There are 5 loading zones with a maximum 5-minute stay duration (LZ5) located on Pitt Street, Karangahape Road, Mercury Lane and Beresford Square as shown in Figure 3-3: o o o

Pitt Street (1 & 2): two 11m loading zones; Karangahape Road (3& 4): 43m and 20m loading zones; Mercury Lane (5): 16m loading zone

(Note: measurements of these loading zones are approximate)

• •

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Day Street supports a mobility car parking space which was relocated from Beresford Square to this location during the early works phase of CRL. The majority of the on-street parking provision comprises parallel parking spaces. Beresford Square does not support any parking. Parking was removed during the early works phase due to upper Beresford square being the work zone location and lower Beresford Square requiring space for turning movements of large vehicles.

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Transport Access and Parking Delivery Work Plan

Figure 3-3: Loading Zones Karangahape Road / Pitt Street / Beresford Square and Mercury Lane plan (Original image source: Auckland Council, GeoMaps)

Bus Routes and Stops Currently, AT’s outbound Western bus routes travel from Auckland’s city centre (Wellesley or Victoria Street) and along Pitt Street (refer to Figure 3-4). Once reaching the Karangahape Road intersection, buses on this route make a right turn on to Karangahape Road and continue westbound as shown in Figure 3-4. The inbound services follow a different route and travel along Karangahape Road, turning left into Queen Street to access the city.

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Stop #1084 – CityLink Bus only, relocated in the early works phase to Greys Ave

Figure 3-4: Western Bus Service Route (Original image source: Auckland Transport2)

The Services using this route exiting Pitt Street are outlined in Table 3-2. Services 209, 110 and 129 are peak only services (inbound only on AM and outbound only on PM. Hence, AM peak services are not captured in the table as AM service do not use Pitt Street). Current AM peak services ending in the city will return to the origin of their service or change into a different service, and it is expected that the buses will be dispersed across the city centre road network.

Table 3-2: Western Bus Service Numbers and Frequencies on Karangahape Road

Number of Buses Exiting Pitt Street onto K Road 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number

2

18

8

8

16

195

4

4

4

209

-

-

4

110

-

-

7

129

-

-

4

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Transport Access and Parking Delivery Work Plan Number of Buses Exiting Pitt Street onto K Road 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number 132

4

4

4

133

4

4

5

134

4

4

6

CityLink

16

16

16

40

40

66

Approx.1 bus every 3 mins

Approx. 1 bus every 3 mins

Approx. 1 bus every 2 mins

Total (2 Hours)

The CityLink buses, like the Western Services, travel southbound up Pitt Street and on reaching the Karangahape Street / Pitt Street intersection make a left turn onto Karangahape Road (refer to Figure 3-5). The CityLink bus is serviced by bus stop #1084 originally located within the work zone on Pitt Street and which has now been relocated by AT during the CRL early works to Greys Avenue.

Karangahape Station Site Area

Figure 3-5: CityLink Bus Service Route (Original image source: Auckland Transport3)

The eastern leg of the Karangahape Road / Pitt Street intersection has bus stops on both sides of the road. Services using these stops include the 525, 866, 966 and the Inner Link buses. These services all travel along Ponsonby Road with both the 866 and 966 travelling to and from the North Shore.

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Walking and Cycling Facilities Walking Facilities Karangahape Road, Beresford Square, Pitt Street and Mercury Lane all have footpaths on both sides of the street. This allows pedestrians to access adjacent properties, including those that have businesses or shop fronts on these streets. The width of footpaths at bus stops locations on Pitt Street and Karangahape Road are large enough to provide waiting space for bus users while maintaining pedestrian movement. Mercury Lane does not have many active frontages at street level, with less pedestrian traffic making it feel more isolated for pedestrians and perceptions of personal safety. Pedestrian traffic is expected to reduce as part of the early works due to demolition of the attractors such as Mercury Plaza (refer Outline Plan OPW60339200 and supporting TAP DWP).

Mercury Lane has a steep gradient (refer to Figure 3-6), which likely creates challenges for wheelchair users or those with other mobility impairments.

Figure 3-6: Mercury Lane pedestrian environment (Source: site pictures 08/07/2019)

The Barnes Dance pedestrian phase at the Karangahape Road / Pitt Street / Mercury Lane intersection means that pedestrians have good connectivity and efficient crossing opportunities, being able to cross in all directions during the pedestrian green man phase. Pedestrians use the footpaths provided as a through route to get to main destinations such as bus stops, shops and businesses on Karangahape Road. It should be noted that many footpath widths on Beresford Square and Mercury Lane have been restricted to a minimum of 1.5m to enable construction in the early works phase and this is considered the existing situation at the beginning of the main works.

Cycling Facilities None of the streets within the construction work area currently have dedicated on-road cycle facilities. The original cycle ramp facility on the northern side of Pitt Street has been closed in the early works phase. A new temporary cycle ramp has been installed (under TMPs) to continue the connection into the shared path, which extends north along Pitt Street through the Hopetoun intersection and on to Union Street.

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Transport Access and Parking Delivery Work Plan It should be noted that additional cycle facilities will be implemented on Karangahape Road as part of the AT Karangahape Road Streetscape Improvements project, currently under construction.

Completion of this project is expected in Q1 2021 with further details being released as construction progresses. The Link Alliance will continue to liaise with AT and this project to ensure coordination of TMP’s and construction works.

Emergency Services The Central Fire Station and St John’s Central Ambulance Station are both located on Pitt Street.

Keep Clear zone markings are present on the road outside 40 - 50 and 47 Pitt Street, as well as an emergency services traffic signal to provide entry/ exit to these facilities.

Over Dimensional Routes Figure 3-7 shows the NZTA Over-Dimensional (OD) roads for Auckland’s city centre. The streets identified as able to support OD vehicles are: • • • • •

Symonds Streets Newton Road Beaumont Street Franklin Road Ponsonby Road

• • • • •

Fanshawe Street Customs Street Anzac Avenue Pitt Street Karangahape Road

• • •

Albert Street Mayoral Drive Vincent Street

Pitt Street and Karangahape Road fall within the CRL designation for the Karangahape Station construction. It is also worth noting that Albert Street currently does not support OD functions due to other CRL works occuring in this area.

Figure 3-7: NZTA Over-Dimensional Network4

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4.

Proposed Traffic Management Philosophy

This TAP DWP has been developed in general accordance with the traffic management approach outlined in the CRL designation conditions, as well as with AT’s Code of Practice (ATCoP) and the 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 2.

Public transport 3.

Freight, service vehicles, couriers and taxis 4.

Private vehicles (including construction traffic).

Karangahape Road and Pitt Street are classified as a Level 2LS (low speed) roads in CoPTTM. The traffic management measures proposed in this TAP DWP have been developed accordingly for this classification.

In addition, the traffic management methods outlined below have been developed to be commensurate with the nature and scale of the main works construction activities and the expected effects on the transport network.

General Traffic Management The main construction works for the Karangahape Station will be undertaken in a number of phases over a period of 4 years from Q1 2020 to Q1 2023 (refer to the CEMP for more detail). The works zone will occupy most of Beresford Square, the northbound lanes of Pitt Street from Karangahape road to outside 59 Pitt street and will reduce the width of Mercury lane (pinch point of 3m). During this time, long term Temporary Traffic Management Plans (TMP’s) layouts will be implemented for the works with evolving requirements.

The work zones will occupy the footpath, however, pedestrian access (with a minimum width of 1.5m) will be maintained adjacent to the individual work areas on Pitt Street, Beresford Square and Mercury Lane. TMP’s will ensure that all pedestrian routes meet accessibility requirements of ATCoP, with appropriate ramps and gradients for all users. Full pedestrian access across the Karangahape Road / Pitt Street / Mercury Lane intersection will be maintained at all times during the works5.

Traffic management areas interfacing with pedestrian crossing points will widen to cater for the crossing demand as required during the works.

Wayfinding signage will be provided at junctions along the key pedestrian routes through the works area. Where appropriate, additional information will be provided on the location and operation of

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In accordance with designation condition 28.2(c)(i) Page 23 | Karangahape Road Station Main Works

Transport Access and Parking Delivery Work Plan specific buildings or businesses (refer to the main works Social Impact and Business Disruption Delivery Work Plan (SIBD DWP) for further detail).

Beresford Square Beresford Square’s access on to Pitt Street has been closed during the early works due to the bulk of the excavation for the station occurring at this location. Beresford square will still be accessible from Hopetoun Street. All other existing traffic movements between public streets will continue to be available. Beresford Square works will have the following long-term layout (indicated in Figure 4-1): •

• •

One lane of traffic in each direction on Pitt Street will be maintained throughout the duration of works6 (Figure 4-2). Under this scenario a temporary speed limit of 30kph will be applied for the duration of the works.

Vehicular access to properties will be maintained as practicably possible for the duration of the works7, and alternative arrangements made when required.

Beresford Square closed to through traffic. Entry and Exit only through Hopetoun Street.

Site access for construction vehicles will occur through 5 access points on the Beresford Square site and CSA. Truck loading and unloading will occur within the CSA and site area. Conflicts between pedestrians, private vehicles and construction activity at each access point will be managed by a Traffic Controller (during active site hours). Construction vehicles arriving at the CSA or to the site will not wait on the traffic network and will be facilitated into the site immediately on arrival.

Figure 4-1: Beresford Square / Pitt Street Long term layout (Original image source: Auckland Council, GeoMaps)

6

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Transport Access and Parking Delivery Work Plan

Figure 4-2: Pitt Street lane dimensions for the duration of the construction works

The reduction of lanes on Pitt Street is essential for the Beresford Square station box diaphragm walls to be constructed in the centre of Pitt Street. The effects of this are covered in section 5.1.

Alternative routes and temporary detours will be identified as part of the TMP process.

Mercury Lane Mercury Lane works will have the following long-term layout: • • • •

All normal traffic lanes remain open Traffic lanes reduced in width on Mercury Lane to 3-3.2m at the pinch point Traffic island will be reduced at the intersection of Mercury Lane and Canada Street and the right turn will be maintained.

Majority of the parking removed on Mercury Lane and some removal of on street parking on Canada Street.

Figure 4-3 indicates how vehicles will access the site. Construction vehicles will enter the CSA off Canada Street and exit on to Mercury Lane via two access points. Truck loading and unloading will occur within the CSA. Conflicts between pedestrians, private vehicles and construction activity at each access point will be managed by a Traffic Controller (during active site hours). Construction vehicles arriving at the CSA will not wait on the traffic network and will be facilitated into the site immediately on arrival.

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Figure 4-3: Mercury Lane CSA and site access (Original image source: Auckland Council, GeoMaps)

Cross Street Traffic Flow Reversal The construction of the diaphragm wall in the area of the Cross Street and Mercury Lane intersection reduces the lane width to a pinch point of 3-3.2m. This width does not support tracking of large turning vehicles such as trucks or LCV turning out from Cross Street into Mercury Lane. It is therefore proposed to reverse the one-way flow direction of Cross Street, this arrangement allows for the construction to go ahead and is more favourable to large turning vehicles.

Cross Street is located outside of the CRL designation footprint and therefore this change is being progressed outside of this TAP DWP, although the reversal has been included in the traffic modelling (refer Section 5.2 of this TAP DWP). Additional consultation has been undertaken with AT and the affected stakeholders, while following the correct procedure of AT’s Traffic Resolution process. The traffic resolution for Cross Streets’ reversal was approved on the 7th of February 2020 under resolution ID 16148.

COVID-19 Pandemic Disruption Due to the disruption caused by the COVID-19 pandemic a preceding phase to the reversal of Cross Street has been established. When continuing work when under Government restriction Alert Level 3, egress from Cross Street (Western end of Cross Street) will be closed for 4 – 6 weeks. This closure will be under operation of a TMP and TTM. Notable features of this closure include: • Page 26

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Transport Access and Parking Delivery Work Plan • • •

• • •

Access and egress to / from Cross Street will be onto Upper Queen Street.

Vehicle movements will be under Traffic Controller operation during construction operating hours.

Vehicle movements will be under ‘User self-management’ outside of construction operating hours, under Alert level 3. o As Cross Street is a local road and without the traffic decrease of COVID-19 Alert Level 3, it would normally support an AADT of 1000 vehicles per day. Therefore, user self-management outside of construction hours is considered reasonable. o ‘User self-management’ will be reassessed if a shift to Alert Level 2 is announced whilst this TTM solution is in operation.

All vehicular and pedestrian access to properties remains open.

There will be some parking removal to allow turning of vehicles and to facilitate general twoway vehicle movements.

Key stakeholders (Karangahape Business Association, Lim Chhour Supermarket and Emergency Services) have been notified and consulted with – covered in Section 7.

Under Government restrictions in Alert Level 4 there has been a significant drop in traffic movement (by 75 - 80%, as demonstrated by NZTA traffic data8). No traffic model updates have been made to demonstrate the effect of the closure to the western end of Cross Street, as it is expected there will be a significant decrease in vehicle demand on the network (to what was previously modelled) during Alert Level 3. This assumption is based on similarity in characteristics between Government restrictions in Alert level 3 and Alert Level 4. Though, it is expected there will be a minor increase in vehicles on the traffic network between Alert Level 3 and Alert Level 4 this will still be much less that what is considered ‘normal’ AADT. With the traffic movements being so low (estimated at less than 200 per day) on Cross Street, redistribution of traffic from the closure will be easily absorbed by surrounding corridors without noticeable impact.

Construction Traffic The Karangahape Station construction site is embedded in the street network on the edge of Auckland’s city centre. Due to the location of the construction site, the only viable option for transportation of spoil removal is by truck9.

Vehicle Numbers Assumptions The number of construction vehicles required for construction of the Karangahape Station has been determined using the following method and assumptions: •

For the purposes of determining the worst-case scenario, volumes are based on all construction vehicles removing spoil being a 6m3 - 6-wheeler truck.

It should be noted that truck sizes removing spoil will have volumes between: • 12m3 (truck and trailer) • 6m3 (6 wheeler truck)

8

https://www.nzta.govt.nz/about-us/coronavirus-disease-covid-19-services-update/weekly-traffic-count-information/ (20/04/20) 9 In referral to consent condition 25.3(j) Page 27 | Karangahape Road Station Main Works

Transport Access and Parking Delivery Work Plan •

• • • • •

•

Number of vehicles have been based on volume of material being removed or required via delivery. (Time to load or unload vehicles within the CSAs have been taken into consideration but not used as a determining factor).

Vehicle numbers are averaged across a 10-hour working day.

Each quarter is 12 working weeks – assuming 4 weeks in a month and 3 months in a quarter.

Trucks will be removing spoil 6 days a week.

Concrete trucks have a volume of 6-8m3.

Large plant and machinery will be one off deliveries, as required. These types of deliveries are expected to be early on the in the construction staging to enable the works to start.

Section 4.4 covers this in more detail.

The construction work being considered is occurring below ground most of the time. Above ground works such as public realm (streetscape) reinstatement will be covered closer to the time of this activity, by way of a separate Outline Plan process and accompanying TAP DWP.

It should also be noted that vehicle movements will be described as movements and return trips. Movements refer to a vehicle arriving at site and a vehicle leaving site being 2 separate movements. Return trips refer to a vehicle arriving at the site and then leaving to return to its origin being 1 trip.

Construction Activities The expected total number of construction vehicles (return trips) from Q1 2020 to Q1 2023 are shown in Figure 4-4, spilt between the 2 sites - Beresford Square and Mercury Lane. Below are the activities considered in the total construction vehicle movements: • • • • •

Excavation of the Temporary Shaft Excavation of the Stations Mining of the Station at Mercury Lane Concrete Deliveries Deliveries and Contractor Vehicles

Distribution

Number of construction vehicles

Average Number of Contruction Vehicles per Day 200 150 100 50 0

2020 2020 2020 2020 2021 2021 2021 2021 2022 2022 2022 2022 2023 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1

Mercury Lane

32

32

83

86

93

93

69

57

52

32

25

25

15

Beresford Sqaure

20

31

21

85

84

82

82

63

51

26

26

26

15

Figure 4-4: Average number of expected construction vehicles per day

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Transport Access and Parking Delivery Work Plan Over the course of the construction (Q1 2020 – Q1 2023) there will be on average a total of 95 vehicles visiting both the sites per day. Figure 4-4 shows that the number of construction vehicles visiting Beresford Square and Mercury Lane will peak at 176 a day in Q1 2021 (352 movements).

From Q4 2020 – Q3 2021, due to the bulk of the excavation occurring across both sites, significantly more construction vehicles will be accessing the construction sites and using the road network to remove spoil. It is expected that during this peak excavation period the majority of the deliveries arriving at the sites will be concrete. Although, outside of this peak excavation period more deliveries and contractor vehicles can be expected for the establishment of the site in the beginning phases of work and station fitout / disestablishment of the site in the later phases of construction. Deliveries and contractor vehicles are estimated to be approximately 10 to 25 vehicles per day.

It is also noted that this construction traffic will be adding to what is already predicted to be on the city centre network as a result of the wider CRL project. Most of these movements will generally occur between 0700 hrs and 1900 hrs, Monday to Saturday, but can also occur between 0700 hrs and 2200 hrs, especially for the movement of plant to minimise disruption to traffic or for infrequent prolonged activities such as large continuous concrete pours.

Due to the relatively small surge pile required at the Mercury Lane CSA, the transporting of spoil off site will also occur outside of normal operating hours when required to maintain the mining operation for the station caverns. Specific treatments to mitigate and manage noise related effects are discussed in detail in the CEMP. Effects on the road network will be no more than minor.

Vehicle Routes In general truck movements onto Beresford Square and Mercury Lane will be via the arterial road network as defined by the Auckland Unitary Plan Operative in Part (AUP), over dimensional (OD) routes, over weight (OW) routes and other authorised routes where no other practical option is available (as per CRL designation Condition 25.3(c)(iii)). Both work sites are well located in relation to accessing the arterial and OD/OW networks and construction vehicles will not be required to use local roads or to pass through sensitive areas such as residential streets or past schools (refer to CRL designation Condition 25.3(a)).

Construction vehicle routes for transportation of spoil, have been determined to enable access to any spoil disposal site across Auckland. Construction vehicles will access spoil disposal sites in the North, South or West via the state highway network and as shown in Figure 4-5, Figure 4-6 and Figure 4-7. Black arrows indicate the primary route construction vehicles will take to access and egress the sites and the blue arrows indicate the secondary routes. Secondary routes have been noted and will only be used in case of incidents and unplanned events that occur on the network, and hence providing resilience to the local road routes. These routes will only be used occasionally and will still adhere to all construction vehicle consent conditions. Outside of these specified routes alternatives will only be used if required, from 9:30am – 4:30pm on week days and 9am – 2pm on Saturdays.

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Figure 4-5: Spoil vehicles accessing and egressing to a northern located spoil disposal site (Original image source: Auckland Council, GeoMaps)

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Figure 4-6: Spoil vehicles accessing and egressing to a southern located spoil disposal site (Original image source: Auckland Council, GeoMaps)

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Figure 4-7: Spoil vehicles accessing and egressing to a western located spoil disposal site (Original image source: Auckland Council, GeoMaps)

Construction vehicles exiting the site at Beresford Square onto Hopetoun Street will not turn right without assistance of a traffic controller due to limited visibility. This movement will only happen between the hours of 9am and 4pm.

Spoil trucks will not use East Street as per CRL designation condition 28.1(b).

Reverse manoeuvring of construction trucks shall not take place on any arterial route. The only exception to this is if the truck or construction vehicle is inside the work zone and is assisted by a Traffic Controller. If reverse manoeuvring is required on any other street (i.e. Beresford Square or Mercury Lane) this shall be carried out with the assistance of a Traffic Controller and manual Stop/ Go control as required.

Truck movements to and from sites will generally be via 11m large rigid trucks, or smaller units.

These truck types can be accommodated within the streets used to access the sites.

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Transport Access and Parking Delivery Work Plan

Over Dimensional/ Over Weight and Large One-off Deliveries When required, delivery of large plant by over-dimension vehicles will take place via the Transport Agency’s over-dimension routes where practicable. These routes include the State Highway network, Newton Road, Great North Road, Karangahape Road, Symonds Street and Pitt Street (Between Karangahape Road and Vincent Street).

During the early phases of the main works construction programme large pieces of equipment and machinery will need to be bought to the site to allow the commencement of the physical works. One piece of machinery that will require a special delivery to the Mercury Lane site is the 38-tonne component of the Road Header. This equipment will be used for the mining of the station platform tunnels.

Figure 4-8 outlines the route that the Road header will take from the Port of Auckland to the Mercury Lane site on the OW and OD network. As depicted, most of the route required to travel is on the OW and OD network. Karangahape Road and Mercury Lane are not identified as part of the OW network10 but are essential roads to access the site. There are other ways which the site could be accessed once leaving the OW/ OD network (Alex Evans Street /Upper Queen Street) but this is less direct and will have to pass over bridge structures and so is not recommended as the primary route.

Haulage companies must obtain the correct permits before using the OW routes for OW deliveries Large OW/ OD deliveries will occur at night with traffic management assistance and controlled turns at intersections such as: •

Tangihua Street / Beach Road

•

Beach Road / Anzac Avenue

•

Symonds Street / Karangahape Road

•

Karangahape Road / Upper Queen Street

•

Upper Queen Street / Canada Street

10

Karangahape Road is identified as an OD route Page 33 | Karangahape Road Station Main Works

Transport Access and Parking Delivery Work Plan

Figure 4-8: OD and OW loads access to Mercury Lane11

The most practical route for OW or OD deliveries arriving at Beresford Square will require the use of Pitt Street. All OW and OD deliveries to Beresford Square will occur before any significant lane closures to Pitt Street. If any deliveries are required after lane closures are implemented, other routes on the OD and OW network will be used.

Contractor Parking On-site parking will only be provided for the loading/unloading of equipment, materials, spoil and for essential contractor vehicles. This will be provided within the work site and within the CSA for both Beresford Square and Mercury Lane CSA’s. Parking will not be provided for general construction staff parking.

11

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Transport Access and Parking Delivery Work Plan

5.

Assessment of Effects

The effects of the main construction works are being assessed against the onsite conditions/ situation existing at the time of construction commencement. As previously explained, this will be based on the final stage of the early works. Transport, access and parking effects will be considered ‘adverse’ if the main construction worsens the situation from that of the early works.

SATURN Traffic Model The traffic modelling section presents the steps undertaken to assess the potential transport impacts as a result of the proposed temporary traffic management for the CRL main works at Karangahape Station. This includes detailing the impacts associated with the works planned on Pitt Street, Beresford Square, Mercury Lane, Cross Street and the surrounding areas.

Traffic modelling includes general traffic effects and some Public Transport effects (Section 5.2.4), but excludes construction traffic effect which will be addressed in section 5.5.

The traffic model has not been updated to reflect any changes on the traffic network due the COVID19 Pandemic.

Traffic Model Assumptions and Modelling Scenarios In order to isolate the potential impact of the proposed temporary traffic management, two scenarios were created. The 2019 Reference Model which excludes the CRL temporary traffic management and the 2019 CRL model – Karangahape Road, which includes the proposed CRL temporary traffic management. Each is discussed below in greater detail, outlining each scenario the assumptions underpinning each.

2019 Reference Model The Auckland City Centre SATURN 201812 model was used as a base for this assessment. The 2019 Reference Case includes existing infrastructure provision (including committed schemes) and latest bus routing. It excludes the proposed CRL temporary traffic management. The 2019 Reference Model explicitly reflects the network changes listed below which are expected to take place at least in part during the same time as the main works planned in the Karangahape station area: • • • • • •

12

Karangahape Road construction works between Ponsonby Road and Symonds Street were included to reflect streetscape construction work on Karangahape Road13 Symonds Street /Karangahape Rd intersection included to reflect the completed Karangahape Road Streetscape Improvements project construction14 .

Corrected inconsistent distances15 from ‘2018 Base model’ and “AT Karangahape Road Streetscape TMP A & F” model on Karangahape Road.

Quay Street Enhancements which renders Quay Street 1 lane in each direction.

ICON construction on Wyndham/ Albert Street junction.

Reversing Lower Albert Street to one lane southbound, with bus realignment to reflect planned work consented under the C2 works.

Received the Auckland City Centre SATURN 2019 from Flow Transportation Specialists on 13/08/2019 Received the AFC_K_Road_Modelling_Update_TMP_PhasesAandF_v2 model from AFC on 20/08/2019.

14 Received an updated layout for Karangahape Road/Symonds St junction from AFC on 23/08/2019 15 Agreed corrections with Flow Transportation Specialists and AFC on 27/08/2019 Page 35 | Karangahape Road Station Main Works 13

Transport Access and Parking Delivery Work Plan • •

Closing the Wellesley/ Albert Street intersection for general traffic.

Bus diversions in response to buses not able to travel through Wellesley/ Albert junction.

2019 CRL Model - Karangahape Road For the 2019 CRL Model (with CRL temporary traffic management), the 2019 Reference Model above was used as a base for this assessment. The only network change introduced was the worst-case scenario with the proposed CRL traffic management listed below: • • •

Closing one traffic lanes northbound and one traffic lane southbound on Pitt Street while adding a right turn flare at the Pitt Road / Karangahape Road intersection.

Banning the one-way approach from Beresford Square towards Pitt Street.

Reversing the traffic movement on Cross Street to provide access from Mercury Lane Southbound.

Modelling Results (General Traffic) To isolate the potential impact of the proposed temporary traffic management, the proposed temporary traffic management included in the 2019 CRL Model Karangahape Road scenario has been compared to the 2019 Reference Case scenario to ascertain the likely traffic effects.

Flow Difference Plots In the following plots shown in Figure 5-1 and Figure 5-2, the green bands indicate the increases in traffic flows between the 2019 Reference Case scenario and the 2019 CRL Model – Karangahape Road scenario, while the blue lines indicate decreases in traffic flows. The thickness of the bands is proportional to the volume of change.

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Transport Access and Parking Delivery Work Plan Figure 5-1: Actual Flow Difference (2019 Reference Case vs Proposed Closure); Morning Peak

Figure 5-2: Actual Flow Difference (2019 Reference Case vs Proposed Closure); Evening Peak

The flows displayed are what SATURN terms “actual” flows, which are the flows that are predicted to be able to get through to the particular links within the single peak hour. In congested networks, these “actual” flows are lower than the demand flows.

The demand flows follow a similar pattern of traffic rerouting as compared to actual flows, but with a minor increase of less than 10 pcus/hr on an average. The flow difference plots are critical in determining the changes to flow pattern and quantifying them as a result of the temporary traffic management to road network.

The proposed temporary traffic management (2019 CRL Model – Karangahape Road) is predicted to result in traffic flow changes primarily on Pitt Street, Beresford Square and some elementary rerouting in the immediate surrounding area as a result of the Cross Street reversal.

The reduction of the traffic capacity on Pitt Street and closure of Beresford Square corresponds to where a reduction in flow is most significant as a result of the temporary traffic management.

As a result of the reduced capacity on Pitt Street, additional delay on Pitt Street then reroutes traffic flow (increases in flow – green) away from Pitt Street to Vincent Street and Howe Street which are the immediate north-south corridors. Howe Street provides a direct connection from Karangahape Road to Wellington Street and Union Street, avoiding the use of Pitt Street.

Distribution Analysis To understand the changes in flow distributions as a result of the temporary construction work, flow distributions of vehicles using Pitt Street were extracted from both the 2019 Reference Case and the Page 37

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Transport Access and Parking Delivery Work Plan 2019 CRL Model – Karangahape Road. This information is shown in Figure 5-3 to Figure 5-6 for both morning and evening peak. The green lines in the plots shows vehicle flows using Pitt Street and their thickness is proportional to the intensity of traffic passing through the links.

The reduction of capacity on Pitt Street will likely change mobility patterns, rerouting traffic away from Pitt Street to alternative routes parallel to Pitt Street, largely due to the additional delay caused by construction. The CRL model shows a considerable overall reduction in traffic flows along the Pitt Street, Beresford Street and Karangahape Road section between Symonds Street and Pitt Street. The traffic flows on Hopetoun Street are reduced significantly due to the Beresford Closure which occurred during the early works.

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Transport Access and Parking Delivery Work Plan

Figure 5-3: 2019 Reference Model Distribution Analysis (Area of Interest); Morning Peak

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Figure 5-4: 2019 CRL Model Karangahape Road Distribution Analysis (Area of Interest); Morning Peak

Transport Access and Parking Delivery Work Plan

Figure 5-5: 2019 Reference Model Distribution Analysis (Area of Interest); Evening Peak

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Figure 5-6: 2019 CRL Model Karangahape Road Distribution Analysis (Area of Interest); Evening Peak

Transport Access and Parking Delivery Work Plan / Management Plan

Journey Times (General Traffic) The proposed temporary traffic management reflected in the 2019 CRL Model – Karangahape Road is predicted to result in journey time changes. The results suggest that traffic on Pitt Street will experience more delays due to the capacity reductions implemented. There is also a slight increase in journey times on the surrounding routes because of traffic rerouting away from Pitt Street.

Specified routes in line with designation condition 26.9 for the monitoring of CRL construction effects have been assessed. The routes are listed below and illustrated in Figure 5-7: • • • • • •

Wellesley Street (between Victoria Street and Princes Street) Victoria Street (between Wellesley Street and Princes Street) Nelson Street / Hobson Street (between Pitt Street and Fanshawe Street) Queen Street (between Mayoral Drive and Customs Street) Customs Street / Fanshawe Street (between Nelson Street and Tangihua Street) Quay Street / Lower Hobson Street (between Fanshawe Street / Hobson Street and Tangihua Street)

Figure 5-7: Journey Time Routes

Table 5-1 and Table 5-2 present the modelled journey times for the routes assessed for both the Reference Case and temporary construction works. The comparative analysis suggests that the construction work will have a relatively low impact (around 1-3-minute change) to all the journey times assessed. Both the rerouting and delay caused by the temporary construction works for the Karangahape Station have been assessed and do not have any significant change on the journey times for the routes specified.

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Transport Access and Parking Delivery Work Plan / Management Plan Table 5-1: Journey Times (Morning Peak)

Routes Victoria Street Wellesley Street Nelson Street Hobson Street Queen Street Customs Street / Fanshawe Street Quay Street / Lower Hobson Street

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

Reference Case 9 min 56 sec.

10min 29 sec.

7min 25 sec.

6min 05 sec.

3 min 37 sec.

3 min 56 sec.

8 min 04 sec.

11 min 35 sec 10 min 14 sec.

9 min 58 sec.

5 min 57 sec

CRL Scenario 9 min 33 sec 10 min 58 sec 7 min 39 sec.

6 min 07 sec.

3 min 35 sec.

3 min 55 sec.

8 min 07 sec.

10 min 19 sec.

10 min 21 sec.

10 min 01 sec.

5 min 59 sec.

Difference - 23 sec + 29 sec + 14 sec + 02 sec - 02 sec - 01 sec + 03 sec - 1 min 16 sec + 07 sec + 03 sec + 02 sec

Eastbound

13 min 32 sec.

13 min 31 sec.

- 01 sec

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

Reference Case 11 min 02 sec.

8 min 51 sec.

7 min 28 sec.

12 min 18 sec.

4 min 05 sec.

7 min 38 sec 8 min 31 sec.

8 min 28 sec.

5 min 06 sec.

18 min 27 sec.

CRL Scenario 11 min 32 sec.

9 min 32 sec.

7 min 25 sec.

12 min 28 sec 4 min 05 sec.

7 min 23 sec 8 min 54 sec.

5 min 51 sec.

5 min 08 sec.

17 min 42 sec.

2 min 39 sec.

2 min 38 sec.

Difference + 30 sec + 41 sec - 03 sec + 10 sec + 0 sec - 15 sec + 23 sec + 23 sec + 02 sec - 45 sec - 01 sec

Eastbound

3 min 24 sec.

3 min 24 sec.

+ 0 sec

Table 5-2: Journey Times (Evening Peak)

Routes Victoria Street Wellesley Street Nelson Street Hobson Street Queen Street Customs Street / Fanshawe Street Quay Street / Lower Hobson Street

Public Transport Effects To understand the impact of the temporary construction works for the Karangahape Station on the travel times for the crucial bus routes that pass through Pitt Street (or immediately surrounding Pitt Street and Beresford Square), information has been extracted from the 2019 CRL Model – Karangahape Road and compared to the 2019 Reference Case.

Table 5-3and Table 5-4 summarise the comparative analysis between the two model scenarios, as shown below for various routes. The comparative analysis suggests that the construction works for the Karangahape Station will likely increase bus journey times (ranging between 0-2 minutes) for the majority of the assessed bus routes.

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Transport Access and Parking Delivery Work Plan / Management Plan Table 5-3: Bus Journey Times (Morning Peak)

Route Name

Reference Case (min)

CRL Scenario (min)

Diff (min)

195, 209 - New Lynn, Blockhouse Bay, Green Bay

30

30

0

195, 209 - New Lynn, Blockhouse Bay, Green Bay

12

13

+1

22x, New North & Sandringham Rd

60

60

0

24x - New North & Sandringham Rd

74

74

0

30 Onehunga To City Centre Via Manukau Rd

12

13

+1

30 Onehunga To City Centre Via Manukau Rd

34

34

0

75 Glen Innes To Wynyard Quarter Via Remuera Rd

45

44

-1

101 Pt Chevalier to Auckland University Via Jervois Rd

51

53

+2

195 New Lynn To City Centre Via Green Bay and Blockhouse Bay Rd

30

30

0

195 New Lynn To City Centre Via Green Bay and Blockhouse Bay Rd

12

13

+1

209 Titirangi to City Centre via Green Bay and New North Rd

30

30

0

209 Titirangi to City Centre via Green Bay and New North Rd

12

13

+1

295 Ellerslie Station to City Centre Via Royal Oak

12

13

+1

295 Ellerslie Station to City Centre Via Royal Oak

34

34

0

309X Mangere Town Centre to City Centre (Express)

12

13

+1

309X Mangere Town Centre to City Centre (Express)

34

34

0

INN Inner Link Anticlockwise

37

38

+1

82, 802, 92x - North Shore

16

17

+1

82, 802, 92x - North Shore

22

23

+1

NX2 Albany Station to Auckland Universities Via Wellesley St

18

19

+1

NX2 Albany Station to Auckland Universities Via Wellesley St

20

20

0

17xX - Western Express

28

28

0

OUT Outer Link Anticlockwise

33

34

+1

OUT Outer Link Anticlockwise

30

31

+1

41

40

-1

18

18

0

23

25

+2

Route Name

Reference Case (min)

CRL Scenario (min)

Diff (min)

195, 209 - New Lynn, Blockhouse Bay, Green Bay

18

18

0

195, 209 - New Lynn, Blockhouse Bay, Green Bay

16

17

+1

22x, New North & Sandringham Rd

63

63

0

24x - New North & Sandringham Rd

63

62

-1

30 Onehunga To City Centre Via Manukau Rd

11

12

+1

30 Onehunga To City Centre Via Manukau Rd

27

29

+2

75 Glen Innes To Wynyard Quarter Via Remuera Rd

54

54

0

101 Pt Chevalier to Auckland University Via Jervois Rd

49

50

+1

SKY Airport to Downtown Via Dominion Rd then to Airport Via Mt E (Out) SKY Airport to Downtown Via Dominion Rd then to Airport Via Mt E (In) 110, 129, 13x - Henderson, Te Atatu, Westgate Table 5-4: Bus Journey Times (Evening Peak)

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Transport Access and Parking Delivery Work Plan / Management Plan

Route Name

Reference Case (min)

CRL Scenario (min)

Diff (min)

195 New Lynn To City Centre Via Green Bay and Blockhouse Bay Rd

18

18

0

195 New Lynn To City Centre Via Green Bay and Blockhouse Bay Rd

16

17

+1

209 Titirangi to City Centre via Green Bay and New North Rd

18

18

0

209 Titirangi to City Centre via Green Bay and New North Rd

16

17

+1

295 Ellerslie Station to City Centre Via Royal Oak

11

12

+1

295 Ellerslie Station to City Centre Via Royal Oak

27

29

+2

309X Mangere Town Centre to City Centre (Express)

11

12

+1

309X Mangere Town Centre to City Centre (Express)

27

29

+2

INN Inner Link Anticlockwise

32

33

+1

82, 802, 92x - North Shore

23

23

0

82, 802, 92x - North Shore

21

21

0

NX2 Albany Station to Auckland Universities Via Wellesley St

25

25

0

NX2 Albany Station to Auckland Universities Via Wellesley St

17

17

0

17xX - Western Express

17

17

0

OUT Outer Link Anticlockwise

30

30

0

OUT Outer Link Anticlockwise

37

38

+1

28

28

0

21

21

0

17

18

+1

SKY Airport to Downtown Via Dominion Rd then to Airport Via Mt E (Out) SKY Airport to Downtown Via Dominion Rd then to Airport Via Mt E (In) 110, 129, 13x - Henderson, Te Atatu, Westgate

Additional Effects to Buses The works will impact AT Bus Stop #1084 outside 78 Pitt Street which provides for the City Link Bus Service. Consultation with AT during the early works confirmed that AT is already delivering on the relocation and the bus stop, which will be moved to outside of the works zone in order to be maintained longer term through future phases of the CRL construction. This will result in less disruption to the bus network and customers. The main works contribute no additional adverse effects to bus stops in the Karangahape construction area.

AT is also investigating the implementation of a bus queue jump at the Vincent Street / Hopetoun Street / Pitt Street intersection. This will enable buses to skip the queue and at the intersection, resulting in reduced impacts to bus travel times. This is an AT lead initiative and is being progressed outside of this TAP DWP.

Pedestrian and Cyclist Effects All existing pedestrian and cycling routes will remain open along Beresford Square, Pitt Street and Mercury lane, although diversions will be in place to allow safe movement around the construction zones. Access to local properties and businesses will be maintained at all times.

Most of the construction work will require a reduction in width to the footpaths within the various stages. However, in general, a minimum footpath width of 1.5m for pedestrians will be provided. At crossing locations, the width will be large enough that crossing demand can be accommodated.

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Transport Access and Parking Delivery Work Plan / Management Plan Reduced footpath width may have effects on local businesses. Wayfinding signage and various communication methods will be used so that pedestrians are aware that businesses are open, and access is maintained (refer to the SIBD DWP for further details).

While maintaining all routes, during the staged construction there will be a large pedestrian diversion around the works occurring at Beresford Square. This is an unavoidable diversion to allow critical works to occur on the Beresford Square station entrance. This situation will not exist for the full duration of the main works and will be reverted back to a more direct pedestrian route after critical tasks are completed. Where there are opportunities to shorten this diversion, these will be implemented. The pedestrian diversion is outlined in Figure 5-8.

Figure 5-8: Pedestrian Diversion around Beresford Square (Original image source: Auckland Council, GeoMaps)

At the Mercury Lane site there will be a footpath closure established around the footpath on the set up of the CSA until the completion of the construction works. On East Street pedestrians will be safely diverted to the other side of the road with temporary traffic management. They will then be crossed back over via a pedestrian refuge island in the midblock between the Mercury Lane / Canada Street intersection and Canada Street / Upper Queen Street intersection, or at the Canada Street / Upper Quest Street intersection itself with a signalised crossing. The details for the refuge island will be covered under TTM / TMP. This pedestrian diversion can be seen in Figure 5-9.

In addition, where there is a pinch point to the traffic lane on Mercury Lane at this point the footpath width will also be reduced. The footpath will have a width of 1.2m with a non-mountable kerb over a distance of 7.0m to allow for safe pedestrian movement. A traffic controller will be Page 45

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Transport Access and Parking Delivery Work Plan / Management Plan stationed here within work hours to facilitate safe movement of pedestrians and large turning vehicles.

Figure 5-9: Pedestrian diversion Mercury Lane (Original image source: Auckland Council, GeoMaps)

Cycle infrastructure in the area includes a cycle ramp located north of the Beresford Square and Pitt Street intersection (outside 59 Pitt Street) and a shared path from this point to the Pitt Street / Hopetoun Street Intersection. AT agreed during the early works for a temporary cycle ramp facility to be installed outside the property at number 41 Pitt Street, thereby avoiding the work zone (this is covered in the early works TMPs).

Across all stages of the construction, effects on pedestrians and cyclists are expected to be limited to only minor inconvenience. The main works only contribute a small number of additional adverse effects to pedestrians and no additional effects to cyclists compared to what is already being experienced as part of the early works.

Construction Traffic Effects Where practicable, truck movements will be restricted to the Arterial network as defined in the AUP. Construction traffic for spoil removal has been based on the spoil volumes generated from construction activities and assuming a worst-case scenario of removing all the spoil with 6-wheeler trucks (6m3). Truck movements, at peak (including spoil and deliveries) are expected to be approximately 352 movements per day (176 return trips) over 10 hours, as outlined in section 4.3.

The construction vehicles removing spoil volumes via the road network will not adversely affect congestion.

With the expected peak number of construction vehicle movements being 170 at Beresford Square and 186 at Mercury Lane per day (approximately 17 and 19 movements in the peak hour), the percentage that the construction vehicles will contribute to immediate surrounding traffic Page 46

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Transport Access and Parking Delivery Work Plan / Management Plan environment will be minor. Table 5-5 reflects the percentage contribution of construction vehicles.

Karangahape Road, Pitt Street and Hopetoun Street will accommodate the movements from the Beresford Square site. Canada Street, Upper Queen Street and Newton Road will accommodate movements from the Mercury Lane site.

Table 5-5: Percentage that construction traffic will contribute to the AADT

Peak hour volumes from CRL scenario model AM PM

% Construction traffic trips will contribute AM PM

Road Name

Current AADT (both directions)

Karangahape Road

22,450 vehicles16

780

722

2.1%

2.3%

Pitt Street

20,000 vehicles

605

470

2.7%

3.5%

Hopetoun Street

8,800 vehicles

1060

659

1.6%

2.5%

Upper Queen Street

16,400 vehicles

1080

894

1.7%

2.1%

Canada Street

12,900 vehicles

305

651

5.9%

2.8%

Newton Road

32,200 vehicles

1839

2023

1.0%

0.9%

Construction works at the Aotea Station and the Mount Eden Station sites will also be occurring during a similar time period and will be using the same arterial routes with similar numbers of deliveries. The congestion impacts of construction traffic from the cumulative number of deliveries travelling on the network from the other CRL works are considered manageable and will be able to be absorbed by the network. Although, emphasis should be placed on these deliveries occurring outside peak traffic hours to minimise disruption to the traffic network.

Truck movements will not be required to take place on streets that pass education facilities, nor on streets with residential zoned land (refer CRL Condition 25.3(a)).

Over Dimensional Deliveries Where over-dimension or overweight vehicle movements are required for construction, these will take place via the Transport Agency’s over-dimension and overweight routes, where practicable.

These streets are multi-lane arterials, and there are not expected to be any issues manoeuvring over -dimension vehicles. Local access to the work site by over- dimension vehicles will require the use of some local streets that are not part of the over dimension network. The routes defined for OD deliveries are outlined in Section 4.4 (also refer CRL designation Condition 25.3(c)(iii)). Overdimensional deliveries will be managed by limiting the movements of these vehicles outside of the commuter peak periods, by applying mobile traffic management where these vehicles are required to traverse multiple lanes of traffic and having the majority of the over dimensional deliveries occurring at the beginning of construction. The effects of over dimensional deliveries will be negligible.

16AT’s

Karangahape Road streetscape upgrade will significantly change the road environment and it would not be unlikely the for the original AADT for Karangahape Road to change also.

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Transport Access and Parking Delivery Work Plan / Management Plan

Property Access Throughout the duration of the Karangahape Station construction, all access to private properties will be maintained for pedestrians, cyclists and vehicles. Signage will be used to direct traffic and pedestrians wishing to gain access to businesses.

Vehicular access to properties located on Beresford Square and Mercury Lane will be maintained at all times throughout the construction. During the stages of construction, a number of different traffic management arrangements will be in place to maintain access whilst completing the works.

Property owners and lease holders have been consulted with and will be kept informed throughout the construction process on how to access their properties.

If short term closures impacting vehicle access to properties are necessary during the main works, affected parties will be consulted with, prior to the closure, to determine the best approach to this.

Short term closures and consultation will be undertaken in accordance to Condition 25.3(g)(i) and 25.3(g)(ii).

Where an affected party unexpectedly finds their vehicle blocked in 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).

There are no additional adverse effects expected to occur that will be different to that of the early works.

Parking and Loading Effects There is a large reduction in parking in the surrounding area as a result of the Karangahape Station construction works. The bulk of the parking has already been removed on Beresford Square and Mercury Lane during the early Works. In addition to this the main works will effect on-street parking (Section 5.7.1) and loading zones (Section 5.7.2) on Pitt Street and Canada Street.

The main works will not affect: • • • •

Taxi Stands on Karangahape Road Private off-street parking Hopetoun Alpha parking – in line with designation condition 28.2(c)(iv) The Mobility park on Beresford Square which is being relocated during the early works to Day Street.

On-Street Parking Pitt Street parking will be affected when road capacity is reduced to one lane in each direction. This will be an extended amount of time compared to the early works, as it will be for the duration of the main construction works. As far as practicably possible Pitt Street parking will be maintained outside Begs Big and Tall.

On street parks will be removed on Canada Street to accommodate the swept paths of construction vehicles turning into the CSA and sight distance for vehicles turning right out of Mercury Lane.

Removing the Canada Street parks will have little to no effect on the area due to the demand on these parks being removed as a result of the demolition of Mercury Plaza (Outline Plan OPW60339200 and supporting TAP DWP) and the CSA being established in its place. On street parking at the southern end of East Street will be maintained as per designation condition 28.1(b).

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Transport Access and Parking Delivery Work Plan / Management Plan On Street parking will be temporarily affected to facilitate vehicle movements on Cross Street during the closure of the west end (Section 4.2.4 for more details).

Loading Zones Loading Zones within the area will continue to be affected by the main works. The status of the loading zones is shown in Figure 5-10.

Figure 5-10: Loading zones available during the main works (Original image source: Auckland Council, GeoMaps)

For the duration of the main works, the loading zones outside Begs Big and Tall Men’s wear on Pitt Street will remain open along with those outlined on Karangahape Road and, a loading zone on Day Street. These remaining existing loading zones are within close proximity to each other and all facilities being removed are less than 100m from another loading zone.

In order to reduce the impact of removing loading zones in the area, there will be an evolving provision for temporary loading zone access at the bottom end of Beresford Square monitored by a Traffic Controller during work hours. Additionally, a new loading zone on Mercury Lane will be provided for the long term set up of the construction. The effect on loading zones, and subsequently the businesses that rely on these loading zones, will be no more than minor.

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Transport Access and Parking Delivery Work Plan / Management Plan

Effects to Over Dimensional Routes The OD road network requires an envelope of 11m wide by 6m high. For an OD vehicle to gain approval to access to the network, they must place a request with NZTA. As identified in section 3.5 of this TAP DWP, Pitt Street makes up part of this network, but the Karangahape station construction requires Pitt Street to be limited to one lane in each direction. By reducing the road width down to 6.7m, Pitt Street does not meet the OD envelope requirements and will be like this for up to three years. No other roads on the network would provide service and access to the local area like Pitt Street currently does.

Discussion with AT and NZTA has confirmed the temporary suspension of Pitt Street as an OD route for the duration of the Karangahape Station works. AT and NZTA will be working through processes internally to notify haulage companies of this suspension.

There are other routes available on the OD network (as outlined in Section 3.5) such as Newton Road, Symonds Street, Ponsonby Road, Customs Street East providing some access around Auckland City Centre. If OD deliveries allow, it would be advised to use these other roads on the OD network.

It should be noted that during some stages of construction, if advanced notice is provided to the contractors at Karangahape Station, they maybe be able to accommodate an OD load through their site.

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Transport Access and Parking Delivery Work Plan / Management Plan

6.

Monitoring

CRL designation Condition 26 requires that monitoring of travel times and transport network congestion be carried out on specified routes during CRL construction works. Monitoring will be continuous for the duration of construction (designation condition 26.3). In accordance with designation Condition 26.6, the monitoring will establish whether the CRL construction works have increased average traffic delays as follows: (a) “Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition) (b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) The 30% above shall only apply for an increase predicted to be over four minutes.”

AT is monitoring the routes specified in designation Condition 26.9 throughout the CRL works and will identify if the works are resulting in travel time increasing in excess of the conditions. The relevant streets for monitoring as impacted by the Karangahape Station construction are: • • • • • •

Wellesley Street (between Victoria Street and Princes Street) Victoria Street (between Wellesley Street and Princes Street) Nelson Street / Hobson Street (between Pitt Street and Fanshawe Street) Queen Street (between Mayoral Drive and Customs Street) Customs Street / Fanshawe Street (between Nelson Street and Tangihua Street) Quay Street / Lower Hobson Street (between Fanshawe Street / Hobson Street and Tangihua Street)

It is predicted that the works will not have a significant impact to the surrounding traffic network (Section 5.2.3 and 5.2.4), but should travel times on the routes be exceeded, additional mitigation will be implemented in accordance with designation Condition 26.7. This includes but is not limited to advertising alternative routes, removing on street parking or implementing operational measures, such as lane reconfigurations or signal phasing, to increase the capacity on the surrounding network.

This will minimise impacts to below the travel time levels specified in designation Condition 26.6 as far as reasonably achievable (designation condition 26.9).

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Transport Access and Parking Delivery Work Plan / Management Plan

7.

Consultation and Communication

The Karangahape Main Works Communications and Consultation Plan sets out the communications and consultation procedures that will be implemented to advise affected parties and the general public of the proposed temporary traffic management works. Table 1-1 summarises the external communication requirements for the works. The property owners and occupiers listed are noted for early and specific consultation and agreement in regard to traffic, access and parking matters. Table 7-1 identifies those relevant to the main works.

Table 7-1: External Consultation Requirements

Stakeholder

Potential Issue

Resolution

AT

Bus delay Congestion on Pitt Street

AT addressing issues to minimise bus delay by installing bus lanes on the network

New Zealand Transport Agency (One Network� consultation as per condition 18)

Limited over dimensional capacity General affects to the State Highways

NZTA managing correspondence with haulage companies about Pitt Street temporary suspension NZTA reviewing this TAP DWP as part of the One Network consultation

Karangahape Station - Community Liaison Group (CLG)

General queries and concerns

Consulted with, collected feedback and incorporated where appropriate in the TAP DWP

Emergency Services Fire and Emergency St John Ambulance

Congestion on Pitt Street increasing response time

Both Services responded offering to reroute their main response routes.

Access/ Response to emergency during the closure of the western end of Cross Street.

Both Services have been notified of the closure, so response routes can be adjusted.

Private property owners/occupiers, where their access is impacted by the works

Proposed one directional lane to access properties on Beresford Square. Either Traffic controller or automated traffic signals for after hours.

Ongoing discussions as traffic management develops and closer to the time of implementation.

Methodist Church

Restricted movements to access their property.

Methodist Church offered Left Turn in and Left Turn Out only from their property.

Lim Chhour Supermarket

Disruption/ parking loss during the closure of the western end of Cross Street.

Parking only removed where required. As much on street parking kept as practicable.

Karangahape Business Association (KBA)

General queries and concerns Disruption during the closure of the western end of Cross Street.

Consulted with and notified of changes.

Feedback collected and incorporated where appropriate in the TAP DWP

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Transport Access and Parking Delivery Work Plan / Management Plan

Appendix A: Record of CLG, IPR and Auckland Council Comments A1. CLG Comments A Karangahape CLG meeting was held on the 12th of November 2019 to discuss the Karangahape main works and for the CLG to provide comments / feedback on the CEMP and subplans, including the TAP DWP. Comments received form the CLG on the TAP DWP are as follows: CLG Member

Comment /Feedback

Response

Dave Perkin – Beggs Big & Tall Menswear

Interested in: Parking outside Big and Tall shop Dates for implementation

Parks / the loading zone kept outside the Big and Tall Work zones will be pulled in when no works are occurring in those areas

Noted that the shop is Moving out in January – but would like to coordinate the move with the early works commencing Wanted to confirm 23rd December start for early works Biggest impact is parking outside shop • Asked if removal of parking January onwards safe assumption • Asked what will happen if time frames are pushed out or delayed start.

Interested in when the parking would be removed on the opposite side of Pitt Street to his shop.

Main works will begin in April next year Bus lane and queue jump on Vincent / Hopetoun intersection is being implemented as an AT initiative Early works will be commencing 6th January.

Parking will be reduced gradually. First restricting access on Beresford and taking parking etc... later in January moving to lower Beresford Square There is an Issue for Link Alliance if the early works are pushed out – we will try to be avoiding this. As More traffic and coordination with AT required Conversions with Vodafone are currently occurring, diversions will influence where the parking will be available.

Some parking taken on the opposite side close to the works in the early works. Closer back to the fire station parking will be taken for the main works only.

No changes are required to this TAP DWP

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Transport Access and Parking Delivery Work Plan / Management Plan

CLG Member

Comment /Feedback

Response

Moi 184 Karangahape Road

Interested in: • Parking staging • Final road layout

Parking in will be phased out in January over a few months. Only taking parks as required.

Mercury lane layout and parking due to limited parking on K Road caused from the K Road works Trucks accessing businesses on cross street.

Concerned with advanced notice

AT planning to install a bus lane from Hopetoun Street to Poynton Terrace (bus queue jump) – This will remove some of the parking on Pitt Street K Road / Pitt Street intersection was explained with one lane each direction on Pitt Street.

Parking removed April may next year.

Final road layout will go back to the way it was on completion of the works. Beresford square will be reopened – public realm works will occur later in the construction.

Mercury Lane will be mostly unchanged, parks will be kept as much as possible at the top end of Mercury Lane close to K Road.

Only 2 parks intersection cross street mercury will be required The Alliance is coordinating with AT the reversal of Cross Streets’ traffic flow. This is due to the works making it difficult for large trucks to turn.

Additional communication will be going out to local and affected parties.

• February / March next year • 4 year temporary – up to AT if they want to keep the arrangement No changes are required to this TAP DWP

Stephen Greenfield New Zealand Tours Tour driver operator

Interested in: • Vehicle movement in the area. Particularly YMCA for pick ups • Time frames of the works Concerned with crossing his vehicle over the AT proposed bus lane and around the traffic management.

It was explained that traffic will be worse in the evening peak 2 – 3 mins additional delay It was suggested: Building more time into pick up drop off schedules to accommodate the additional delay Avoiding the area if possible (especially with K road works) Bus lanes – owned by AT Works will commence in April / May No changes are required to this TAP DWP

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Transport Access and Parking Delivery Work Plan / Management Plan

CLG Member

Comment /Feedback

Response

Michael Richardson

Interested in traffic flows down Mercury lane from K road And the rest of the project area

Mercury lane access down K Road will be the same.

1 lane each direction Pitt Street.

There will be no work on East Street as per conditions.

Pedestrian access will be maintained around the work zones. 1.5m minimum width No changes are required to this TAP DWP

Pedestrian access in the project area

Kate Woodruffe - George Court Body Corp

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Concerned with: • Loss of parking on Mercury Lane. Interested in if Wilson parking will remain open • Access to the property for renovation purposes while the works are occurring

| Karangahape Road Station Main Works

Wilson Parking on Cross Street will remain open.

Access to the property will be maintained on Mercury Lane and Cross Street.

Discussions with the contractors at the Mercury Lane site will be on going over the construction period in order to facilitate renovation vehicle requirements.

No changes are required to this TAP DWP

Transport Access and Parking Delivery Work Plan / Management Plan

A2. IPR Comments An Independent Peer Review of the draft Rev B TAP DWP was undertaken by Tony Innes, from Commute Transportation Consultants, with the peer review comments received on the 19/12/2019.

The full IPR document can be found in Appendix B. A summary of the comments received which require a response are as follows: Section of DWP / Condition

Comment /Feedback

Response

Section 5.4

The Pedestrian refuge on Canada Street is yet to be confirmed, however is highly supported by the peer reviewer to mitigate potential pedestrian impacts.

Pedestrian refuge between the end of Mercury Lane and the Canada Street / Upper Queen Street intersection has been confirmed to be provided as a part of TTM / TMP. Amendments made to the TAP DWP.

Section 4.3

The consideration of alternative modes to remove spoil has not been undertaken. This is not considered viable in this location, but confirmation of this should be made in the DWP.

Noted.

Confirmation that alternative routes when needed will only be used 9:30-4pm week days and 9-2 on Saturdays.

Noted.

Section 5.4

Ensuring mobility impaired users can access narrower (than 1.5m) footpaths is required.

AT has agreed to a footpath width of 1.2m and non-mountable kerb.

CoPTTM allows for minimum footpath width design at 1.2m.

NZTA’s Pedestrian planning and design guideline recommends that design of ramps (commonly used and provided for users who are mobility impaired) have a minimum width of 1.2m.

Mobility impaired users will still have access through the pinch point on Mercury Lane.

Amendments made to the TAP DWP.

Section 4.2.3

The DWP has assumed the direction of Cross Street is reversed, this is yet to be confirmed.

The DWP will need to be updated if this is not permitted.

Noted. Agreement in principle has been obtained from Auckland Transport to this proposal and is still subject to the approval of the Traffic Control Committee within AT. The proposals is on the agenda for the meeting on the 28th January 2020 for a formal approval decision.

Section 4.3.2

Amendments made to the TAP DWP.

Amendment made to the TAP DWP.

No amendments made to this TAP DWP at this stage

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Transport Access and Parking Delivery Work Plan / Management Plan

A3. Auckland Council Comments The Auckland Council TAP specialist review of the draft Rev B TAP DWP was undertaken by Mr. Pravin Dayram. Comments were received on the 19/12/2019.

A summary of the comments received which require a response are as follows: Section of DWP / Condition

Comment /Feedback

Response

Section 2.1.3 / Condition and CEMP requirement 20.1(d)

Various strategies are discussed under the work travel demand management. This will be developed as a CEMP requirement. It is noted that many workers carry their tools to work sites on a daily basis. This makes it difficult to for them to travel other than by single occupant private vehicle or a shared utility/minibus vehicle. The workforce management plan should therefore include options where tools could be stored on site.

Noted.

The CEMP details the layout of the Construction Support Areas and storage locations.

This will be reiterated through the Work Force Travel Management Plan.

Figure 4-2 - a cross-section is shown for Pitt Street. This includes a 3.2m wide bus lane and 3.0m regular lane. If buses are travelling in both directions, should the lane widths be the same?

Buses are only travelling in one direction on Pitt Street. The bus route on Pitt Street is only for the outbound Buses (outlined in section 3.2) – due to the constraints of construction, as much width as possible has been provided to facilitate the outbound buses (3.2m + 0.3m shy line) and one lane of general traffic (3.0m + 0.3m shy line).

Section 3.2 / Condition 28.1(a)

Section 4.2.2

Section 4.2.2 - the traffic island at the intersection of Mercury Lane and Canada Street will be removed but the right turn will be retained. However, the sight distance will be limited by the hoarding around the CSA. Confirmation is required that, if the sight distance is not adequate, right turns will be made under the supervision of a traffic controller (similar to that for Beresford Street onto Hopetoun Street).

Amendment made to the TAP DWP.

No amendments made to TAP DWP Amendment made to TAP: “Traffic island will be reduced at the intersection of Mercury Lane and Canada Street and the right turn will be maintained” “…some removal of on street parking on Canada Street”.

The issue with sight distance caused by the hoarding has been recognised previously. The Link Alliance is preparing traffic resolutions to support the removal of parking and installation of NSAAT to allow for sufficient sight distance as well ensuring a set-back on the CSA hoarding to provide visibility.

Amendment made to the TAP DWP.

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Transport Access and Parking Delivery Work Plan / Management Plan

Section of DWP / Condition

Comment /Feedback

Response

Section 4.3.1

Section 4.3.1 - it is expected that the bulk of the construction traffic during the construction peak will be for concrete. Since there needs to be the continuous supply of material for large continuous concrete pours, there is the possibility that concrete supply vehicles could queue on the local road during this phase of the construction. Please provide details on how this will be managed, and on-road queuing of vehicles prevented

TAP has been re-worded for clarity.

Bulk of the construction vehicles will be spoil trucks.

Section 4.2.1 and 4.2.2 outlines that on arrival at the site, construction vehicles will not wait on the traffic network and will be facilitated into the site or into the CSA immediately.

Arrival of trucks to site will be managed and timed so as not to result in trucks waiting on the road network to enter the site or backing up on to the road network.

The TAP has been updated to clarify that large concrete pours will be irregular and less frequent. When a large pour is required the same principal will apply as to other construction vehicles. Queuing will not occur on the network as it is in best interest for construction not to have a back log of concrete delivery due to the concrete going off. This will be managed by the contractors including timing / scheduling of concrete deliveries.

Amendments made to the TAP DWP.

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Transport Access and Parking Delivery Work Plan / Management Plan

Section of DWP / Condition

Comment /Feedback

Response

In Figures 5.1 and 5-2 green flows represent an increase in vehicle traffic (presumably from a ‘select link’ analysis of traffic using Pitt Street) but green is also used to show reductions in vehicle traffic in Figures 5-3 to 5-6. The following is required to be addressed: (1) Confirmation is required that green does represent a reduction in traffic.

(2) What is the purpose of showing the reduction in traffic for the two models (reference and CRL Model) and how should these be interpreted?

(1) Keys have been added to the drawings for clarity.

Figures 5.1 and 5.2 should be considered separately to figure 5.3 5.6.

Figure 5.1 and 5.2 is a comparative plot between two scenarios and represents the change in volumes on subjective links as a result of the temporary traffic management. It quantifies “how much” and “where” the changes occur. The green line indicates an increase in flow; blue line indicates a decrease in flow – Flow being vehicles that will pass through the link in the peak hour.

Figures 5.3 -5.6 shows the distribution of traffic via Pitt Street (due construction reducing lane capacity) before and after the temporary management works. The green line indicates how the traffic using Pitt Street is distributed across the network (“from” and “to”). When comparing the two images next to each other (ie: ref model vs CRL model) the differences in traffic distribution between the 2 images show where flow has decreased and increased across the network (i.e. line has gone from thick to thin/ thinner).

(2) The purpose of the comparative plot and the distribution plots is to show the effect that the CRL construction will have on the traffic network, in terms of traffic flow.

Amendments made to the TAP DWP

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Transport Access and Parking Delivery Work Plan / Management Plan

Section of DWP / Condition

Comment /Feedback

Response

Section 5.4

Section 5.4 (and Figure 5-9) – pedestrian movement on East Street will be shifted to the western footpath and pedestrians wanting to access Mercury Lane will be diverted eastbound to the southern side of Canada Street before having to cross at the signalised intersection with Upper Queen Street before returning westbound on the northern side of Canada Street. This is a very long detour and unlikely to be consistent with the pedestrian desire line to cross Canada Street at the intersection with Mercury Lane. Consideration should be given to providing a pedestrian crossing facility at this intersection. It is noted that a traffic controller will assist truck turning right from Mercury Lane to Canada Street. It is therefore unclear why a traffic controller could not similarly assist pedestrians at this intersection

Pedestrian refuge between the end of Mercury Lane and the Canada Street / Upper Queen Street intersection has been confirmed to be provided as a part of TTM / TMP.

Section 5.5

Section 5.5 – it is stated 4.3.1 that at the construction peak two-way truck movements will be approximately 352. However, in Section 4.3.1 (and as noted above) it is stated that at the construction peak there will be 176 two-way truck movements. This discrepancy or inconsistency needs to be clarified.

Amendment made to the TAP DWP.

Clarity provided in sections 4.3.1 and 5.5.

Will refer to ‘return trips’ and ‘movements’ to avoid confusion. See section 4.3.1 under assumptions.

352 vehicles movements and 176 return trips.

Amendment made to the TAP DWP.

Section 5.5

Section 5.6 / Condition 28.2(c)

Section 5.5 - Table 5-5 shows the percentage of construction traffic related to the AADT. This is not an accurate representation. Information is to be provided on the percentage of construction traffic related to the traffic volume during the daily construction time (that is, 0700h to 2200h). More importantly, the respective percentage for the daily peak periods should also be provided.

Peak hour vehicles extracted from the CRL scenario traffic model have been included and used to create and compare the percentage of construction vehicles.

Section 5.6 – with the extent of the CSA on Beresford St, it seems there is a very narrow gap between the hoarding of the CSA and the property frontages. It is unclear if the vehicle access of any properties along here are affected and how vehicle access (when required) will be provided.

Noted.

Solutions have been developed within the TTM and TMP’s (in conjunction with owners and AT) to maintain access to all private properties as per the consent conditions.

Amendment made to the TAP DWP

No amendments made to TAP DWP

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Transport Access and Parking Delivery Work Plan / Management Plan

Section of DWP / Condition

Comment /Feedback

Response

Section 5.7.2

Section 5.7 – it is stated that it is not proposed to replace loading zones that are removed and that ‘…businesses use alternative loading zones while construction is being implemented.’ This is not acceptable due to the business having no involvement in the loss of these facilities. Consideration should be given (and an explanation/rationale should be provided) on how affected business could either use alternative loading zones in the area and/or the feasibility of providing a temporary loading facility during construction.

Additional loading zone provisions will be provided to accommodate the loss. Detailed in section 5.7.2.

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Amendment made to the TAP DWP.

Transport Access and Parking Delivery Work Plan / Management Plan

Appendix B: Independent Peer Review (Full)

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CRL Independent Peer Review Karangahape Road Station Main Works Transport, Access and Parking Review 16 December 2019

Project:

CRL Independent Peer Review

Report title:

Transport, Access and Parking Review

Document reference:

CRL Karangahape Station Utility Peer Review Report Draft to Client v2

Date:

16 December 2019

Report Status

Prepared By

Reviewed By

Approved By

Final Report

Tony Innes

Mike Nixon

Tony Innes

CRL Independent Peer Review Transportation Assessment Report

TABLE OF CONTENTS Executive Summary ............................................................................................................... 1 Background .................................................................................................................. 1 Peer Review Assessment ............................................................................................. 1 1

2

3

Introduction ................................................................................................................... 3 1.1

Scope of peer review ........................................................................................... 3

1.2

Background information ....................................................................................... 4

1.3

Structure of this Report ........................................................................................ 5

Transport, Access and Parking DWP ............................................................................ 5 2.1

CRL Designation Condition 25.1 ........................................................................ 16

2.2

CRL Designation Condition 25.2 ........................................................................ 16

Recommendations ...................................................................................................... 17

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EXECUTIVE SUMMARY BACKGROUND The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.4km double track underground rail line linking Britomart and the existing western line near Mt Eden via the city centre will allow a train every five to 10 minutes from most Auckland rail stations. Britomart would become a through station and provide for two intermediate stations in the Aotea and Karangahape Road areas.

The project recently obtained a designation. This designation had several conditions attached to it.

Particularly related to this review is condition 11 which requires an independent review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed.

This report relates to the independent peer review of the DWP for works associated with the Karangahape Station Main Works.

An assessment of the Addendum DWP compliance with the relevant designation conditions has been undertaken as part of this peer review.

PEER REVIEW ASSESSMENT Based on the review undertaken, it is clear that a comprehensive DWP has been developed for the Karangahape Station Main Works (covered by a Transport, Access and Parking DWP). The DWP is clearly written and shows how compliance with the appropriate designation conditions will be met during construction.

There have also been an earlier DWP approved in relation to the Enabling Works required for these main works. This DWP was undertaken and reviewed in October 2019.

There are some areas of the DWP that should be enhanced to ensure this condition can be met, including: • • • • •

The Pedestrian refuge on Canada Street is yet to be confirmed, however is highly supported by the peer reviewer to mitigate potential pedestrian impacts The consideration of alternative modes to remove spoil has not been undertaken. This is not considered viable in this location, but confirmation of this should be made in the DWP. Confirmation that alternative routes when needed will only be used 9:30-4pm week days and 9-2 on Saturdays Ensuring mobility impaired users can access narrower (than 1.5m) footpaths is required The DWP has assumed the direction of Cross Street is reversed, this is yet to be confirmed.

The DWP will need to be updated if this is not permitted.

None of the above issues are significant but will provide compliance with the designation conditions.

Given a project of this scale there will be inevitable disruption associated with the project’s construction. However with the above points addressed, the DWP has identified that there is sufficient process and mitigation proposed to manage the transportation effects to ensure that the effects “so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access”. Importantly the DWP seeks to ensure that pedestrian safety and amenity is maintained, property access is maintained and the impact of construction on the surrounding road network is kept to a minimum.

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With the measures proposed in this DWP and the resolution of the issues identified in this review it is considered by the reviewer that Condition 25.1 of the CRL conditions are satisfied.

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

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INTRODUCTION

1.1

SCOPE OF PEER REVIEW

The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.4km double track underground rail line linking Britomart and the existing western line near Mt Eden via the city centre will allow a train every five to 10 minutes from most Auckland rail stations. Britomart would become a through station and provide for two intermediate stations in the Aotea and Karangahape Road areas.

This review relates to the Karangahape Station component of the CRL project. The Karangahape Station involves a new station approximately 32 m below Pitt Street with two platform tunnels, a central concourse, and shafts rising to two station entrances in Mercury Lane and Pitt Street / Beresford Square. The Station will also comprise equipment rooms, ventilation systems and emergency egress at both Mercury Lane and Pitt Street / Beresford Square. Figure 1 shows the physical extent of the works.

Figure 1 : Karangahape Station Works

Given the nature and scale of the Karangahape Station construction, works will be undertaken in a staged manner, involving: • • •

Early works (demolition, network utility relocation and site establishment works) – to be undertaken from October 2019 through to early 2020; Main construction works (construction of the station and mined tunnels for the rail tracks) – to be undertaken from early 2020 through to early 2023; and Public realm reinstatement – likely to be undertaken from late 2022 to mid-2023.

Section 2 of the DWP provides further detail of the construction works.

The project recently obtained a designation. This designation had a number of conditions attached to it. The purpose of this report is to address condition 11 which requires an independent peer review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed. Condition 11 is outlined below.

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Independent Peer Review of CEMP and DWPs 11.1 Prior to submitting the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) to Auckland Council for the construction of the City Rail Link, the Requiring Authority shall engage suitably qualified independent specialists agreed to by Auckland Council to form an Independent Peer Review Panel. The purpose of the Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39), and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions.

11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included in the CEMP, and DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition.

11.3 The CEMP, DWP’s, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) submitted to Auckland Council shall demonstrate how the recommendations from the independent peer reviewers have been incorporated, and, where they have not, the reasons why not.

11.4In reviewing an Outline Plan submitted in accordance with these designation conditions, Auckland Council shall take into consideration the independent specialist peer review undertaken in accordance with this condition and any additional information provided to Auckland Council by affected parties.

This report documents the independent peer review of the Traffic, Access and Parking DWP (TAP DWP) for Karangahape Station Main Works. The extent of works includes Beresford Square, the southern end of Pitt Street and Mercury Lane.

This independent peer review has been undertaken by Tony Innes from Commute Transportation Consultants.

1.2

PREVIOUS DWPS

Prior to the main CRL construction contract, enabling works are proposed to be undertaken in some areas of the route, with the objective to proceed far enough to avoid the points of conflict and to create a construction support area for the remaining CRL works. These enabling works have recently been approved and are underway.

These enabling works are split into two specific areas located around the proposed Karangahape Station. The two areas included within the “Enabling Works” were: •

•

Beresford Square – The early works involve utilities relocation, the establishment of a Construction Support Area (CSA) and closure of the Pitt Street/ Beresford Square intersection.

Mercury Lane – The early works involve utilities relocation, the establishment of a CSA and the establishment of the Mercury Lane temporary working platform.

These enabling DWP’s were reviewed by the same reviewer.

1.3

BACKGROUND INFORMATION

In undertaking this review the following documents have been reviewed: • •

The TAP DWP entitled Karangahape Station Main Works,: Transport Access and Parking Delivery Work Plan, Revision B, 10 December 2019; Staging drawings from Appendix B (Provided separately)

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STRUCTURE OF THIS REPORT

There are a large number of designation conditions and sub-conditions that need to be addressed in the Transport, Access and Parking DWP. To provide an efficient assessment and peer review, this report follows the same format as the DWP report.

The DWP report included a table (Table 1-1) which cross-referenced the section of the report that addressed the designation conditions considered applicable to the Transport, Access and Parking.

This report adds a column to this table and provides a summary of the peer reviewers assessment of the DWP against each criterion.

A summary against the key designation conditions has then be undertaken to summarise the peer review.

2

TRANSPORT, ACCESS AND PARKING DWP

An assessment of the DWP’s compliance with the relevant designation conditions has been undertaken as part of this peer review. Table 1 provides this assessment by individual condition. .

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Table 1 : Designation Condition Assessment

Condition Number

Designation Condition

Relevant Section:

Peer Review Comments

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.

Section 7

The DWP outlines where and how the NZTA have been engaged. It is understood that the NZTA have confirmed no issues of significance on the State Highway network. This condition is appropriately dealt with.

2.1.3

A Travel Management Plan is to be produced in the CEMP as required. The provision of travel options for the workforce given the scale of the works is considered an appropriate response to this condition.

4

The DWP outlines the proposed access points and the proposed CSAs. The access to three CSAs is outlined and the access is considered appropriate.

All

This is covered in the summary section in this report.

Communication and Consultation 18.1

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

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

21.1

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

General Transport, Access and Parking 25.1

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

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25.2

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

This is covered in the summary section in this report.

All sections

The transport modelling shows relatively small increases in delay as a result of the works as would be anticipated with works of this scale. The bus travel times are the most impacted, but still only have an increase of around 1-2 minute. Overall the response is considered appropriate for the works proposed.

The transport modelling has also shown reductions in private vehicles use during construction as vehicles reroute to avoid the area. This rerouting is spread throughout the network with relatively modest changes.

This is resulting in forecast impacts on the performance of the network within acceptable tolerances. The works being undertaken as part of the Karangahape Road street upgrade are happening at the same time, there will need to be careful management of this interface and clear and regular communication between the two teams.

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

5.4

The DWP addresses these matters including reductions in width to 1.5m.

Importantly pedestrian access is maintained to all buildings during construction.

The importance of pedestrian routing is outlined in the DWP with diversions near Beresford Street proposed to enhance the pedestrian amenity in the area.

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

5.6

A proposed mid-block pedestrian refuge on Canada Street is awaiting approval from AT. The Peer Reviewer supports the inclusion of this refuge to enhance pedestrian amenity and safety in the area.

There is limited vehicle access in this area of the network. However, where there is vehicle access this is being maintained to the best extent possible,

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including changing as the proposed staging of the works is undertaken. This will require careful management as is proposed.

25.3

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

4.3.2

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

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

4.3.2

General routes have been identified (Figure 4-5, 4-6, 47) and are considered appropriate. The focus on arterial roads is considered an appropriate approach.

(i) Form part of the regional arterial network;

4.3.2

(ii) Are overweight / over dimensioned routes;

4.3.2

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

4.3.2

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

The most appropriate routes for heavy vehicles are being proposed.

As above

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

n/a

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

n/a

(iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between

4.3.2

The routes identified are considered appropriate for the works proposed.

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

n/a

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

n/a

Alternative routes have been identified in the event of an accident or other issue which is pragmatic and appropriate. The delivery of the TBM will require careful management given its size. This has been adequately planned.

(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:

4.3.2 & 5.5

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

4.3.2 & 5.5

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

4.3.2 & 5.5

This is not specifically confirmed in the DWP and should be.

4.2.1. 4.2.2 & 4.2.3

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

The DWP has appropriately identified alternative routes and implications of their works.

The impacts are localised and not anticipated to have a significant impact on the operation of the surrounding transport networks.

(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;

(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;

5.4

This has been addressed above.

(ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and

5.6

This has been addressed above.

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occupiers have been communicated and consulted with in reasonable advance of the closure; and (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.

5.7

No private parking is anticipated to be lost.

5.6

This has been identified as a requirement of the DWP.

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

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

4.1

4.1

5.3 & 5.7

The DWP confirms that emergency services will have their access maintained onto Pitt Street. They will need to be advised of the Cross Street change in direction if/when this occurs.

Pedestrian footpaths are proposed to be maintained at all times with occasional diversions if necessary.

There will be narrowing on Mercury Lane less than 1.5m is part. Narrow footpaths will need to be carefully monitored to avoid pedestrians walking on the road, and traffic controllers may be required to manage mobility impaired pedestrian.

The implementation of a pedestrian refuge on Canada Street in this area is supported by the Peer Reviewer.

One bus stop is proposed to be relocated for the Citylink route (#1084), this is occurring and necessary

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

5.8

(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.

7

(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:

n/a

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

n/a

(ii) Potential adverse effects associated with alternative options;

n/a

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

n/a

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

n/a

to allow the works to be completed effectively and as efficiently as possible.

This has been undertaken in the DWP. The works will impact on the Over Dimension Route, this will require this section of the route not to be used by these vehicles. The DWP outlines that the NZTA are aware of this and will take this into account in the approval process for these routes whilst the works are being completed.

The DWP is considered to appropriately address this condition.

This has not specifically been addressed in the DWP. It is not considered that there are viable alternatives, but this should be confirmed in the DWP as it has been in other DWPs

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.

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:

6

Monitoring is outlined and includes the routes required.

This will allow the impact of the works to be appropriately monitored. The DWP adequately addresses the monitoring requires of this condition As above

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

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

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

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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.

6

As above

26.4

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

6

As above

26.5

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

6

As above

26.6

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

6

As above

26.7

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

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).

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

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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.

6

As outlined above the impact on the surrounding transport network is not anticipated to require any further mitigation.

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As above

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

6

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

6

All of these routes have been confirmed as being monitored, however it is outlined that only six are applicable to this DWP. The Reviewer agrees that these are the most appropriate for these specific works.

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

6

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

6

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

6

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

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.

26.9

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

26.10

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

n/a

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

n/a

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

n/a

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

n/a

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

n/a

Transport, Access and Parking: Specific Requirements (Karangahape Station Area) 28.1

To achieve the objective in Condition 25, the following measures shall be implemented: (a) Retaining one lane in each direction on Pitt Street (unless otherwise agreed with the Auckland Council Monitoring Officer); (b) Spoil trucks shall not use East Street where practicable and on street parking at the Southern end of East Street will be retained.

4.2.1

This has been confirmed in the DWP.

4.3.2 & 5.7.1

This has been confirmed in the DWP.

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The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (a) How construction of the shafts providing access to the Station can be under taken to mitigate congestion on Pitt Street, Karangahape Road and Mercury Lane;

4.2.1 & 4.2.2

The DWP outlines the staging and general lane arrangements and operation of the site. A more detailed CEMP will be developed. The DWP confirms the number of vehicles anticipated, the access to the works area and the resultant impact on the transport system (all modes) as a result of the works. The DWP shows that these works can be undertaken with appropriate impacts (not significant) on the operation of the surrounding transport system.

(b) The timing and sequencing of temporary road lane reductions and / or closures on Pitt Street, Mercury Lane and the western end of Beresford Street, 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.

4.2

The DWP outlines the impacts of closures and reductions in width on the transport system. Pitt Street has lane and width reductions for a considerable time period. Mercury Lane will have the narrowest footpath section. A pedestrian refuge on Canada is proposed to assist pedestrian amenity and safety to and from Mercury lane and this is supported by the Peer Reviewer. Beresford Street with require partial closures along its length. This is outlined in the DWP and the DWP confirms staging will be undertaken to minimise the impact on pedestrians in the area.

Where there are closures proposed alternative routes have been identified and these are considered appropriate and pragmatic.

The proposed staging of works is seeking to balance duration of impact during construction and the overall duration of the construction period. The DWP shows that the staging proposed can be accommodated by the transport system to an appropriate level of operation for all users.

(c) How disruption to the use of private property located immediately adjacent to surface designation with access onto Beresford Street, Pitt Street, Mercury Lane and East Street will be mitigated.

5.6

The DWP confirms private access will be maintained whenever practical and that appropriate steps will be taken as per these conditions if access if temporarily not possible.

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Mitigation is proposed on Mercury Lane through the provision of a pedestrian refuge on Canada Street and works will be staged on Beresford Street to minimize pedestrian disruption.

There is a proposal to change the direction of Cross Street during the construction period. This will not restrict the access for properties however it will result in a change to access. This change is seen as being important to manage the impacts of construction, however the approval process for this change sits outside of this DWP. The DWP has assumed this change occurs and therefore the DWP should be updated if Cross Street is unable to be redirected. (i) Providing pedestrian and cycle access to private property at all times, particularly those businesses located at the eastern end of Beresford Street and northern end of Mercury Lane.

5.4

This has been confirmed in the DWP.

(ii) Providing vehicle access to private property, (which may include only a turn in and a turn out in the same direction), 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.

5.6

The DWP confirms private access will be maintained whenever practical and that appropriate steps will be taken as per these conditions if access if temporarily not possible.

(iii) Providing local vehicle access to properties located along Beresford Street and Samoa House Lane (which may include only a turn in and a turn out in the same direction); (iv) Alternative parking arrangements or other offers for resolving the temporary loss of car parking during construction for the Hopetoun Alpha Building.

5.6

This is confirmed in the DWP.

5.7

This is not impacted upon during the main works as outlined in the DWP.

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CRL DESIGNATION CONDITION 25.1

Condition 25.1 of the overall CRL designation requires that the DWP mitigates the adverse transport effects of the project. The wording of CRL25.1 is as follows: 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.

The conclusion of the review of the TAP DWP is that it is clearly written and shows how compliance with the appropriate designation conditions will be met during construction.

The CRL project is a significant and complex infrastructure project within the busy CBD environment of Auckland. Enabling works for these main works will begin to impact the networks performance.

These main works will have an additional impact; however, are not considered significant. The works were always envisaged as part of the project and the mitigation proposed is considered appropriate to manage the impacts.

There will be a local interface with existing property access and construction vehicles, however the management proposed to address this potential impact will ensure effects are mitigated.

There are some areas of the DWP that should be enhanced to ensure this condition can be met, including: • • • • •

The Pedestrian refuge on Canada Street is yet to be confirmed, however is highly supported by the peer reviewer to mitigate potential pedestrian impacts The consideration of alternative modes to remove spoil has not been undertaken. This is not considered viable in this location, but confirmation of this should be made in the DWP. Confirmation that alternative routes when needed will only be used 9:30-4pm week days and 9-2 on Saturdays Ensuring mobility impaired users can access narrower (than 1.5m) footpaths is required The DWP has assumed the direction of Cross Street is reversed, this is yet to be confirmed.

The DWP will need to be updated if this is not permitted.

None of the above issues are significant but will provide compliance with the designation conditions.

Given a project of this scale there will be inevitable disruption associated with the project’s construction. However with the above points addressed, the DWP has identified that there is sufficient process and mitigation proposed to manage the transportation effects to ensure that the effects “so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access”. Importantly the DWP seeks to ensure that pedestrian safety and amenity is maintained, property access is maintained and the impact of construction on the surrounding road network is kept to a minimum.

With the measures proposed in this DWP and the resolution of the issues identified in this review it is considered by the reviewer that Condition 25.1 of the CRL conditions are satisfied.

2.2

CRL DESIGNATION CONDITION 25.2

Condition 25.2 of the overall CRL designation require that the DWP mitigates the adverse transport effects of the project.

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:

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(a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion; (b) Maintaining pedestrian access to private property at all times; and (c) Providing on-going vehicle access to private property to the greatest extent possible As outlined in the preceding section of this report, based on this review it is considered that the DWP can achieve the objectives set out in this overarching condition. Specifically, this is achieved through: 1. Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion – Active traffic management is proposed that identifies appropriate routes for heavy vehicles to and from the construction area and also identifies route through the wider transport network.

2. Maintaining pedestrian access to private property at all times – Pedestrian safety and efficient is a key focus of the DWP, ensuring pedestrian have safe access to all areas around the construction area and the businesses near the works is clearly outlined in the DWP. 3. Providing on-going vehicle access to private property to the greatest extent possible – Existing property access has been identified and plans prepared to maintain this access wherever possible. When this is not possible the engagement proposed should allow for adequate planning and based on this review strengthened final measures will ensure existing access users are inconvenienced as little as practical.

It is therefore considered that the DWP adequately outlines how the proposed construction project will meet these objectives.

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RECOMMENDATIONS

Based on the above assessment this independent peer review has found that the TAP DWP has generally addressed the transportation impacts as defined by the designation conditions. There will need to be careful and detailed management of the impacts through the more detailed traffic management plans.

There are some areas of the DWP that should be enhanced to ensure this condition can be met, including: • • • • •

The Pedestrian refuge on Canada Street is yet to be confirmed, however is highly supported by the peer reviewer to mitigate potential pedestrian impacts The consideration of alternative modes to remove spoil has not been undertaken. This is not considered viable in this location, but confirmation of this should be made in the DWP. Confirmation that alternative routes when needed will only be used 9:30-4pm week days and 9-2 on Saturdays Ensuring mobility impaired users can access narrower (than 1.5m) footpaths is required The DWP has assumed the direction of Cross Street is reversed, this is yet to be confirmed.

The DWP will need to be updated if this is not permitted.

The consultation undertaken to date has included discussion with various parties and the DWP acknowledges the importance of ongoing dialogue and the need to actively monitor these areas during construction.

It is therefore considered that the DWP (with the resolution of the issues identified in this review) adequately address the intent and requirements of the appropriate designation conditions.