Transport process and parking delivery work plan

Auckland City Rail Link In association with:

CONSTRUCTION WORKS CONTRACT 1 TRANSPORT ACCESS AND PARKING DELIVERY WORK PLAN

Document ref: CRL-BTM-ENV-DOW-PLN-000322

Revision: 9 December 2018

COMMERCIAL IN CONFIDENCE Tonkin & Taylor Ltd | 105 Carlton Gore Rd, Newmarket, Auckland 1023, New Zealand

Version history Rev.

Date

Version details

Prepared by

Reviewed by

1

November 2015

Draft for Auckland Transport Review

J Ho, M Williams

P Roan, R Purdy

2

December 2015

Draft for CLG review

M Williams

R Jenkins

3

January 2016

Draft for Independent Peer Review

M Williams

R Purdy, R Jenkins

4

April 2016

Draft incorporating revised BTC designation conditions, Peer Review and Auckland Council comments

M. Williams

R Purdy, P Roan

5

May 2016

Draft incorporating CLG review comments

M. Williams

J Urquhart, P Roan

6

May 2016

Draft incorporating CLG review and Independent Peer Review comments for Auckland Transport Review

M. Williams

J Urquhart, P Roan, R Jenkins

7

June 2016

Final

M. Williams

J Urquhart, P Roan, R Jenkins

8

December 2017

Annual plan review

R. Millier

M.Williams

9

August 2018

Annual plan review

J. Ak, N.Truong

T.Booth

Distribution Date

Version

Issued to

Quantity & type

Approved for the DSBJV by

23 November 2015

Draft

Auckland Transport for review

1x Electronic

D Burtenshaw

23 December 2015

Draft

CLG for review

1x Electronic

D Burtenshaw

29 January 2016

Draft

Independent Peer Review

1x Electronic

D Burtenshaw

18 May 2016

Draft

GLG review

1x Electronic

D Burtenshaw

27 May 2016

Draft

Auckland Transport for review

1x Electronic

D Burtenshaw

2 June 2016

Final

Auckland Transport

1x Electronic 1 x Hard copy

D Burtenshaw

9 Jan 2018

Draft

CRLL

1x Electronic

D Burtenshaw

2 July 2018

Final

CRLL, Auckland Council

1x Electronic

D Burtenshaw

19 December 2019

Draft

CRLL, Auckland Council

1x Electronic

D Burtenshaw

This document remains the property of DSBJV. Its contents are confidential and shall not be reproduced, destroyed or given away without express, written permission of DSBJV. The electronic version of this document in FULCRUM on designated serves(s) is the Master Copy and is a controlled document. Unless specifically noted, thereon, other copies of this document are uncontrolled. j:\crl c1\08 environment sustainability\0801 environmental management plans and delivery work plans\x annual management plan reviews\2018\tracked change - draft versions\crl-btm-env-dow-pln-000322 tap dwp rev 9.docx

Transport Access and Parking Delivery Work Plan

2018

December

Table of contents 1

2

3

4

Introduction 1.1 Purpose of the Transport, Access and Parking DWP 1.2 Relevant Conditions 1.3 DWP Review and updates 1.4 Spatial References Project Description 2.1 Overview 2.2 Construction Methodology 2.2.1 Early activities to facilitate construction 2.2.2 Stage 1 works – Temporary accommodation works 2.2.3 Stage 2 works – Former CPO building works 2.2.4 Stage 3 works – Lower Queen Street and CPO works 2.2.5 Stage 4 works – BTC modifications and project reinstatement 2.2.6 Network Utilities 2.2.7 Summary of key construction activities 2.2.8 Construction Support Areas 2.3 Construction Programme Summary 2.4 Construction Traffic Generation 2.4.1 Construction Traffic Summary 2.4.2 Construction Workforce 2.4.3 Workforce Travel Management Plan Existing Transport Network and conditions 3.1 Road Form and Use 3.1.1 Description of road network 3.1.2 Temporary Traffic Management (TTM) Levels and Road Hierarchy 3.2 Cyclists and Pedestrians 3.2.1 Pedestrian Infrastructure 3.2.2 Pedestrian Demand 3.2.3 Cycle Infrastructure 3.2.4 Cycle Demand 3.3 Public Transport 3.4 Kerbside Management and Parking 3.5 Freight 3.6 Concurrent Projects and Developments 3.6.1 AT and Other Public Works 3.6.2 Private developments Proposed Traffic Management 4.1 Temporary Traffic Management Parameters and Objective 4.1.1 Objective 4.1.2 Notable parameters 4.1.3 Applied Standards 4.2 Utilities 4.3 Traffic Sequence Summary 4.4 Traffic sequencing diagrams 4.5 Vehicle tracking 4.6 Traffic Signals 4.6.1 General 4.6.2 Queen Street / Customs Street / Lower Queen Street 4.6.3 Commerce Street / Quay Street 4.6.4 New Commerce midblock pedestrian signals 4.6.5 Lower Queen Street / Quay Street

Transport Access and Parking Delivery Work Plan

1 1 2 12 12 13 13 13 13 13 14 14 14 14 15 16 17 18 18 19 19 20 20 20 21 22 22 22 23 24 25 27 29 30 30 32 35 35 35 35 37 38 38 40 44 44 44 44 44 44 45

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5

6

4.6.6 Commerce Street / Customs Street 45 4.7 Lines and Signs 45 4.7.1 Line Markings and Delineation 45 4.7.2 Traffic Management Signs 45 4.8 Pavements 46 4.9 Barriers and Hoardings 46 4.9.1 Barriers 46 4.9.2 Hoardings 46 4.10 Hours of Work 46 4.11 Site Access 47 4.11.1 General 47 4.11.2 Residential Zoned Land and Educational Facilities 48 4.11.3 Galway Street Site Access 51 4.11.4 Tyler Street Site Access 51 4.11.5 Lower Queen Street Site Access 51 4.11.6 Access during Canopy Removals 52 4.12 Property Access 55 4.12.1 General 55 4.12.2 Alternative Parking Arrangements 55 4.12.3 Alternative Transport Arrangements 55 4.12.4 21 Queen Street service access 56 4.13 Construction Traffic Routes 56 4.14 Sediment Management 60 4.15 Public Transport (Bus) Prioritisation 61 4.16 Active Transport Prioritisation 62 4.16.1 Pedestrian measures 62 4.16.2 Cyclist measures 63 4.17 Travel Demand Management 64 4.18 Planned Mitigation measures 65 4.19 Potential further mitigation measures 66 4.20 Contingency Planning 68 4.20.1 General procedures 68 4.20.2 Emergency vehicle access 68 4.20.3 Adjacent building evacuation 68 4.21 Alternative Transport Solutions 69 4.21.1 Minimising Spoil Generation Error! Bookmark not defined.

4.21.2 Pre-Fabrication and Rail Deliveries 69 4.21.3 Alternative Transport Assessment 69 Assessment of Traffic Effects 71 5.1 General Approach 71 5.2 Traffic Operation Tests 72 5.3 Traffic Modelling Summary 72 5.3.1 Network wide statistics 72 5.3.2 Travel time along key routes 74 5.3.3 Sensitivity testing 81 5.3.4 Modelling conclusions 81 Assessment of General Effects 83 6.1 Public Transport 83 6.2 Pedestrians and Cyclists 83 6.2.1 Pedestrian Assessment 83 6.2.2 Methodology 83 6.2.3 Assumptions and Limitations 84 6.2.4 Pedestrian Reassignment 84 6.2.5 Pedestrian Levels of Service 85

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7

8

9

10

6.3 Emergency Services 86 6.4 Taxi Operators, Parking and Service Traffic 88 Monitoring 89 7.1 Monitoring Requirements 89 7.2 On-going Continuous Monitoring of Travel Time 90 7.3 Travel Times and Additional Congestion Mitigation Triggers 91 7.3.1 Determination of Indicative Travel Time Triggers 91 7.3.2 Determination of Monitoring Travel Time Triggers during Construction Phase 91 7.3.3 Monitoring of Local Road Traffic Conditions and Temporary Traffic Controls93 Communication and Stakeholder Interface 95 8.1 General 95 8.2 All other stakeholders 95 8.3 Complaints 96 8.4 Temporary Traffic Management coordination and process 96 Review and Updating of the DWP 98 9.1 DWP Review 98 9.2 DWP Updates 98 Management and Control of Documents 100

Appendix A :

Workforce Travel Plan

Appendix B :

TTM Levels and Road Hierarchy Plan

Appendix C :

Britomart Streetscape Plans

Appendix D :

Construction Staging Plans

Appendix E :

Temporary Station Plans

Appendix F :

Vehicle Tracking Sketches

Appendix G :

Cut and Cover Pipejack and Britomart Modelling Report – Rev 2 (AECOM) –

Appendix H :

Cut and Cover Pipejack and Britomart Modelling Report – Rev 0

Appendix I :

Auckland City CBD TDM Overview

Appendix J :

Pedestrian Assessment

Appendix K :

Bus Changes Phase 1 and Phase 2

Appendix L :

Quay Street Cycleway Consultation Plan

Appendix M :

Indicative (DRAFT) Monitoring Trigger Times

Appendix N :

CLG and Independent Peer Review Comments & Response

Appendix O :

NZTA Review

Appendix P:

Traffic Surveys

Appendix Q:

Summary of Engagement Database

Appendix R:

Register of Plan Updates

Transport Access and Parking Delivery Work Plan

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Glossary of terms Term

Definition

AC

Asphaltic Concrete

Active Transport

Walking and cycling (as trips in their own right or as part of a public transport journey)

AECOM

AECOM NZ Limited

AT

AT

ATCoP

AT Code of Practice (document prescribing AT’s adopted design standards and practices, such as for infrastructure devices, corridor access management and temporary traffic management)

ATEED

Auckland Tourism, Events and Economic Development (an Auckland Council organisation)

ATOC

AT Operations Centre

Barnes’ Dance

An exclusive pedestrian phase that allows crossing in all directions

BTC

Britomart Transport Centre

CAR

Corridor Access Request (also used colloquially to refer to the Corridor Access team at AT)

CBD

Central Business District

CCI

City Centre Initiatives (an AC organisation)

CEMP

Construction Environmental Management Plan

CMJ

Central Motorway Junction (i.e. Spaghetti junction linking the Southern, North-western, Northern and Port motorway links)

CoPTTM

NZTA Code of Practice for temporary Traffic Management (national standard for TMP documentation, signage and practice)

CPTED

Crime Prevention Through Environmental Design

CPO

Former Chief Post Office building

CRL

City Rail Link

CRLL

City Rail Link Limited

Design Vehicle

The largest vehicle able to use a section of road

DSBJV

Downer Soletanche Bachy Joint Venture – the contractor for this enabling works project

DWP

Delivery Work Plan

EBD

Eastbound

ECI

Early Contractor Involvement

EED

Engineering Exception Decision (approval for specific relaxation of standards or alternate engineering treatment, made by the AT CAR team)

ITA

Integrated Transport Assessment

MTC

Manual Traffic Controller

NBD

Northbound

NZTA

New Zealand Transport Agency

NoR

Notice of Requirement

Precinct

The developer of the Downtown Shopping Centre site (including CRL enabling works within the site) and their contractor (Fletcher Construction)

PT

Public Transport (i.e. buses, ferries and rail services)

RCA

Road Controlling Authority (i.e. AT for CBD surface roads and NZTA for the motorway and state highway network)

Transport Access and Parking Delivery Work Plan

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Term

Definition

SBD

Southbound

SOV

Single Occupant Vehicles

STMS

Site Traffic Management Supervisor

TAP

Transport, Access and Parking DWP

TBC

To Be Confirmed

TCC

Traffic Control Committee (responsible for legal approval of changes to traffic control devices such as loading zones and bus stops)

TDM

Travel Demand Management ( also referred to as ‘TD’, led by AT’s Commute team))

The Project

The Britomart Enabling Works Project

TOP

Tactical Operations Plan group (joint AT and NZTA group responsible for the daily management and optimisation of traffic within the CBD and immediate surrounds with the aim of minimising congestion through best operational practice and planning.

TSL

Temporary Speed Limit

TMP

Traffic Management Plan

TTMP

Temporary Traffic Management Plan

VMS

Variable Message Sign

WAP

Work Access Permit (the result of a CAR for an individual discrete activity or stage TMP)

WBD

Westbound

Transport Access and Parking Delivery Work Plan

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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 works relating to this Transport, Access and Parking Delivery Work Plan (DWP) constitute part of the enabling works for the CRL. The works (the Project) involve the construction of an extension to the existing passenger rail network from the current termination point within the Britomart Transport Centre (BTC), westwards underneath the former Chief Post Office building (CPO) and lower Queen Street. The Project footprint is shown by the blue shaded area in Figure 1.1 below.

LEGEND CRL alignment BTC designation CRL designation C1 worksite

Figure 1.1: Project Footprint

1.1

Purpose of the Transport, Access and Parking DWP

This Transport, Access and Parking DWP has been prepared to manage the adverse effects of construction of the Project on the transport network. It sets the framework for the subsequent development of Traffic Management Plans (TMP) for individual activities and will be implemented throughout the Project life cycle. The DWP is required under Condition 25 of the CRL designation and Condition 24 of the BTC designation.

The objective of the DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, pedestrian safety and amenity, parking and property access. This is to be achieved by: a b c d

Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion; Managing pedestrian safety and amenity; Maintaining pedestrian access to private property at all times; and Providing on-going vehicle access to private property to the greatest extent possible.

The DWP addresses the following: •

A summary of the existing transport environment, including the road network, pedestrian and cycling provisions, public transport and parking;

Transport Access and Parking Delivery Work Plan

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2 •

Proposed traffic management measures associated with managing the effects of the Project works on the transport network;

•

An assessment of the effects of the works on the transport network, including traffic and the public transport and pedestrian and cycling network;

•

Monitoring methods; and

•

Communications processes.

This DWP has been prepared by AECOM New Zealand Limited (AECOM) for the Downer Soletanche Bachy Joint Venture (the Contractor - DSBJV) and forms part of the Construction Environmental Management Plan (CEMP) for the Project. This updated report has been based on amendments to the Construction Methodology as supplied by the Contractor [see email Sarah Sutherland/ Rhys Miller 23rd July 2018].

1.2

Relevant Conditions

Table 1.1 outlines the designation conditions relevant to this Transport, Access and Parking DWP and where they are addressed in the document.

Table 1.1: Transport, Access and Parking Conditions and section where addressed in the DWP Condition No.

Condition

Relevant section of DWP CRL Designation Conditions

CRL 18.1

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

9.1 Appendix O

CEMP Requirements CRL 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 localized traffic effects.

Appendix A: Workforce Travel Plan

CEMP Construction Works Requirements CRL 21.1

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

4.11

(b) Methods for managing the control of silt and sediment within the construction area;

4.14

Transport, Access and Parking Transport Access and Parking Delivery Work Plan

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3 Condition No.

Condition

Relevant section of DWP

CRL 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.

This document

CRL 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:

CRL 25.3

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

4.15 4.16 4.17 4.18 4.19

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

4.12

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

4.12

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;

4.13

(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.

4.13

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

4.13

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4 Condition No.

Condition

Relevant section of DWP

(v) Nelson Street (north of Wellesley Street), Hobson Street (north of Cook Street) and Lower Albert Street, for trucks heading to/from the Albert Street and Downtown construction sites. (d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as: (i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring; (ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm.

4.13

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

4.12 4.13

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

4.12

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

Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure” is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable.

4.12

(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

4.12 4.15 4.16 4.17 4.20 6.1 6.2 6.3

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5 Condition No.

Condition

Relevant section of DWP

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

6.4

(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.

8.1

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

4.21

Monitoring of Transport Network Congestion CRL 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.

4.17 4.18 4.19 7.1 7.2 7.3 7.4

CRL 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 (b) The average travel times over the weekday two hour evening peak period; and (c) The average weekday Inter-peak travel times between 9am to noon, noon to 2pm and 2 to 4pm.

7.1

CRL 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.

7.2

CRL 26.4

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

7.2 7.3

CRL 26.5

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

7.1

CRL 26.6

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

7.1 7.2 7.3 Appendix M

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Condition

Relevant section of DWP

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.

CRL 26.7

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

4.19

CRL 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.

4.19

CRL 26.9

For the purposes of this condition, the following are the specified routes: (a) Wellesley Street (between Victoria Street and Princes Street) (b) Victoria Street (between Wellesley Street and Princes Street) (c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua Street) (d) Quay Street/Lower Hobson Street (between Fanshawe Street/Hobson Street and Tangihua Street) (e) Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street) (f) Queen Street (between Mayoral Drive and Customs Street) (g) New North Road/Symonds Street (between Dominion Road and Newton Road) (h) Mount Eden Road (between Normanby Road and Symonds Street) (i) Khyber Pass Road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks (j) Newton Road between the northwestern motorway ramps and Symonds Street

7.1

CRL 26.10

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

7.1

Transport, Access and Parking: Specific Requirements (Britomart to Mayoral Drive) CRL 27.2

(a) How construction works will be undertaken to mitigate congestion on Albert Street, Wellesley Street, Victoria Street, Customs Street, and Quay Street including retaining east-west traffic movements across Albert Street on Customs Street, Victoria Street and Wellesley Street;

4.3 4.4 4.6 4.15 4.16 4.17 4.18 4.19

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

4.3 4.4 4.6 4.15 4.16

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7 Condition No.

Condition

Relevant section of DWP 4.17 4.18 4.19

(c) How disruption to the use of private property located immediately adjacent the designation with access onto Galway Street, Tyler Street, Queen Elizabeth Square, Customs Street, Albert Street, Victoria Street and Wellesley Street will be mitigated through: (i) Providing vehicle access to private property as practicably possible at all times; (ii) Retaining local vehicle access to properties located along Albert Street (which may include only left in, left out access ); (iii) Retaining access for loading and unloading of goods located along the service lane on the eastern side of Albert Street, between Victoria Street and Wellesley Street ; and; (iv) Providing an on street loading bay on Customs Street, Lower Albert Street or Lower Queen Street to provide servicing to 21 Queen Street if access during construction cannot be provided to the existing loading bay area for 21 Queen Street, accessed from Lower Albert Street;

4.12

(d) How disruption to the use of the local road network will be mitigated for private bus users, pedestrians and cyclists through: (i) Providing, where practicable, for the continued operation of private bus operators from hotels and other pick up / drop off locations in the city centre area (cross references to the Communication and Consultation Plan for consulting with private bus operators shall be included in the CEMP and Traffic, Access and Parking DWP); and (ii) Retaining pedestrian and cycle access through Lower Queen Street and / or Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street.

4.15 4.16 4.17 4.12

BTC Designation Conditions 1 CEMP Requirements BTC 19.1

In order to give effect to the objective in Condition 18.1, 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 localized traffic effects.

Appendix A

CEMP Construction Works Requirements BTC 20.1

In order to give effect to the objective in Condition 18.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored: (a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas

4.11

(b) Methods for managing the control of silt and sediment within the construction area;

4.14

1 Conditions as attached to Auckland Transport’s Confirmation Notice of 17 March 2016 on Notice of Requirement to alter

the Britomart Transport Centre Designation

Transport Access and Parking Delivery Work Plan

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8 Condition No.

Condition

Relevant section of DWP

Transport, Access and Parking BTC24.1

Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the Project on the transport network.

BTC24.2

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, pedestrian safety and amenity, parking and property access. This is to be achieved by:

BTC24.3

This document

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

4.15 4.16 4.17 4.18 4.19

(b) Managing pedestrian safety and amenity.

4.16 6.2

(c) Maintaining pedestrian access to private property at all times.

4.12

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

4.12

To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP: (aa) The traffic management measures to be in general accordance with the draft temporary traffic management plans 4205003-CS2802 Rev B and 4205003CS2803 Rev B.

Appendix C 2.3 4.3 4.4

(bb) The name, job title, and contact details for the person who will be responsible for dealing with traffic congestion complaints

8.2

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

4.3 4.12

(b) Details of widening of footpaths resulting in: (i) Road lane narrowing in Commerce Street. (ii) Road lane narrowing in Galway Street and Tyler Street outside the CPO building.

2.3 4.3

(c) How the displacement of taxi parking spaces, mobility impaired parking spaces and short and long-term parking spaces will be mitigated through relocation generally in accordance with the Flow Transportation Specialists Transport Assessment, dated May 2015, Figure 10 Proposed Parking Plan, including but not limited to the temporary use of the bus stop located outside 2 Queen Street and 152 Quay Street for short term parking during the Project works construction period.

6.4

(d) How pedestrian circulation and safe movement will be maintained: (i) On Commerce Street, between Tyler Street and Galway Street. (ii) On Galway Street. (iii) At or adjacent to the intersections of Commerce Street with Customs Street and Quay Street.

4.8 4.9 4.16 6.2

(e) Details of the reversal of the direction of traffic flow along Tyler Street.

4.3

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9 Condition No.

Condition

Relevant section of DWP

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

4.12

(g) 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. The objective with regard to pedestrians is to ensure that satisfactory and safe movement is maintained, at or adjacent to the construction works. (ii) With regard to public transport, prioritisation could also apply beyond intersections where travel time savings can be achieved. (iii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption. (iv) Identifying alternate heavy haul routes where these are affected by construction works.

4.12 4.15 4.16 4.17 4.20 6.1 6.2 6.3 6.4

(h) Details of the management of pedestrians on the footpath in the case of an emergency in or evacuation of a building immediately adjacent to a work site.

4.20

(i) Details of how general traffic access along lower Queen Street will be managed in light of the requirement to remove the current general traffic prohibition at the Lower Queen Street / Quay Street intersection.

4.4 8.1

(j) 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.

8

(k) How traffic control, monitoring/surveys and reporting of traffic movements and conditions at the intersections of Quay Street/Commerce Street, Tyler Street/Commerce Street, Galway Street/Commerce Street and Customs Street/Commerce Street, shall be carried out during six week periods at the commencement of the following Project construction phases:

7.3.3

(i) Site preparation and Station Plaza accommodation works (ii) Britomart Station modification works (including work to the CPO building). (l) Detailing the purpose of the monitoring/surveys and reporting of traffic movements and conditions at the intersections of Quay Street/Commerce Street, Tyler Street/Commerce Street, Galway Street/Commerce Street and Customs Street/Commerce Street, which is to identify the need and make up of ongoing temporary traffic control during the Project construction period, in these locations, if required.

7.3.3

(m) Inclusion of the following requirements:

7.3.3

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10 Condition No.

BTC24.4

Condition

Relevant section of DWP

(i) Traffic surveys shall be undertaken by a suitably qualified independent person, 3 months prior to construction of the Project commencing to establish a baseline of existing transport congestion. (ii) Temporary traffic control measures shall be in place between the hours of 7.30am - 9.30am and 3pm – 6pm Monday to Friday inclusive, prior to works commencing on each construction phase and remain in place for six weeks. During this six week period: a. Traffic monitoring/ surveys shall be undertaken by a suitably qualified independent person, during the first four weeks between the hours of 7.30am - 9.30am and 3pm – 6pm Monday to Friday inclusive to monitor construction traffic impacts on the identified intersections. b. At the conclusion of the four week monitoring period a written report shall be prepared by a suitably qualified independent person describing the observations and providing recommendations for the make-up of ongoing temporary traffic control during the Project construction period if required. The recommendations of the report are binding on the Requiring Authority. This report shall be available prior to the six week temporary traffic control period ending. c. The report required by condition 24.3(m)(ii)(b) shall be provided to all property owners and occupiers of the sites that are identified in Appendix 2, in accordance with condition 16.4(c) No permanent closure of Tyler Street and Galway Street will be undertaken during the construction of the project.

4.11 4.11

BTC24.5

Temporary full width road closure of Tyler Street and Galway Street shall be limited to no more than 10 closures per annum per road and restricted to the length of Tyler and Galway Streets running between the eastern façade of the Chief Post Office and Commerce Street.

4.11

BTC24.6

Temporary full width road closures shall be for no longer than any continuous period of three hours in any 12 hour period. Any closure for any longer period shall be limited to a maximum of eight hours between the hours of 11pm and 7am, Monday to Sunday.

4.12.1

BTC24.7

Any temporary full width road closure for three hours or less shall be upon 24 hours prior notice, and the Requiring Authority shall communicate and consult on such matters as timing and access arrangements 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.

4.12.1

BTC24.8

Any temporary full width road closure in excess of three hours shall require 72 hours prior notice, the Requiring Authority shall communicate and consult on such matters as timing and access arrangements 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.

4.12.1

BTC24.9

Communication and consultation of the advance notice of any temporary full width road closures shall be undertaken with all property owners and occupiers of the sites that are identified in Appendix 2, in accordance with condition 16.4(c).

BTC24.10

Where an affected party unexpectedly finds his/her vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within

4.12.3

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Condition

Relevant section of DWP

reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative.

8.2

BTC24.11

If the Requiring Authority receives complaints from the public regarding the achievement of satisfactory and safe pedestrian movement being maintained, at or adjacent to the construction works, then these complaints shall be investigated.

If the complaints are considered by the Requiring Authority/ Council to be justified, then mitigation measures shall be considered by the Requiring Authority which could include, but should not be limited to (a) providing fencing to guide pedestrian movement, or (b) modifying signal timings and phases for the benefit of pedestrians, where reasonably practicable at that time.

4.7.1

BTC24.12

The Requiring Authority shall ensure that access to and egress from the Quay Street entrance to the Britomart carpark (located at 88 Quay Street) is maintained by installing a “keep clear” marking across the Britomart carpark entry/exit.

BTC24.13

The Requiring Authority shall ensure that no trucks larger than a 11.5m rigid truck travel to or from or make deliveries to or from the respective work site areas between the hours of 7.30am to 9.30am and 3pm to 6pm.

4.10

BTC24.14

Methods to restrict project construction vehicles using Tyler Street and Galway Street east of Commerce Street for the duration of the construction of the Project.

4.13

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12 CRL Britomart to Wyndham Street Enabling Works Resource Consents R/REG/2010/5430, R/LUC/2014/5428, R/REG2014/5432, R/REG2014/5435, R/REG/2014/5436, R/REG/2014/5437 Regional Consent Condition 36

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

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

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

1.3

DWP Review and updates

4.3 4.12 4.13 4.15 4.16 4.17 4.18 4.19 5.1 6.1 6.2 6.3

This DWP is a living document that will be reviewed and updated as needed during the course of the Project as traffic and working conditions change and individual Traffic Management Plans (TMPs) are issued (with re-approval of the DWP as required). The DWP will guide the preparation of individual TMPs and Project Corridor Access Request (CAR) applications. These TMPs will be submitted to AC with the resulting individual Work Access Permits (WAPs) for certification as being consistent with the strategies of the DWP as they are developed.

This latest document (Revision 8, December 2017) incorporates updates to the DWP as part of the annual review process.

1.4

Spatial References

For ease of reference it is noted that in this DWP Queen and Commerce Streets are referred to as running north-south while the crossroads of Quay, Tyler, Galway and Customs Streets are referred to as running east-west. Traffic is thus referred to as moving northbound (NBD), southbound (SBD), westbound (WBD) or eastbound (EBD). Bus and rail services travelling to the Britomart area are referred to as being inbound or citybound, while those travelling away from the Britomart area out to suburban Auckland are referred to as being outbound.

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2

Project Description

2.1

Overview

The Project involves the construction of an extension to the existing passenger rail network from the current termination point within the BTC, westwards underneath the CPO building and lower Queen Street. Separate works are being undertaken to continue the rail tunnels from this point under the Downtown Shopping Centre site (which is being redeveloped by Precinct Properties), and then up Albert Street.

The Project will involve significant works beneath the CPO, with the construction of two new rail tunnels extending westwards beneath the basement floor level. In lower Queen Street, sheet piling will be extended across the road corridor, excavation undertaken to form the tunnels followed by reinstatement of the road corridor following the completion of works. During construction, existing ticketing and retail functions and pedestrian access to the station will be accommodated in Station Plaza, at the rear of the CPO building.

Surface works will also be required in QEII Square associated with the Downtown Shopping Centre redevelopment, including construction of the CRL rail tunnels beneath this site (Precinct Properties scope of work).

A detailed description of the construction works is provided in the CEMP.

2.2

Construction Methodology

The Project construction works will occur in four main stages (plus some early works activities to facilitate the Project) as outlined below. An updated construction methodology statement (updated July 2018) is also included in Appendix D.

2.2.1

Early activities to facilitate construction

Prior to the commencement of the Project, Auckland Transport (AT) undertook a number of activities to facilitate and support the Project and implement the ‘New Network’ bus service plan. These include: •

The second phase of CBD bus changes 2, which have included the removal of bus services and shelters from lower Queen Street, Tyler Street and Galway Street, along with changes to bus services and stops in Commerce Street; and

•

Changes to the streetscapes at the rear of the BTC, specifically widening of footpaths and kerbside management of the adjacent sections of Tyler Street, Commerce Street and Galway Street.

2.2.2

Stage 1 works – Temporary accommodation works

Stage 1 of the Project involves the construction of the temporary station facilities in Station Plaza to the rear of the BTC, including construction of a temporary extension to the existing ‘Glasshouse’ building and other enabling works. The plans for the proposed streetscape works are included in Appendix C and are in accordance with those nominated in the BTC conditions (24.3(aa)).

During this stage, all work will be staged to allow continuous public access to the CPO during operating hours and the upper floors of the CPO can remain tenanted. Construction access / loading zones and set down areas will be established on the BTC site adjacent to the Glasshouse at the rear of the CPO (next to Tyler and Galway streets). Refer to Table 2.1 for a summary of key construction activities.

2 The first phase removed scheduled bus services from Albert Street north of Victoria Street as of Sunday 18 October 2015

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14 Lower Queen Street will be closed to vehicles between Tyler Street and Galway Street however pedestrian and cycle access will be maintained in all stages and at all times. As at present, cyclists will be required to dismount when moving between road carriageway and building entries via the footpath; this may occur for longer distances than is presently the case. Lower Queen Street will be used by general traffic to provide exit to Customs Street and Quay Street for general traffic from Galway Street and Tyler Street respectively.

The direction of Tyler Street will be reversed prior to the commencement of the Project in order to allow construction access to the CPO loading zone on Tyler Street (Construction Support Area C).

2.2.3

Stage 2 works – Former CPO building works

Once construction of the temporary station has been completed, works will commence in the CPO (removal of fixtures and fitting, ground floor demolition and piling works) and the CPO will be closed to the public.

Rail platforms will be accessed using the new temporary station entry in Station Plaza with the main entrance located on Commerce Street and side entrances on Galway and Tyler Streets. Secondary access from Takutai Square (between Gore Street and Britomart Place) will remain unchanged during the Project. Refer to Table 2.1 for a summary of key construction activities. The use of lower Queen Street by general traffic will continue to be restricted to those exiting from Galway Street to Customs Street and entering Tyler Street from Quay Street.

2.2.4

Stage 3 works – Lower Queen Street and CPO works

In the early part of Stage 3, lower Queen Street will continue to be closed to vehicles between Tyler Street and Galway Street. Pedestrian and cycle movement between Quay and Customs streets will be maintained at all times. As at present, cyclists will be required to dismount when moving between road carriageway and building entries via the footpath; this may occur for longer distances than is presently the case.

The closure of lower Queen Street to vehicle traffic between Galway and Tyler streets will take place after the May 2017 World Masters Games to be held in Auckland. Excavation will take place beneath lower Queen Street (between Galway and Tyler streets) and the CPO to establish the rail tunnels.

Stage 3 also involves the backfilling of the lower Queen Street and CPO excavations and the commencement of reinstatement works. The CPO will also be reinstated and re-opened to the public at the end of Stage 3. Refer to Table 2.1 for a summary of key construction activities.

2.2.5

Stage 3 of the Project will require the most traffic management and is the most significant stage in terms of potential effects on the transport network. Spoil from both the northern and southern tunnels will be loaded directly onto trucks for removal. Note that the most recent construction methodology (July 2018) extends the end date of Stage 3 works from March to May 2020. Stage 4 works – BTC modifications and project reinstatement

Stage 4 involves the reinstatement of construction areas, and works within the BTC to tie in the new rail tunnels to the existing track alignment and removal of the temporary accommodation buildings in Station Plaza. Note that the most recent construction methodology (July 2018) extends the dates of Stage 4 works from June to August 2020.

2.2.6

Network Utilities

The Project will require the relocation and protection of various network utilities during the construction works, along with new network utility installations and connections. These works will primarily be undertaken during Stages 1 and 3 of the Project as outlined in Section 2.2.5 of the CEMP.

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15 The majority of the works will be carried out during the day with the required temporary traffic control and pedestrian diversions in place to minimise effects.

2.2.7

Summary of key construction activities

A summary of the key construction activities to be undertaken in each Project area is outlined in Table 2.1 below. Refer to the CEMP for a detailed description of the construction works.

Summary diagrams of the four main work stages are provided in Appendix D. These summary plans also indicate construction loading zone positions and traffic direction.

Table 2.1:

Summary of key construction activities by location 3

Construction locations

Key construction activities

CPO

• • • • • • • • • • •

Station Square (rear of BTC)

• Construction of temporary station facilities and services • Closure of internal road and vehicle crossings to Station Plaza short term parking area

Lower Queen Street

• Closure of lower Queen Street to vehicles from Tyler Street to Galway Street • Excavation and tunnelling • Construction of temporary pedestrian footbridge over the excavation along the western footpath of lower Queen Street.

• Backfilling of excavation • Reinstatement of lower Queen Street • Construction Support Area B – accessed via lower Queen Street

Galway Street

• Construction Support Area A located adjacent to the Glasshouse within the BTC site – vehicle access via Galway Street • Localised footpath widening and changes to pedestrian crossings (undertaken by others, prior to commencement of Project) • Removal of bus stop shelters on Galway Street • Streetscape reinstatement and resurfacing

Tyler Street

• Direction of traffic flow on Tyler Street reversed (undertaken by others, prior to commencement of Project) • Localised footpath widening and changes to pedestrian crossings (undertaken by others, prior to commencement of Project) • Access to CPO provided by new vehicle crossing

Removal of the raised floor while retaining retail and heritage fixtures Saw cutting and demolition of the CPO ground floor Installation of guide walls and diaphragm walls to the designed depth Installation of underpinning structures to provide support for the CPO Excavation and tunnelling Construction of base slabs, infill walls, and structural walls Construction of structural members to replace underpinning beams Transfer load and removal of underpinning beams.

Reinstatement of floors, underpasses, fixtures, and fittings Modification of stairs of suit the new configuration Tie-in tunnels to existing track alignments

3 Note these activities are not in order of programme. Works noted as being undertaken by others and prior to the

commencement of this Project are required for the commencement of the Downtown Shopping Centre redevelopment and Albert Street tunnel works as well as this benefitting this Project.

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16 Construction locations

Key construction activities • Construction Support Area C located adjacent to the Glasshouse within the BTC site – vehicle access via Tyler Street • Changes to bus stops (undertaken by others, prior to commencement of Project) • Streetscape reinstatement and resurfacing

Commerce Street

• Localised footpath widening and changes to pedestrian crossings (undertaken by others, prior to commencement of Project) • Changes to bus stops (undertaken by others, prior to commencement of Project)

Queen Elizabeth II Square

• Subject to construction activities associated with redevelopment of the Downtown Shopping Centre (Precinct Properties scope of works)

2.2.8

Construction Support Areas

Three construction support areas (CSAs) are required to support the construction works (refer to Table 2.2 and Figure 2.1). All storage of material and equipment associated with the construction works shall take place within the boundaries of the designation.

Table 2.2:

Construction Support Areas

Construction Support Area

Location

Construction zone supported

Area

Key Plant/Activities

A

Galway Street

Supports temporary accommodation works in Station Square

400 m2

• Material storage • Crane location and access to CSA A and the CPO • Stormwater and groundwater treatment tanks

B

Lower Queen Street

Supports CPO and lower Queen Street construction

3,500 m2

• Bentonite treatment plant • Jet grout pump and mixing plant • Material storage

C

Tyler Street -

Provides construction access to the CPO

400 m2

• Temporary site office and workers amenities during Stage 1 of the Project • Material storage • Crane location and access to CSA C and the CPO • Main vehicle entrance to the CPO building

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Figure 2.1: CRL Enabling Works C1 – Construction Support Areas

Note: Blue hatched areas on Figure 2.1 show the areas within lower Queen Street that will be maintained as traffic lanes in order to provide vehicle access from lower Queen Street to Tyler Street and Galway Street into lower Queen Street

2.3

Construction Programme Summary

The construction works will commence in July 2016 and take approximately 50 months. A summary of the construction programme and key milestones relevant to traffic management planning are described in Table 2.3.

Table 2.3:

Summary of indicative key milestones relevant to traffic management

Stage

Description

Dates

Duration

Stage 1 – Temporary station access, construction of temporary accommodation in Station Plaza and streetscape works

• Construction of temporary station facilities and access in Station Plaza to the rear of the BTC • Removal of bus stops, shelters and canopies from Tyler and Galway Streets • Kerbside management changes • Construction of new vehicle crossing on Tyler Street • Remove existing stairs and escalators • Other enabling works

July 2016 to January 2017

7 months

Stage 2 – CPO building works, piling, removal of CPO ground floor

• • • •

Construction of dust and noise barriers Strip out CPO CPO ground floor demolition CPO diaphragm wall construction commences

January 2017 to May 2017

4 months

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18 Stage

Description

Stage 3 – piling, CPO underpinning excavation, tunnel construction and backfilling.

• • • • • • • •

Stage 4 – Reinstatement & station fit out

• Streetscape reinstatement • Tie in rail tunnels with existing track alignment • Removal of temporary station accommodation in Station Plaza

CPO diaphragm wall construction Underpinning of CPO Lower Queen Street Piling CPO and lower Queen Street excavation Tunnel Construction Backfill excavation Lower Queen Street reinstatement Reinstate and re-open CPO

2.4

Construction Traffic Generation

2.4.1

Construction Traffic Summary

Dates

Duration

May 2017 to May 2020

36 months

May 2020 to August 2020

4 months

Overall, the predicted volume of construction traffic generated by the Project will be relatively low.

Traffic volumes are anticipated to average approximately seven vehicles per hour and 70 per day over a ten hour workday during the busiest stages of the Project. Construction traffic will be spread across the several site accesses and loading zones in Tyler, Galway and lower Queen Streets.

Minimal workforce parking will be provided on-site and vehicle access to the Project area will be restricted to material delivery, spoil removal and service vehicles (for example sediment disposal and fuel supply). The anticipated overall volume of spoil to be removed is approximately 20,000m³ which is relatively modest. Spoil is proposed to be loaded directly onto truck and trailers and transported from the site.

As shown in Table 2.4, daily vehicle movements (trucks and light vehicles) during the Project are expected to vary from approximately 40 vehicles / day in Stage 1, to a peak of approximately 75 vehicles / day in Stages 2 and 3. These figures exclude third party vehicles associated with the installation changes to traffic management and temporary works installation, streetscape, service alterations or other discrete traffic events (typically weekend or night time), and the delivery of large specialist plant or road sweeping.

Table 2.4:

Summary of indicative key milestones relevant to traffic management Light Vehicles Per Day

Trucks Per Day

Total Vehicles Per Day

Stage 1 – Temporary western station access

30

4 to 10

34 - 40

Stage 2 – CPO under pinning & tunnel excavation

40

20 to 35

60 – 75

Stage 3 – Tunnel construction

40

20 to 35

60 – 75

Stage 4 – Reinstatement & station fit out

30

4 to 10

34 - 40

Daily vehicle counts were undertaken between Monday 07 August 2017 and Wednesday 16 August 2017. The purpose of the counts was to capture the number of site traffic movements. The survey results are as follows: • • •

29 vehicles were recorded on Monday 07 August 2017 21 vehicles were recorded on Tuesday 08 August 2017 15 vehicles were recorded on Wednesday 09 August 2017

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19 • • • • • •

15 vehicles were recorded on Wednesday 09 August 2017 16 vehicles were recorded on Thursday 10 August 2017 8 vehicles were recorded on Friday 11 August 2017 8 vehicles were recorded on Saturday 12 August 2017 14 vehicles were recorded on Monday 14 August 2017 21 vehicles were recorded on Wednesday 16 August 2017

The construction traffic vehicle numbers recorded in August (up to 29 vehicles/day) were well below that anticipated for the stage of works (60-75/day, Table 2.4).

2.4.2

Construction Workforce

Initial estimates indicate that the Project workforce will vary from approximately 60-80 staff during Stages 1 and 4, to 20-40 staff during Stages 2 and 3 as outlined in Table 2.5.

Table 2.5:

Summary of indicative Project workforce staff numbers

Construction Stage

Staff Numbers

Stage 1 – Temporary station accommodation

60-80

Stage 2 – CPO building works

20-40

Stage 3 – Tunnel construction

20-40

Stage 4 – Reinstatement & station fit out

60-80

Additional third party staff (such as traffic management contractors) are not included in Table 2.5.

2.4.3

Workforce Travel Management Plan

Minimal on-site parking will be provided for the Project workforce. It is expected that staff vehicle trips will be minimised through car sharing, use of public transport, off-peak shift starts (especially in the morning) and working during typical construction hours of 7am to 7pm Mondays to Saturdays.

The Project workforce will be provided with public transport travel information, and encouraged to use public transport or car pool if they choose to drive and use nearby public car parks. Further details are provided in the full site specific Workforce Travel Plan presented in Appendix A. The low levels of parking that will be provided in the Project area, along with implementation of the Workforce Travel Plan will serve to reduce congestion in the Project area.

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3

Existing Transport Network and conditions

This section provides a summary of the existing transport network conditions and infrastructure in the Project area. The two Integrated Transport Assessments (ITA) prepared for the CRL Notice of Requirement (NoR) and the alteration to BTC designation NoR processes should be referred to for further information on the existing form and operations of the local road network surrounding the Project area.

3.1

Road Form and Use

A number of roads are located adjacent or near to the Project area and will be directly affected by the Project as shown in Figure 3.1.

Figure 3.1: Key roads around the Project area (Map source: Auckland Council GIS)

3.1.1

Description of road network

3.1.1.1

Lower Queen Street

The section of lower Queen Street adjacent to the BTC comprises a single lane corridor (of approximately 8 metres in width) in each direction. A number of bus stops servicing the Northern Express bus services, along with services for West Auckland and Central Auckland are located in lower Queen Street. Given its proximity to public transport services and connection between the Queen Street valley and the waterfront (and Ferry services), lower Queen Street is subject to high pedestrian flows.

Between Tyler Street and Galway Street, lower Queen Street is used by buses only, however, general traffic from these streets are able to turn onto lower Queen Street towards Customs Street and Quay Street respectively.

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21 3.1.1.2

Customs Street

Customs Street is a major arterial running in the east-west direction through the CBD, and caters for all modes of transport. Customs Street is typically a seven lane corridor; however one lane in each direction caters for bus stops, vehicle parking, and taxi stands in addition to left turn movements.

The centre lane provides for medians and right turn lanes.

3.1.1.3

Commerce Street

Commerce Street is located to the east of the BTC. It primarily caters for bus services using Galway and Tyler Streets, but also serves as a minor connector for general traffic traveling between Quay Street to the north and Customs Street to the south. Commerce Street has one lane in each direction and a number of bus stops and parking bays.

3.1.1.4

Tyler and Galway Streets

Tyler and Galway Streets (to the west of Commerce Street and to the north and south of the BTC) are single lane one way streets catering mainly for buses and taxis heading east from Britomart.

3.1.1.5

Quay Street

Quay Street is a major arterial running in the east-west direction and currently has one lane eastbound and two westbound active traffic lanes. Quay Street mainly serves general traffic and buses at present; however a segregated cycleway has been established on the northern (harbour) side of the road using the current kerbside lane and sections of shared path prior to the commencement of the Project. The kerbside westbound lane is a dedicated bus lane east of Commerce Street. There are parking restrictions along Quay Street and a small number of bus stops.

AT has advised that the Downtown Infrastructure project (DTIP) and sea wall works may affect Quay Street in the future. Active coordination between these projects will reduce potential vehicle delays.

3.1.2

Temporary Traffic Management (TTM) Levels and Road Hierarchy

The features described above and the prescribed Temporary Traffic Management (TTM) from the AT Code of Practice (ATCoP) are summarised in Table 3.1. The applicable TTM levels and road hierarchy designations are also shown diagrammatically in Appendix B. Table 3.1:

Road form and required TTM

Street name

Road hierarchy

TTM level

Existing typical lane arrangement

Lower Queen Street

Local

L

• One northbound and southbound bus lane

Queen Street (South of Customs Street)

Collector

2L

• Two northbound and southbound general lanes

Commerce Street (North of Customs Street)

Local

1

• One northbound and southbound general lane

Commerce Street (South of Customs Street)

Collector

1

• One northbound and southbound general lane

Customs Street

District Arterial

2

• Three eastbound lanes (including a parking / bus stop / left turn lane) • Median lane with right run pockets • Three westbound lanes (including parking / bus stop / left turn lane)

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22 Street name

Road hierarchy

TTM level

Existing typical lane arrangement

Galway Street

Local

1

• One westbound general lane west of Commerce Street • One eastbound general lane east of Commerce Street

Tyler Street (West of Commerce Street)*

Local

L

• One westbound general lane*

Tyler Street (East of Commerce Street)

Local

1

• One eastbound general lane

Gore Street (North of Galway Street)

Local

1

• One northbound and southbound general lane

Gore Street (South of Galway Street)

Collector

1

• One northbound and southbound general lane

Quay Street**

Strategic Arterial

2

• Three eastbound lanes (including right turn lane / median) • Three westbound lanes (including left turn / bus / parking lane)

* The traffic direction of Tyler Street is to be reversed in Stage 2 of the Project ** Quay Street lanes to be reduced and median removed typically to accommodate separated, two way cycleway along northern side prior to main enabling works. It is proposed that Quay Street may change to 1 lane in each direction in future due to Quay Street sea wall works.

3.2

Cyclists and Pedestrians

3.2.1

Pedestrian Infrastructure

In general, existing pedestrian provision in the Project area can be summarised as: •

Footpaths are present on both sides of all streets in the Project area.

•

Footpaths on lower Queen Street, Quay Street, and Customs Street are generally 3.5 metres in width or greater, and up to 10 metres wide on lower Queen Street. Footpaths on Galway Street, Tyler Street and Commerce Street are narrower at around 2.3 metres.

•

Quay Street, lower Queen Street, and Commerce Street have little veranda/canopy cover meaning they are exposed to the elements during rainy and windy conditions. All other streets in the Project area generally have reasonable veranda/canopy cover.

•

The topography for all streets within the Project area is flat.

•

The intersections of lower Queen Street / Customs Street, Queen Street / Quay Street, and Customs Street / Commerce Street provide Barnes’ Dance phases (an exclusive pedestrian phase that allows crossing in all directions).

•

Cycle infrastructure on Quay Street is likely to be affected by future Quay Street sea wall work

3.2.2

Pedestrian Demand

Pedestrian surveys were last undertaken around the Project area between Tuesday 28 July and Thursday 30 July 2015. The surveys were undertaken during the morning peak (7-9am), inter-peak (12-2pm) and evening peak (4-6pm) periods at: •

All three entrances on the western side of the former CPO building;

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Pedestrian movements along both sides of lower Queen Street;

•

Pedestrian movements along both sides of Galway Street, Tyler Street, Commerce Street, Quay Street, and Customs Street; and

•

All crossing movements at the intersection of Quay Street and lower Queen Street.

The survey results showed very high levels of pedestrian activity on the western side of the former CPO building and lower Queen Street. This is due to public transport facilities located on lower Queen Street and the BTC. The evening peak is the heaviest peak.

3.2.3

Cycle Infrastructure

Cycle infrastructure present within the Project area is outlined in Table 3.2 (refer also Figure 3.2).

Table 3.2:

Cycle Infrastructure on key corridors around the Project

Road

Cycle lanes

Cycle boxes

Other cyclist facilities

Lower Queen Street

None

None

None

Commerce Street

None

Yes (at the intersection with Quay Street)

None

Customs Street

None

None

None

Galway Street

None

None

None

Tyler Street

None

None

None

Quay Street

Yes

Both Quay Street approaches at the intersections of Quay Street / lower Queen Street, and Quay Street / Commerce Street

Shared path east of lower Queen Street

In terms of future cycleways in the Project area and wider CBD: •

The Quay Street cycleway was constructed during Stage 1 of the Project and is expected to increase the volume of cyclists passing the Project area. The removal the median traffic lane on Quay Street, which currently accommodates right turning movements, will reduce general traffic capacity on this east-west route. The Quay Street cycleway plans are shown in Appendix L.

•

The completion of the Nelson Street cycleway and the Quay Street cycleway is expected to improve connectivity between the west of the CBD and Britomart, bringing in more cyclists towards Lower Queen Street and the Project area.

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Figure 3.2: Cycle Infrastructure in the Auckland CBD (Source: AT)

3.2.4

Cycle Demand

AT undertakes cycling surveys on a regular basis at Tamaki Drive / The Strand, Quay Street, and the Auckland Ferry Terminal as part of the Cycle Monitor Report. Cyclist counts from surveys undertaken in 2013 are shown in Table 3.3.

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Cyclist Daily Counts (Source: AT Cycle Monitor)

Location

Average Daily Cycle Counts (2013)

Average Daily cycle Count (ADDT 2015

Average Daily Cycle Count 2017

Quay Street / Hobson Street

511

-

-

Quay Street / lower Queen Street

825

-

-

Quay Street / Britomart Place

182

-

-

Tamaki Drive / The Strand

1163

1395

-

Auckland Ferry Terminal

516

611

746

The results show that cyclist numbers around the Project area are currently low to moderate. The Quay Street Cycleway Preliminary Design Report 4 states that cyclist numbers recorded at the intersection of Tamaki Drive / The Strand, and at the Auckland Ferry Terminal have declined slightly since 2007.

Cyclist numbers are expected to increase in the future as the Quay Street, Nelson Street, and Beach Road cycleway projects are completed, increasing cyclist connectivity around the city centre.

Up until 2015, manual cycle monitoring was conducted annually at 85 sites across the region. Data is no longer collected in this way and instead automatic counts data is collected around the region and around the city centre. The average daily cycle counts identified in Table 3.3 have been updated where data is available. Overall, it shows that daily cycle numbers around the Project area are continuing to increase year on year although relatively moderately.

3.3

Public Transport

The BTC and the surrounding streets are a major transport hub within Auckland.

In general, the following bus routes are currently served locally as shown in Figure 3.3.

•

Western routes on Quay Street and lower Queen Street;

•

Eastern and Central routes on Galway and Tyler Streets;

•

Eastern and Airport routes on Commerce Street; and

•

Northern Express on lower Queen Street.

The Northern Express services use the Northern Busway, which together with the rail network form the Rapid Transport Network, which is strategically the highest level of PT infrastructure and service.

Access to these services will be moved to the western side of lower Albert Street before the start of the Project. It should be noted that during the reinstatement of the CRL C2 public realm (October 2019 - Feb 2020) that NEX and Birkenhead services will be diverted to Commerce Street. Refer to CRL C2 public realm reinstatement plans for further information. Revised Central Auckland bus routes are shown in the figure below.

4 “City Centre Cycle Routes, Quay Street Cycleway”, prepared by Flow Transportation Specialists, December 2014

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Figure 3.3: Existing bus services around Project area (aerial image source: Auckland Council GIS)

Ferry services are located north west of BTC while train services are located within the BTC. These public transport services are a major contributor to the high levels of pedestrian activity in the area.

3.4

Kerbside Management and Parking

The existing kerbside management types in the Project area are shown in Figure 3.4.

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Figure 3.4: Kerbside management around Project area (Map source: Auckland Council GIS)

An off-street drop-off and parking area is located in Station Square to the rear of the BTC and is accessed via Commerce Street (refer Figure 3.5). A total of 12 parking spaces are provided in this space, consisting of: •

Nine P5 spaces for pick up and drop off only;

•

Two disabled parking spaces with 30 minute time limits; and

•

One space for Britomart staff and operations.

A parking survey undertaken by Flow Transportation Specialists in April 2015 found that the use of the carparks in this area was moderate in the morning (7:00 am to 9:00 am) and interpeak (12:00 pm to 2:00 pm) periods, with maximum usage of five and eight spaces occupied respectively. During the evening peak the maximum usage noted was 11 parking spaces. Further detail of the parking usage is included in the ITA prepared for the alteration to BTC designation.

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Figure 3.5: Existing kerbside management around Project area – note inverted orientation compared to other plans in this DWP (Source: Britomart NoR ITA)

3.5

Freight

Customs Street is the closest over-dimension (OD) route to the Project area. Albert Street is currently a nominated route, however will cease to be an OD route with implementation of the CRL cut and cover works along Albert Street. No OD or OW routes are directly affected by the Project. Refer to Figure 3.6.

Figure 3.6: CBD OD routes (source: NZTA OD map 27) Transport Access and Parking Delivery Work Plan

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3.6

Concurrent Projects and Developments

3.6.1

AT and Other Public Works

Various public projects are to be constructed in the CBD during construction of the Project. Table 3.4 below summarises known upcoming projects within the CBD. Whilst the majority of these projects will not impact on the Project area directly, they will alter traffic patterns around the CBD and the Project area. It should be noted that this list of projects is not exclusive and there may be additional minor (and possibly major) public works implemented over the life of the Project.

Table 3.4:

Relevant concurrent sector public projects

Project

Status

Programme

Impact to Enabling Works

CRL Enabling Works – cut and cover tunnel (Contract 2)

Under construction

Construction start – May 2016 Construction end – November 2018

Reduction of Customs/Albert signals and short side road closures (including potentially Swanson Street east).

CRL Enabling Works – cut and cover tunnel (Contract 2) – Lower Albert Street

Design and configuration of Public Realm including methodology and management being confirmed

Construction and implementation 2018

Closure of Lower Albert Street to general traffic expected to increase through traffic on Commerce Street which is likely add delays from Tyler Street to Galway Street.

PT Phase 1

In service

Complete

Prioritisation of public transport for TDM. Reduction of general traffic capacity. On various streets but notably Wellesley and Victoria.

PT Phase 2

In service

Operational 17 April 2016

Prioritisation of public transport for TDM, notably bus lanes on Queen Street with reduction of general traffic capacity (especially on Fanshawe Street).

Nelson Street Cycleway Phase 1

In service

Complete

Reduction of general vehicle capacity during construction and when operational on Nelson.

Promotion of cycling for TDM.

Nelson Street Cycleway Phase 2

In service

Complete

Reduction of general vehicle capacity during construction and when operational. Promotion of cycling for TDM.

Nelson Street

Consultation closed 1 October 2017

Construction in delivery

Design proposes a cycleway along Market Place, Customs Street West, and the western side of Lower Hobson Street with a connection to the Quay Street Cycleway

In service

Complete

Reduction of general vehicle capacity on Quay Street (primary diversion route during Customs Street works) during construction and when operational.

Cycleway Phase 3

Quay Street Cycleway (Stage 1)

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Status

Programme

Impact to Enabling Works

Watercare Halsey Street Rising Main

Complete

Complete

Reduction of general vehicle capacity during construction due to launch pit located in the Fanshawe Street kerbside lane.

Ports of Auckland Stormwater Outfall work

Design to be finalised

Project postponed until after CRL

Negligible traffic network impact expected with maintenance of traffic lanes.

Beach Road cycleway

In service

Complete

Off-road so negligible traffic network impact expected.

Federal Street cycleway

Design to be finalised

TBC

Negligible traffic network impact expected. Promotion of cycling for TDM in support of project.

Figure 3.7 shows the location of these projects (but not all public works projects in the wider CBD such as the Nelson Street cycleway bridge works over CMJ).

The Quay Street Cycleway project is located immediately to the north of the Project works, and will reduce capacity on Quay Street. This facility will be operational before the Project.

In summary, the projects will cumulatively increase traffic congestion as a result of reduced lane and intersection capacity (temporary reduction during construction and permanent reduction when operational). The impacts on traffic flow within the CBD as a result of these projects have been included in the SATURN model prepared to assess the overall impact to traffic congestion and travel time during the period of the Project. Additional information on the programme and associated traffic for these and major private developments is described in the modelling report attached as Appendix G.

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Figure 3.7: Relevant concurrent public projects (Map source: Auckland Council GIS)

3.6.2

Private developments

Table 3.5 describes known private developments within the CBD with the potential for notable temporary traffic management interaction. These developments are shown in Figure 3.8.

Table 3.5:

Major concurrent private sector projects (confirmed and proposed)

Development

Status

Programme

Permitted haul route

1 Mills Lane Office Tower and Hotel (the former Herald site at 4656 and 58 Albert Street)

Resource consents granted. Project delayed

TBC

TBC

35 Albert Street (Park Residences)

Under construction – development substantially complete

Completion unknown

Albert-Swanson-Hobson. This development is primarily accessing the site from the west and this will be increased with an upcoming proposal to widen the loading zone on Swanson Street West and make the section between Albert Federal streets WBD one-way only.

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33 NDG Auckland Centre

Project is consented.

Project delayed indefinitely

TBC

TBC, but currently expected to be to and from Victoria Street

51-53 Albert Street

Consented

Project postponed until after Albert St works completed

TBC, but developer seeking construction access from rear of site to avoid use of Albert Street during cut and cover works.

NZ International Convention Centre ( Sky City)

Consented.

Under construction

Construction starts – November 2015.

Operational by – April 2019

TBC, but expected to be Hobson and Nelson Streets with some use of Wellesley Street and others for local circulation. Generating additional traffic on Hobson and Nelson Street.

75 Victoria Street residences

Under construction

Structure substantially complete

TBC, but likely to be: Nelson Street / Hobson-Victoria-Albert-WellesleyNelson / Hobson

Commercial Bay Downtown Centre

Under construction

May 2016 to July 2019

TBC, but likely to be Quay-lower Queen-site-lower Albert-Quay

The modelling report attached as Appendix G to this DWP provides further detail of the assumed programme, traffic generation and haul routes for these projects based on information available at the time of writing the initial DWP. It should be noted that most of these projects are being developed in parallel to the Project and therefore a conservative approach to assessment and interaction is needed.

Since the initial DWP was prepared, a number of other major tower block developments have been approved and construction started on them. The impact of these works on the monitored routes has been minimal. Overall delay on these routes has been less than foreseen and so no additional modelling update has been undertaken or is proposed.

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Figure 3.8: Relevant concurrent private projects and known haul routes (Map Source: Auckland Council GIS)

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4

Proposed Traffic Management

4.1

Temporary Traffic Management Parameters and Objective

4.1.1

Objective

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

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

Managing pedestrian safety and amenity.

Maintaining pedestrian access to private property at all times.

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

In practical terms, this means providing for the connectivity and access described in the ITA’s prepared to support the CRL NoR and alteration to BTC designation NoR processes so far as reasonably practicable, in particular maintaining access to properties on Tyler and Galway Streets, and minimising impact on the surrounding road network.

Additional measures to mitigate congestion (but which would alter connectivity and community expectations as envisaged by the designations) are identified for further investigation if traffic monitoring or stakeholder feedback suggests they are warranted. The likely value of some of these additional measures has been assessed through early modelling. These and other mitigation measures (such as developing an additional left turn lane on Commerce Street) are being considered

by AT’s bus and road network and road operations teams with the cooperation of NZTA for faster deployment if needed (refer to section 7 of this DWP).

It is also recognised that while the effects of this Project will be relatively modest, the likely cumulative effects of the Project, along with other public and private projects proposed within the CBD will be significantly greater than previously noted. This uncertainty in the overall traffic condition and levels of congestion will persist as the timing and method of public and private developments continue to evolve. If the traffic impacts are less palatable than anticipated, then changes to traffic management measures in the wider network may be required but are not anticipated within the Britomart Precinct. The modal priorities adopted are: 1 2 3 4

4.1.2

Active transport; Public transport; Service vehicles / taxis / freight; and General traffic (including construction traffic).

Notable parameters

The following notable parameters have been included in the development of management concepts, layouts and modelling associated with this DWP: •

Active and public transport will be prioritised where possible to encourage mode shift and reduce congestion.

•

Pedestrian and cycle access to property will be maintained at all times.

•

The sites will not typically be attended by Manual Traffic Controller (MTC) or Site Traffic Management Supervisor (STMS) staff outside normal daytime working hours.

•

Oversize or specialist plant, such as the piling and diaphragm wall rigs, will be walked into the site as required from semi-trailer vehicles in lower Queen or Commerce streets.

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The majority of the Project activity apart from works in lower Queen Street will be contained inside the CPO building.

•

The majority of works will be undertaken between 7am-7pm.

•

The Project area will be accessed by trucks up to 11.5m in length only during the morning and afternoon peak traffic periods 5. Larger vehicles, such as truck and trailer or semi-trailers, may be used outside of these periods for discrete events; but typically only for delivery of large plant, stopping on lower Queen Street, Commerce Street, Customs Street or Quay Street, and after normal working hours.

•

Wheel washes will be executed manually due to the lack of space available for a drive through type wheel wash (refer to the Project Erosion and Sediment Control Plan at Appendix M to the CEMP for further detail).

•

The design vehicles required to provide suitable access to the worksite and adjacent properties are shown in Figure 4.1. These include access for resident car, rubbish and delivery vehicles; construction trucks of typically 11.5m rigid but up to semi-trailer size; and 13.5m buses to and from Commerce Street for scheduled buses which may include double-deckers in the future.

•

Fire Service access will be maintained at all times to the CPO worksite and adjacent buildings.

The appropriate design vehicle is the larger type 5 or 6 aerial tender, which is equivalent to a 12.6m tour coach for swept path analysis purposes.

5 Defined in the BTC conditions as being 0730-0930hrs and 1500-1800hrs respectively

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Figure 4.1: Design vehicles and relevant movements (Map source: Auckland Council GIS)

4.1.3

Applied Standards

This DWP has been developed to meet the requirements of the CRL and BTC designation Conditions, and in accordance with ATCoP and CoPTTM. The individual TMP controls and drawings that will be developed for the Project will also be bound by these standards and this DWP. A number of Engineering Exception Decisions (EED) will be required under CoPTTM for a coherent and suitable TMP regime to be provided in the CBD environment, such as: due to the influence of block length on taper length and signage spacing, road / movement closures and potentially overlapping TMPs for different projects; reduced detour signage, and barrier systems 6. These EED’s are consistent with those typically and previously applied successfully on similar projects in Auckland 6 Required to prevent errant vehicle access to the cut and cover tunnel excavation

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38 and the CBD. This will be particularly important to ease project TMP issues and ensure that the travelling public is not confused by overlapping or closely spaced TMP signage.

4.2

Utilities

Vector installed a new joint trench for a 22 KW line upgrade along lower Queen Street in December 2015. These works have been completed.

4.3

Traffic Sequence Summary

Traffic sequencing has been developed from the Project construction methodology and is primarily driven by the lower Queen Street works (Stage 3). Stage 3 is the critical traffic sequencing stage and is important in terms of maintaining access for businesses with entrances on Galway Street and Tyler Street, as well as ensuring pedestrians and cyclists are prioritised (refer to Table 4.1 and Figures 4.2 to Figure 4.5). For temporary partial closures of Galway, Tyler and Commerce Streets planned to occur in Stage 1, at least 48 hours prior notice will be given to surrounding businesses.

Table 4.1:

Traffic management features of each construction stage

Stage

Temporary Traffic Management Features

Stage 1 – Temporary western station access and streetscape

• Temporary footpath or partial closures (while retaining car access past) on Galway Street to allow: -

Footpath widening and strengthening

-

Removal of redundant signs, bus shelters, canopies, and street furniture

-

Construction of new zebra crossing and speed table

• Temporary footpath or partial closures (while retaining car access past) on Tyler Street to allow: -

Footpath widening and strengthening

-

Construction of truck driveway vehicle crossing or mountable kerb to the CPO truck access

-

Installation of footpath protection slab

-

New zebra crossings, and loading zone

-

Removal of redundant signs, bus shelters, canopies, and street furniture

• Short term partial closures of Galway Street and Tyler Street east of Commerce Street to: -

Remove redundant signage and update road markings

• Temporary partial closure of Commerce Street (utilising the bus stop areas while maintaining car passage) to: -

Remove a redundant bus stop in the northbound direction

-

Installing pre-formed SCATS loops and road-markings

-

Install new bus stops and undertake kerb cutbacks

-

Removal of pram crossings and redundant street furniture

-

Installation of new signalised crossing opposite the temporary station

• Regular partial carriageway and footpath closures (while maintaining car passage) of Tyler and Galway Streets for Project access to contractor areas at rear of CPO (e.g. material deliveries and spoil removal) Transport Access and Parking Delivery Work Plan

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Temporary Traffic Management Features • Permanent closure of lower Queen Street between Tyler Street and Galway Street to motorised traffic while retaining foot and cycle movements at all times

Stage 2 – CPO Under pinning & tunnel excavation

• Infrequent daily footpath closures of Galway Street for around 15-30 minutes to allow unloading of materials and delivery of goods for businesses • Partial carriageway and footpath closures (while allowing car passage) of Tyler and Galway Streets for Project access to contractor areas at rear of CPO (e.g. material deliveries and spoil removal) • Use of construction loading zones in lower Queen Street for spoil removal and materials deliveries

Stage 3 – tunnel construction

• Infrequent and temporary daily footpath closures of Galway Street for around 15-30 minutes to allow unloading of materials and delivery of goods for businesses • Partial carriageway and footpath closures (while allowing car passage) of Tyler and Galway Streets for Project access to contractor areas at rear of CPO (e.g. material deliveries and spoil removal) • Use of construction loading zones in lower Queen Street for spoil removal and materials deliveries

Stage 4 – Reinstatement & station fit out

• Partial carriageway and footpath closures of Tyler and Galway Streets for Project access to contractor areas at rear of CPO (e.g. material deliveries and spoil removal) • Use of construction loading zones in lower Queen Street for spoil removal and materials deliveries • Infrequent daily footpath closures of Galway Street for around 15-30 minutes to allow unloading of materials and delivery of goods for businesses • Partial and at times full width closures of Galway Street and Tyler Street for streetscape reinstatement. Note that these roads provide a number of transport elements to be managed throughout this process including provision parking for the mobility impaired, taxi waiting areas, emergency vehicle, car park access, and also fire egress from Britomart station and local premises.

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4.4

Traffic sequencing diagrams

Traffic sequencing diagrams are shown in Figure 4.2 to Figure 4.5.

Figure 4.2: Traffic sequencing and closure requirements for Stage 1 December 2018

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Figure 4.3: Traffic sequencing and closure requirements for Stage 2

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Figure 4.4: Traffic sequencing and closure requirements for Stage 3

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Figure 4.5: Traffic sequencing and closure requirements for Stage 4

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4.5

Vehicle tracking

Tracking curve sketches have been completed to confirm suitable swept path provision is made for the required design vehicles as part of the streetscape amendments undertaken by AT prior to the start of the Project. Critical tracking diagrams for the streetscape works and construction loading zone access (including reversing manoeuvres) are included in Appendix F. These curves show that adjustments to centreline locations and footpath widths will be required to accommodate fire appliance entries into Galway Street and Tyler Street. The curves also show that a left turn out of Commerce Street into Customs Street West can be undertaken safely at the same time as a right turn into Commerce Street.

4.6

Traffic Signals

4.6.1

General

The phasing for the amended signalised intersections (as a result of redundant movements during the Project period) are shown in the modelling report attached as Appendix G. The phase times shown in this report will provide a basis for signal timing, coordination and optimisation (to minimise congestion and prioritise the movement of pedestrians and public transport as appropriate in balance with the overall outcome sought of minimising congestion on the wider network and maintaining pedestrian and road safety) by ATOC.

4.6.2

Queen Street / Customs Street / Lower Queen Street

Physical and phase changes will not be required at the intersection of Queen Street / Customs Street as the existing carriageway will be utilised and both lower Queen Street approaches run in separate phases, and the current approach lanes will be used by Galway Street traffic. The intersection will however need to be re-optimised by ATOC as traffic patterns will be altered due to the closure of lower Queen Street entry to general traffic and buses.

The lower Queen Street departure lane from the intersection with Customs Street will be closed to general traffic, as presently exists. This lane may be used by construction traffic associated with the Downtown (Commercial Bay) redevelopment but not this Project. Signage text will be confirmed with AT road operations but will be of the type ‘road closed (or appropriate turn ban signs), authorised vehicles only’. Ongoing signal optimisation at Quay/ Commerce and Customs/ Commerce may be required by ATOC when the public realm works for CRL C2 commences.

4.6.3

Commerce Street / Quay Street

No physical changes are initially proposed to the signals at the intersection of Quay Street and Commerce Street as a result of the Project (noting that they will be amended for the Quay Street cycleway project). Additional measures may be implemented for pedestrian safety and prioritisation if identified by on-going safety and performance monitoring. Ongoing signal optimisation at Quay/ Commerce and Customs/ Commerce may be required by ATOC when the public realm works for CRL C2 commences.

4.6.4

New Commerce midblock pedestrian signals

A new signalised pedestrian crossing will be installed on Commerce Street, directly outside the main entrance to the temporary station, as part of the streetscape and bus change works. This pedestrian crossing is expected to be heavily used and a short cycle time will be required to prevent waiting pedestrians from blocking the interim access to Britomart. The detailed design of these new signals will be undertaken prior to the start of works with the approval of AT and ATOC.

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4.6.5

Lower Queen Street / Quay Street

No physical changes are required to the lower Queen / Quay signals as a result of this Project, as it will use the lanes currently provided or amended by the Quay Street cycleway project. Changes to the signal control software to remove the exit phase from lower Queen Street and the shrouding of NBD signals will be required once lower Queen Street is closed to through traffic and Tyler Street is reversed in Stage 2. The northbound lanes will be blocked with traffic barriers unless required by the Downtown (Commercial Bay) contractor. This phase reduction (i.e. removing the phase for the exit from lower Queen Street onto Quay Street) will allow reallocation of green time to the more critical east-west movement. The amendment of signal software and phasing will be undertaken in conjunction with ATOC and the Downtown (Commercial Bay) redevelopment contractor prior to the start of work on Stage 2. Due to the reversal of Tyler Street prior to the commencement of the Project, general traffic wanting to access Tyler Street will need to use Quay Street and lower Queen Street (between Quay and Tyler Streets).

4.6.6

Commerce Street / Customs Street

As part of the assessment of traffic effects (refer to Section 5.3 of this DWP), Sidra modelling has been undertaken for the intersection of Commerce Street and Customs Street. The modelling found that an additional lane on the Commerce Street north approach is required to add capacity, and prevent queues overflowing and impeding efficient operation of the bus stops on Commerce Street.

As with all signals in the Project area and wider CBD network, the intersection phasing and times at this intersection will be optimised to maximise pedestrian safety and movement in balance with the overall outcome sought of minimising network congestion and delay.

The additional lane will require a new loop. This permanent traffic loop will be ‘cut in’, requiring saw cutting and closure of Commerce Street to traffic entering from Customs Street as a short duration (less than one day) discrete weekend event. Southbound buses on Commerce Street will still be able to use the intersection and service maintained by working west of the existing traffic lane. A night time closure of the intersection to complete these works is unlikely to be appropriate due to the noise of the saw cutting and its proximity to sensitive noise receivers, however, noise mitigation may be possible and this is addressed under the provisions of the Construction Noise and Vibration DWP for the Project.

4.7

Lines and Signs

4.7.1

Line Markings and Delineation

The long term nature of the Project construction works and traffic stages will require the use of painted line markings for delineation where possible.

Stick on tape type line markings will be used for footpath pedestrian guidance lines between the new Britomart station entry, the Northern Busway stops on lower Albert Street and the Ferry building, as well as on Fort Street. The use of this type of marking will allow it to be removed at the completion of works with minimum damage to existing footpath surfaces.

Keep clear markings will be installed across the westbound lanes of Quay Street at the entry to the public carpark located at 88 Quay Street (see also note on Figure 4.2).

4.7.2

Traffic Management Signs

The temporary traffic management signage required will be mounted on existing infrastructure (e.g. existing sign poles or streetlight columns) where possible, or ground mounted on semi-permanent mounts to reduce maintenance requirements and costs over the extended project duration. Exact sign placement will depend to some degree on local service location in relation to post foundations.

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4.8

Pavements

The footpath on Tyler Street between the CPO access and the road carriageway will be reinforced through the use of 100mm concrete overlays on top of plastic sheeting to protect the existing footpath surface. The edges of this overlay will be ramped to meet equitable access requirements and gradients for pedestrians.

A section of the kerbline along the southern side of Tyler Street will be changed to mountable kerb to aid in truck movements to and from the northern CPO site access and support area. This approach is preferred because: •

A temporary ramp in the gutter line from the road level over the existing kerb and then higher to atop the pavement protection overlay would intrude into the after-hours loading zone, making its use difficult (i.e. delivery trucks would be tilted into the adjacent lane); and

•

Construction of an angled formal industrial vehicle crossing would be potentially disruptive to underground utilities (requiring their lowering possibly to avoid damage) and create a possible trip hazard for pedestrians moving to and from the northern temporary station entry.

Details of the construction of the footpath widening and other streetscape changes are given in Appendix C.

4.9

Barriers and Hoardings

4.9.1

Barriers

The lower Queen Street trench will be surrounded by a concrete barrier system to minimise the likelihood of errant vehicles entering the excavation (notably from the northern side where general traffic may approach the site from the direction of Quay Street). Truck and other movement within the site will be protected within the worksite by an edge restraint system atop the barriers (required to meet the requirements of working at heights as well).

Concrete barriers will not be used (cones and barricades will be instead) for the streetscape or any service alteration works due to the relatively short duration and transient nature of those works, along with the need to withdraw the working area to ensure constant thoroughfare along Tyler Street and Galway Street (refer to section 4.3 of this DWP).

4.9.2

Hoardings

Work sites will be surrounded by hoardings to an overall height of approximately 1.8 m.

Hoardings used during Stage 1 of the Project, which will be located along the Commerce, Galway and Tyler Street frontages) will be designed in a way that takes suitable account of amenity and traffic issues. In subsequent Project stages, longer-term hoardings (which are located back from the traffic lanes and therefore do not pose a distraction or side friction effect to drivers) may include Project signage and information boards and signage promoting local businesses with potentially reduced passing trade opportunities. Hoarding signage will be developed by the DSBJV and City Rail Link Limited (CRLL) Communications team, in conjunction with the requirements of the Urban Design DWP and Social Impact and Business Disruption DWP. CRLL will engage with Cooper and Company on the design of any signage required in relation to the Britomart Precinct, as detailed in Section 6.3.2.3 of the Social Impact and Business Disruption DWP.

4.10

Hours of Work

Typical Project construction hours will be 7:00 am to 7:00 pm Monday to Saturday.

As noted in Section 4.1.2 of this DWP, the BTC designation conditions prohibit trucks larger than an 11.5m rigid truck using Tyler or Galway streets during the morning and afternoon peak traffic periods. On occasion, larger vehicles (such as semi-trailer low loaders) will be required to service the Transport Access and Parking Delivery Work Plan

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47 Project area outside normal business hours for the delivery of large excavators, piling rig and other machinery. This restriction will be included in the individual TMPs, enforced by the contractor and all Project staff, delivery drivers and sub-contractors advised accordingly during site induction, subcontract agreements and commissioning.

A number of discrete events will be needed for the installation of traffic management measures, the delivery of large plant to the site and minor alterations to signals at the intersection of Commerce / Customs Streets. These activities will be undertaken as weekend works when motorised and pedestrian traffic is significantly reduced. No night works are currently envisaged.

Each site access area will be attended by an MTC during operational hours to manage vehicle access, with a Project wide STMS available in accordance with normal practice.

4.11

Site Access

4.11.1

General

Access to the Project area will be undertaken with the aid of a MTC at each site access with STMS assistance.

Machine and truck access directly into the CPO will be via Tyler Street. The majority of spoil will be loaded from lower Queen Street directly on to trucks and transported off site. Galway Street will predominantly be used for material deliveries.

Pedestrians will be diverted away from conflict areas on Tyler Street and Galway Street during periods of truck movement.

Project related construction trucks and heavy traffic (including buses) will be banned from using Tyler Street and Galway Street east of Commerce Street (refer to Figure 4.6) . While the Project cannot ban general (non-Project related) truck use or private bus services (such as for local deliveries, private tourism bus companies or other construction projects) through general signage, this restriction will be enforced by the appointed Project contractor monitoring, driver instruction, staff induction (including for sub-contractors), sub-contractor agreements and conditions of TMP and resulting Work Access Permits. AT has notified NZBUS, AT bus subcontractors, of the heavy traffic ban via flyers providing updates on changes to traffic management (refer to Figure 4.6). This restriction is expected to be self-enforcing in large part due to the narrow nature of the streets beyond Commerce Street. The allowed haul routes for each site access confirm this and are described in Section 4.13 of this DWP.

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Figure 4.6: Notice provided to NZBUS, AT bus subcontractors, notifying bus drivers of heavy traffic ban on Galway and Tyler streets east of Commerce Street and Gore Street.

4.11.2

Residential Zoned Land and Educational Facilities

In addition to the local street network of Tyler, Galway and Commerce streets surrounding the Project area, Project construction traffic will access the site using the regional arterial network and other roads nominated in CRL designation Condition 25.3. Specifically, CRL designation Condition 25.3(d) requires consideration of additional controls to manage potential adverse effects from construction traffic where it passes through residentially zoned land and past education facilities. The haul routes nominated in this DWP (refer to Section 4.13) do not include roads through residentially zoned areas (as distinct from residentially occupied) as defined in the Auckland Council District Plan Transport Access and Parking Delivery Work Plan

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49 (ACDP)(Central Area Section) (refer to Figure 4.6). Accordingly, additional controls on construction traffic access are not required in this regard. Regular consultation and fore-warning of changes to traffic controls will be provided to all stakeholders in the Project area (not just limited to residential and educational facilities) and the wider community through the normal Project communication measures (refer to the Project Communication and Consultation Plan for further detail on these measures).

The nearest educational facility to the Project is the New Zealand Maritime School located at 132-138 Quay Street, which is located on part of the regional arterial network. The users of this school are relatively small in number and indistinguishable from other users of local offices/properties.

Accordingly, additional controls are not required in this regard to manage construction traffic in the vicinity of this facility.

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Figure 4.7: CBD Residential Zoned Land (ACDP (Central Area Section) Planning Map Part 14.1)

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4.11.3

Galway Street Site Access

As shown in Figure 4.7, material deliveries to the Galway Street construction/storage area (CSA A) will occur from the current footpath area next to the road corridor. Cones will be placed next to the kerb to separate the unloading operation from drivers and pedestrians.

Vehicle movements will not be impeded although there will be some local constriction of pedestrian movements immediately adjacent to the material delivery area (the southern footpath and crossings to the east and at the loading zone will however be available to users at this time) and traffic flows are noted as very low.

A shared zone has been installed in Galway Street in March 2016 which means pedestrians have priority and can cross at any point. The previously installed zebra crossing at the Commerce Street junction has been retained at the edge of the shared zone, while the previous mid-block zebra crossing has been removed as it is redundant. It is noted that pedestrians will be encouraged to approach the temporary station entry from the direction of Commerce Street or use the western entry to the station at Takutai Square, and thus reduce demand on this movement and control.

Vehicles delivering smaller items will park on the footpath adjacent to the CPO and unload directly into the storage area. Vehicles delivering larger items will need to park on part of the carriageway and crane the materials into the storage area. To retain access to Galway Street when larger items are being delivered, DSBJV and CRLL will co-ordinate delivery times to ensure sufficient space is provided for vehicles to safely pass delivery vehicles.

Temporary full width road closures of Galway Street running between the eastern façade of the CPO and Commerce Street will be limited to no more than 10 closures per annum as required by BTC designation condition 24.5.

4.11.4

Tyler Street Site Access

A shared zone has been installed in Tyler Street in March 2016 which means pedestrians get priority and can cross at any point. The previously installed zebra crossing at the edge of the shared zone at the junction with Commerce Street has been retained. A number of temporary footpath closures on Tyler Street will be necessary for the transport of construction machinery into the CPO. To reduce disruption to pedestrians, these closures will generally take place between 5:00 am and 7:00 am where permitted by the designation conditions. During these footpath closures, pedestrian and vehicle access to private properties on Tyler Street will be maintained as shown in Figure 4.7.

Access into the CPO will be via reverse manoeuvring. Access to the western station entry will be restricted at times while the footpaths adjacent to the CPO are closed for construction truck access to the CPO and associated contractor areas. During this time pedestrian and cyclist access to the Britomart station will be maintained through diversion of pedestrians to temporary crossing points on Tyler and Galway Streets and use of alternate entries.

Vehicle access will be maintained as driveway entrances into the CPO will only take place during gaps in traffic. The volume of traffic on Tyler Street is very low so there will be large gaps and driveway entrances can take place without causing any delay. One MTC will be assigned to find gaps in traffic to avoid closure of the street, a second MTC will guide the truck driver, and a third MTC will close the footpath with expandable barriers.

Temporary full width road closures of Tyler Street running between the eastern façade of the CPO and Commerce Street will be limited to no more than 10 closures per annum as required by BTC designation condition 24.5.

4.11.5

Lower Queen Street Site Access

In Stage 3, there will be two accesses into the trench site – the main entry will be via a reversing movement from Tyler Street to the north of the trench, while the auxiliary entrance will involve a Transport Access and Parking Delivery Work Plan

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52 direct entry from the south of the trench (if required). Entries and exits into the work site will again be controlled by using MTC. Vehicle access on Galway Street and Tyler Street will not be impeded as there is sufficient space for a truck to reverse into the site without blocking traffic.

4.11.6

Access during Canopy Removals

Temporary partial closures of Galway Street and Tyler Street are required to provide space for a crane to park on the shoulder. Footpaths under the canopies will need to be closed, with pedestrians diverted to the other side of the road for safety as there is a potential fall zone under the canopy roofs. The canopies will be removed in stages to retain pedestrian access into the Britomart station.

When the Tyler Street canopies are removed, no works will be undertaken on Galway Street and vice versa. Vehicle access to Galway Street and Tyler Street will be maintained, although the carriageway will be narrowed to provide a safety zone adjacent to the canopy removals.

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54 Figure 4.8: Project area and Adjacent Property Access

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4.12

Property Access

4.12.1

General

Pedestrian and cycle access to buildings adjacent to the Project area will be maintained at all times.

The majority of streetscape elements will be built without the need for closures. The following streetscape elements will require the works across the road to be done in two halves so that traffic flow can be maintained or as weekend closures: •

Raised speed table and zebra crossing on Galway Street at Commerce Street junction;

•

Mid-block zebra crossing on Galway Street;

•

Mid-block signalised pedestrian crossing on Commerce Street; and

•

Zebra crossing on Tyler Street at Commerce Street junction.

•

Tyler Street and Galway Street shared zone implementation

These streetscape elements will be completed with short term closures outside business hours to minimise disruption to neighbouring businesses. The closures will only be required between the eastern façade of the CPO and Commerce Street for both streets. 72 hours’ notice will be provided to the affected parties when these planned closures exceed three hours in length, and vehicles will be detoured around the worksite via Customs Street or Quay Street. For closures of less than three hours, at least 48 hours prior notice will be given. The ducting for the Commerce Street crossing will be installed as a discrete weekend event with single lane, alternating flow arrangement.

The footpath extensions on Galway Street can be completed without full carriageway closures, while works on Commerce Street may require partial or one way closures. This can be achieved by reducing the speed limit to 30kph and applying minimum lane widths of 2.75m plus 0.3 m shyline against barriers consistent with CoPTTM (this speed is self-enforcing due to the tight geometry).

Pedestrian safety and movements will be maintained by diverting pedestrians to the other side of the road and use of the existing station entry on lower Queen Street. On-street parking and loading in adjacent to the footpath widening will be temporarily prevented with the remaining long term alternate sites installed prior to the footpath widening.

4.12.2

Alternative Parking Arrangements

Where vehicular parking access to properties cannot be provided during discrete events, alternative parking for the residents, staff and clients of adjacent buildings will be provided at the following nearby locations if required during the closures of Tyler and Galway streets: •

Downtown Car Park (approximately 500 metres or 6 minutes’ walk); and

•

Britomart Car Park (approximately 350 metres or 4 minutes’ walk).

The Project will lease a number of car parks at either of these locations, and an assigned car park will be offered to the affected business at one of these locations for use during closures exceeding three hours.

AT will also allow the use of some of the bus stop located outside 2 Queen Street and 152 Quay Street for short-term parking and as a loading zone. This will be returned to PT use at the end of the Project.

4.12.3

Alternative Transport Arrangements

Residents or tenants of buildings within or adjacent to the Project area will be informed well in advance of events, such as temporary road closures, in order to allow suitable travel arrangements

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56 to be made. Despite, this, should residents/tenants have urgent travel requirements and be unexpectedly ‘blocked in’ as the result of a temporary closure, taxi vouchers will be provided to these residents by the Project team through the contractor’s nominated Traffic Complaints Manager (refer to Section 8.2 of this DWP for details) or the Site Manager. It is a clear expectation of the Project team that residents/tenants will be provided with greater notice than the 48 or 72 hour periods (outlined in the designation conditions) of these planned, discrete events in order to allow for alternative arrangements to be made beforehand.

Rental cars were considered, however the closest rental facilities are located on Beach Road, which is approximately 10 minutes’ walk away.

4.12.4

21 Queen Street service access

Although not directly impacted by this Project, it is noted that CRL designation Condition (27.2(c)(iv)) requires the provision of alternative parking for Zurich House (21 Queen Street) when the building’s current vehicle access off lower Albert Street is closed as part of the wider CRL enabling works (the Albert Street cut and cover works and the Downtown Shopping Centre (Commercial Bay) development). The existing on-street loading zones on each side of Queen Street immediately north of Customs Street and on the northern side of Customs Street immediately east of lower Queen Street will be available for the use of 21 Queen Street service vehicles.

An on-street loading zone is not possible on lower Albert Street due to the construction compound and support areas for the Albert Street cut and cover tunnel and Downtown Shopping Centre redevelopment requiring the entire road frontage for safe operation and set down. Customs Street kerbside space is occupied by the Albert Street tunnel compound and Downtown Shopping Centre redevelopment loading area on the northern side of the road; and elsewhere in the adjoining blocks for bus stops. The kerbside space on lower Queen Street between Galway Street (and the tunnel works) and Customs Street may be required for site access for the Downtown Shopping Centre redevelopment and is also to be the site of activation measures by Auckland Council to ensure its ongoing vitality during the construction period and encourage foot traffic to the local area.

It is noted that it is not possible to dedicate an on-street facility (e.g. loading zone or parking) to a private party under AT policy.

4.13

Construction Traffic Routes

Access is required to the Project area from the motorway network and wherever possible by the arterial network with high amenity areas avoided as far as practical. Furthermore, the travelled distance on the CBD road network has sought to be minimised. As shown in Figure 4.13, the Project construction access routes have been set to minimise coinciding with those to be used for the Downtown Shopping Centre redevelopment or Albert Street construction traffic, and to avoid large associated concentrations of traffic where possible. Secondary routes have been identified to allow for alternative paths in the event of a traffic incident and to enable AT to manage congestion on a network basis.

Figure 4.9 to Figure 4.12 outline the site access routes for each construction stage.

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Figure 4.9: Stage 1 - Access into Project area (Map source: Auckland Council GIS)

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Figure 4.10: Stage 2 - Access into Project area (Map source: Auckland Council GIS)

Figure 4.11: Stage 3 - Access into Project area (Map source: Auckland Council GIS)

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Figure 4.12: Stage 4 - Access into Project area (Map source: Auckland Council GIS)

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Figure 4.13: Primary and secondary construction traffic routes to and from the motorway system using the arterial network (Map source: Open Street Map)

4.14

Sediment Management

Manual vehicle cleaning will occur on the hardstand areas within the site before the departure of each truck from the Project area. All water and sediment from the site will be managed in accordance with the provisions of the Project Erosion and Sediment Control Plan. Road sweeping will be undertaken as a discrete activity, where necessary, and will require a rolling closure. Where possible this activity will be undertaken outside peak traffic periods in order to minimise disruption.

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61 However, immediate cleaning may be required occasionally to comply with other consent conditions.

4.15

Public Transport (Bus) Prioritisation

To mitigate the impacts of the Project on the bus network and generate mode shift from single occupant vehicles (by making bus travel quicker and more reliable), AT has developed a programme of network changes and bus priority measures to ensure that the majority of people can still move in, around, and out of the CBD. Wherever possible, the bus priority changes proposed are aligned with the future New Network bus routes for the central area. In effect, the Project is bringing forward parts of the New Network changes within the CBD in order to mitigate the impacts of the works. The changes will take place in two phases: Phase 1 – new bus lanes, bus stops and shelters, and proposed bus parking on: •

Wyndham Street

•

Wakefield Street

•

Fanshawe Street and Halsey Street

•

Wellesley Street

•

Victoria Street

•

Hobson Street

•

Albert Street and Mayoral Drive.

Phase 2 – new bus routing and bus stops on: •

Queen Street

•

Customs Street/ Beach Road

•

Britomart and the surrounding road network.

The Phase 1 works have been designed, and subsequently approved through the Traffic Controls Committee (TCC) by resolution and have been operating since mid-October 2015.

The ‘Go Live’ date for Phase 1 of the bus route changes was 18 October 2015 and the Phase 2 works and changes became operational on 17 April 2016. These dates were selected so that the bus changes are in place for 2-3 weeks before the major construction activity associated disruption occurs and patrons are used to the new arrangements.

The alterations address and resolve changes to on-street parking and service kerbside space allocations as well as bus stops. These have also been developed and resolved with the proposed stormwater realignment and cut and cover tunnel works in mind.

Schematics of the bus network changes are included in Appendix K including current and proposed bus networks.

Further engagement with AT, as part of the annual update, has identified a number of updates, issues and possible future changes, which have been documented below: • • •

An additional bus layover has been installed by the HSBC building on Quay Street AT are in the process of extending the eastbound bus lane on Quay Street to 24 hour operations. This will require moving some kerbside parking between Gore Street and Britomart Place AT is undertaking investigations to install a bus stop near Queens Wharf for the Duck bus

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62 • •

4.16

The Hop on-Hop off Double Decker bus was moved to Lower Hobson Street due to the Quay Street cycleway project. The bus stop needs to be moved again due to another cycleway scheme and AT is investigating possible locations in the CBD. AT noted that new construction sites on Customs Street West have reduced the available bus layover space reducing operational resilience.

Active Transport Prioritisation

The designation conditions require traffic management measures to be implemented to ensure that pedestrian and cycle access to private property is retained at all times. The conditions require the prioritisation (safety and efficiency) of pedestrians and specify desirable treatments to enhance cycling conditions at the intersections affected by the Project (as far as practically possible). Key aims of this requirement are considered to be maintaining the vitality of the local area, encouraging the reduction of single occupant vehicles, and achieving mode shift to reduce traffic demand and congestion.

4.16.1

Pedestrian measures

The following specific measures will be implemented to prioritise or otherwise improve the amenity, safety and capacity of the pedestrian environment: •

Pedestrians will be encouraged to use the new BTC station entrance via Quay Street – Commerce Street and Fort Street – Commerce Street or Customs Street – Commerce Street or the Takutai Square entrance to reduce pedestrian load on Galway Street. Wayfinding signs will be installed at key decision points (see Figure 4.14) on the major approach routes and between transport modes to advertise the location of the new entrance. This section of Tyler Street and Galway Street adjacent to the BTC (between Lower Queen Street and Commerce Street) have been amended to shared zones, reflecting high pedestrian volumes and low traffic volumes and speed.

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Figure 4.14: Wayfinding routes and primary sign locations

•

A new station entrance will be built with an 8.0 metre wide pedestrian entrance on Galway Street and Commerce Street, and a 4.0 metre wide pedestrian entrance on Tyler Street. These entrances were found to be sufficiently wide to accommodate pedestrian demands.

•

A new signalised pedestrian crossing will be built on Commerce Street opposite the entrance to the new station where none existed previously.

•

A 5 metre wide pedestrian footbridge will be constructed over the construction trench site on lower Queen Street. This will maintain connectivity and protect pedestrians from falling into the trench.

4.16.2

Cyclist measures

The following specific measures will be implemented to prioritise or otherwise improve the amenity, safety and capacity of the cycling environment (refer Figure 4.15): •

Cyclists will be encouraged towards the Beach Road Cycleway and the new Quay Street Cycleway once this is operational.

•

Cyclists who are heading to the Britomart station will be encouraged to use the new station entrance on Commerce Street or the Takutai Square entrance with wayfinding signs similar to those for pedestrians. Lifts will remain in operation during construction at both the new station and Takutai Square. Bike parking will be retained at the corner of Tyler Street and Commerce Street.

•

Cyclists who are heading to the Britomart station will be encouraged to dismount and use the western footpath to access Britomart Station from the direction of Quay Street through the installation of signage.

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64 •

Cyclists will be required to dismount and walk where a safe environment for cycling cannot be provided, for instance on the pedestrian footbridge over lower Queen Street. This will be notified through the installation of appropriate signage.

Figure 4.15: Cyclist detour destinations

4.17

Travel Demand Management

AT are undertaking a CBD wide TDM campaign and suite of interventions with the aspiration of reducing SOV trips by approximately 4000 trips (approximately 10-15% of demand) in the peak traffic periods. Achievement of this goal will reduce congestion (i.e. travel time improvements) normally associated with school and other holiday periods.

This work is being undertaken separate to this Project by AT’s TD Unit and is being driven by both the CRL enabling works and the large number of public and private developments occurring concurrently within the CBD. The TD campaign consists of a range of interventions which include measures such as the bus priority works described in this DWP, increased PT capacity (all modes), CBD wide active transport infrastructure improvements, and information campaigns. An overview of the campaign supplied by the AT TD Unit is presented as Appendix I. The physical and information supply tasks of this campaign along with early communications messaging have already commenced at the time of preparing this DWP; and include information sessions at major buildings and the installation of bus priority lanes for the Phase 1 bus changes. The TDM changes started with the amended bus network changes for Bus Phase 1 becoming operational on Sunday 18 October 2015. The activities of the wider TDM campaign will continue throughout the duration of the CRL project with particular effort preceding major events such as the start of this Project and the start of the main cut and cover tunnel works.

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65 This Project will contribute to the overall CBD TDM effort through the pedestrian priority and cycle measures described in Section 4.16 of this DWP, the Workforce TDM measures described in Section 2.4.3 of this DWP, and wider CRL communications measures described in Section 5.3 of the CEMP. The Project will benefit from the implementation of the TDM campaign and associated infrastructure through reduced traffic demand on the CBD network and resulting mitigation of traffic congestion. Sensitivity modelling of the effects of SOV trip suppression was explored in early modelling of the CRL Albert Street stormwater main realignment works which overlap (see the modelling report prepared by Flow Transportation Specialists presented in Appendix H). This modelling suggested overall network travel time benefits of 12% with a 5% reduction in SOV (i.e. general traffic) volumes as a result of TDM measures. It was noted that this network figure hides local network effects such as on the critical arterial road corridors identified in the NoR for the CRL designations for specific monitoring. However, the sensitivity testing at a route level does indicate mitigation of travel time increases, particularly at the sought trip suppression 7rates of 10-15%.

4.18

Planned Mitigation measures

The planned network congestion mitigation measures included in this DWP and assessed in the modelling include: •

The planned public transport prioritisation (bus priority) measures described in Section 4.15 and detailed for the Phase 1 changes in Appendix K.

•

Active transport prioritisation as detailed in Section 4.16.

•

The management and interaction of traffic measures across the city has been allocated to the established Traffic Operations Plan group jointly run by AT and NZTA. This group is responsible for the management of temporary works and traffic incidents (i.e. planned and unplanned traffic congestion management) on a One System basis. This tactical level group is overseen at a higher level by a strategic steering group of senior managers form each organisation with allocated decision making delegated authority.

•

Undertaking a TDM campaign as described in this DWP. This campaign being run by AT aims to reduce single occupant vehicle trips in the morning commuting peak by approximately 4,000 trips. This will be achieved by simultaneously implementing a combination of initiatives including encouraging people to change the time they travel, work from home occasionally, and change mode from single occupant car trips to walking, cycling, bus, train, ferry and carpooling; and supported by increased public transport capacity. Additional information is provided in Appendix I.

•

Banning the WBD right turn from Victoria Street into Federal Street to prevent blockage of the following through traffic in the absence of a passing opportunity

•

Banning the inter-peak filtered right turn movement from Albert Street (north) into Swanson Street (west) to prevent blockage of the road to following traffic on Albert Street.

•

The methodology of the Watercare project for Wynyard Quarter stormwater upgrades involving pipe works in Halsey Street (Fanshawe Street to Victoria Street) has been altered to avoid closure of this link through the use of trenchless installation (i.e. pipe jacking) and resulting increase in traffic congestion in the city and around the stormwater main realignment work sites (especially the Victoria Street and Wellesley Street corridors).

•

The Quay Street cycleway project scope and programme has been adjusted so that the interim cycleway construction works will be completed and operational before the start of the CRL

7 Note that ‘trip suppression’ in modelling terms refers to the reduction in general traffic (e.g. private car) trips and not a

suppression of journeys by people to and from work, entertainment and educational activities (and which are taken up by other modes such as walking, cycling, bus and other PT use).

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66 main cut and cover tunnel works (and associated congestion). In addition, the interim cycleway will be off-road at the intersection with lower Hobson Street and between the lower Queen Street and Commerce Street intersections, allowing for retention of the turn pockets to improve through traffic conditions and minimise blockage potential. The tunnel works at the Albert Street and Customs Street intersection will reduce overall network east-west capacity and result in traffic diversion to parallel routes, including Victoria Street, Wellesley Street and the Quay Street corridor. During the peak periods, the capacity of the latter corridor should be maximised (i.e. construction activity requiring further lane closures should be avoided) in order to mitigate congestion around the stormwater main realignment work sites. The change in programme and scope does this to the benefit of the Project.

•

4.19

The right-turn into lower Queen Street from Quay Street will be banned for construction traffic in the evening traffic peak period to minimise the occurrence and length of this phase to maximise east-west movement capacity.

Potential further mitigation measures

Additional network changes and general traffic management which might be included: •

Removing the right turn from Wellesley Street east into Albert Street north to reduce the number of phases and allow reallocation of green time to the cross town through route. This option was included in the original modelling undertaken by Flow Transportation Specialists (Rev 0) but was not adopted or assessed in the revised (Rev 1) modelling to meet community connectivity expectations (refer to Appendix G and H). The comparison between the two modelling revisions however suggests that this intervention could relieve congestion on the Wellesley corridor by as much as 60-100 seconds in the critical evening peak. This high value option could be installed at very short notice simply through the installation of no right turn signage, without the need for alteration of signal plant or software change.

•

Banning the right turn from Wellesley Street (west) into Mayoral Drive and thereby reducing the cycle by one phase allowing green time reallocation. This may place excessive pressure on the Victoria Street corridor through traffic displacement. Further modelling of the wider network effects of this proposal would be required before implementation. Minor changes to signal plant (i.e. covering of the right turn arrow aspects) and signal controller software would be needed.

•

Permitting the SBD right turn movement into Swanson Street (west) from Albert Street, which would potentially relieve pressure on the right turn movements into Victoria Street and Wellesley Street, or allow one of these right turns to be banned. This would allow reallocation of green time to one or both of these more congested cross-town routes at the Albert Street intersections. This intervention could only be undertaken while the Swanson shaft work site for the CRL Albert Street stormwater main realignment project is not in place (in the early stages of this Project).

•

Allowing the right turn from Albert Street into Victoria Street (east) and then removing the right turn from Albert Street into Wellesley Street (east) – Wellesley Street is under more pressure than the Victoria corridor and serves an arguably higher strategic function in being one of two bus priority corridors (the other being Fanshawe / Customs Streets). As a result both general traffic and buses in Wellesley Street may benefit from travel time reductions.

This intervention has not been investigated to date.

•

Encourage peak spreading through a campaign to stagger work start times in different precincts of the CBD and thus relieve traffic demand and congestion as well as space on public transport. This technique has been employed with some success overseas (e.g. Brisbane) and could be suggested to the AT TD Unit if required. For example the Wynyard Quarter area and west of Albert Street businesses could be encouraged to start at 7am, those between Albert Street and Anzac Avenue at 8am and those east of Anzac Avenue at 9am.

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67 •

The displacement of through traffic onto the motorway network and localised congestion associated with weave and merge manoeuvres on the NBD lanes near the Fanshawe Street and Wellington Street on-ramps is expected to result in significant diversion of NBD traffic to the Grafton Gully on-ramps, which can experience severe congestion at times. This may result in travel time increases and trip reliability issues for traffic accessing the port and motorway network on the eastern side of the CBD due to queue back onto Stanley Street and affect the Southern Motorway access. A principal reason for this flow breakdown and resulting congestion is the uncontrolled weave between access roads and on-ramps to the respective motorways at the head of the gully. By ramp metering the access to the Northern and Northwestern motorways, this weave could be controlled and the effects minimised or avoided. It is understood that this and related measures are being considered for early investigation and pre-planning (including potentially the pre-installation of communication ducts which can take an extended period and might delay a more timely response) jointly by AT and NZTA, but that this activity has not commenced.

•

The displacement of through traffic from the CBD onto the motorway ring (which is the intended function of this infrastructure) may require increased ramp metering management across the wider motorway network. It is understood that investigation into this and related measures is being considered for early investigation and pre-planning jointly by AT and NZTA, but that this has not yet commenced.

•

Potential congestion associated with additional traffic using the motorway in the critical NBD section could be addressed through closure of the Wellington Street on-ramp (at least to general traffic with buses from Wellesley Street being diverted to use it). This would potentially remove flow breakdown associated with the merge and weave associated with densely packed on and off ramps. This change would likely result in additional use of the Curran Street on-ramp, involving some loss of amenity to residents of that area (although intended and made possible by infrastructure). It is understood that this and related measures are being considered for early investigation and pre-planning jointly by AT and NZTA, but that this has not yet commenced.

•

Adoption of signal pre-emption and phase extension technology such as PTIPS using predetection to actively prioritise bus movements (albeit at some cost to general traffic). This approach is central to BRT and LRT operations on surface road corridors. It may have the added benefit of attracting more mode shift through reliability gains as well as travel time savings. This measure has wider network and technology implications and has not been investigated to date.

•

The retention of the kerbside lanes on Albert Street at the Victoria Street and Wellesley Street intersections. This would require the banning of the left-turn movements for the entire duration of this Project as they are not geometrically possible from that position into the narrow side road receiving lanes. This intervention would increase throughput on the Albert Street approaches allowing green time reallocation to the congested crossroads but would alter CBD and local property connectivity. It would however also require a significant reorganisation of the bus network in the case of the Wellesley Street turn. While relatively easy to implement, this measure has not been investigated in detail to date and would involve long term changes to property access and connectivity (perhaps not anticipated by the resource consent).

•

Northbound through traffic could be banned at the intersection of Albert Street and Customs Street in order to reduce traffic demand on Quay Street.

•

Place signs for the southern approach of lower Queen / Quay Street and western approach of the Commerce / Galway intersections stating “local traffic only”. This will help to reduce traffic volumes turning into the Britomart Precinct area.

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68 •

Construction traffic management by restricting deliveries/ spoil removal during peak hours for the project and encouraging light vehicles leaving the work site to avoid critical intersections (such as Commerce Street / Customs Street).

•

Upon commencement of construction, if unforeseen local traffic issues arise, the Project team will contact the Project traffic specialist to assess and determine appropriate traffic management measures to be implemented to resolve such issues in conjunction with the CBD Tactical Operations Plan group (see section 8.4 of this DWP).

4.20

Contingency Planning

4.20.1

General procedures

If there is a major safety incident or traffic crash on or around the Project site, staff will abide by the generic procedures described in the TMP full form pro-forma 8. The major aspects of these requirements are not to interfere with the scene of an accident involving serious harm other than to prevent further harm, and provide assistance to the emergency services at their direction.

Should the entry of vehicles to site cause excessive delay to following traffic (i.e. more than normally associated with use of a driveway on the roads around the Project and as defined in CoPTTM as being five minutes in duration), the MTC shall cease the site access manoeuvre (i.e. return the vehicle to a position clear of through traffic) until the localised queuing has eased.

4.20.2

Emergency vehicle access

Fire tender appliances will be able access the CPO and the Lower Queen Street work sites as normal.

Fire service aerial tenders require 5.5 metres of carriageway width to deploy their outriggers for full boom use. The narrowed lanes on Galway Street and Tyler Street may push the outriggers onto the footpath where there is a possibility of collapse due to underground services beneath the high point loads. To mitigate this, the fire service will be advised (though prior consultation and the CAR process) to partially mount the kerb before deploying outriggers to ensure they use the existing carriageway beneath the footpath overlay. These changes will be included in the building incident plans to be prepared and enacted by the fire service. The safe area to deploy outriggers will be clearly marked on the footpath widening.

4.20.3

Adjacent building evacuation

The footpaths adjacent to the work sites will be unchanged or narrowed from their present conditions, and therefore there will be no impact on the existing adjacent building evacuation procedures or paths (as no pedestrians should be entering the live traffic lanes in the existing condition).

As such, no specific footpath management measures are proposed beyond the following: •

The Project Manager and relevant site supervisor will be advised of the incident and the potential interruption of construction operations or site closure, and the emergency services advised as appropriate.

•

The site MTC or STMS will move to the footpath to discourage pedestrians from entering the relevant end of the affected footpath ‘corridor’. The public will be encouraged to use the designated informal or formal crossings at each end of the worksites in the normal way to

8 This is the standard CoPTTM document detailing the TMP details for an individual TMP application; and includes details of

the road environment, proposed traffic management measures, activities and timings, contingency planning, EED decisions, communications planning, monitoring and records, key staff contact details, and RCA approval – essentially the contents of this TTMP focussed on individual TMPs and including key staff contacts

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69 avoid the affected footpath corridor. The TC / STMS may be helped in this by other staff members at the direction of the site supervisor. It should be noted that no Project staff member has any power to prevent those intent on passing through the area from using the footpath or evacuating a building.

•

The TC / STMS must stay near the site access to ensure its continuing safe operation and diversion of construction traffic as appropriate.

•

If the work site is affected by the incident and site closure is requested or appropriate for workforce safety, the project staff will make the worksite safe and evacuate to a designated assembly point using footpaths and designated crossings, as nominated in the site specific safety plan. The site supervisor or representative will withdraw to a nearby safe location to liaise with emergency services.

•

Project staff will defer to the emergency services on their arrival.

4.21

Alternative Transport Solutions

Minimisation of spoil and truck movements have been considered during the development of the Project construction methodology. A number of alternative transport solutions have also been investigated with the aim of reducing construction traffic generation.

4.21.1

Pre-Fabrication and Rail Deliveries

Large items such as the new escalators for the temporary station connecting B2 and B1 will be brought in by rail. Pre-fabrication and offsite construction will also be employed extensively to reduce the amount of waste generated on site.

4.21.2

Alternative Transport Assessment

Alternative transport solutions have been investigated with the aim of reducing truck movements on the network as described in Table 4.2.

Table 4.2:

Alternative transport assessments

Alternative Options

Description

Transport and remove all materials by rail

Transporting materials by rail would remove a significant portion of heavy vehicle trips through the city. However the increase in rail demand would disrupt passenger train services at Britomart, ultimately resulting in a risk that patronage numbers would fall and fail to meet the targets for funding.

The double handling of materials and the need for additional dust, sediment, contaminants, and water controls (and risks) both on and offsite result in this option being considered infeasible.

Remove spoil by conveyor belt and barge

A conveyor belt could be constructed along lower Queen Street to transport spoil to barges in the harbour. This would remove vehicles carrying excavation spoil from the network; however delivery of materials will still need to be transported by truck.

This option is not considered feasible as the conveyor belt will need to be enclosed and the spoil dampened to reduce dust. Additional double handling and de-watering of the spoil will be required at the dump site along with containment and treatment of discharges at the barge loading and unloading points. The conveyor belt would also need to be built over Quay Street, creating additional traffic

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70 Alternative Options

Description management requirements and imposing additional consenting and cost impacts to the project.

In summary, transportation of spoil and the majority of materials by road is the best method for environmental protection and cost even though the additional truck traffic is likely to cause increases in congestion and delay to the Auckland CBD road network.

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5

Assessment of Traffic Effects

5.1

General Approach

An assessment of indicative traffic effects for the Project has been based on traffic modelling using the following approach: •

The modelling has used the existing, approved 2021 Auckland City Centre SATURN model for the AM, daytime Interpeak and PM peak periods. This model was used for the ITA supporting the CRL designation NoR and is the most suitable available for the preparation of this DWP. The modelling identifies the scale of impact to travel times on the nominated routes under each scenario by comparison to the modelled base case scenario.

•

Known network changes have been based upon changes in the public transport network and construction phasing which have then been applied in the model to approximate changes in network capacity and operation.

•

Model outputs have been extracted to provide an aggregate network view of the impacts and specific corridor measures to meet consent conditions.

Several rounds of traffic modelling have been completed for the overall CRL enabling works (i.e. including the various enabling works packages). Appendix G details the latest modelling covering the duration of this Project and the Albert Street CRL cut and cover works, with early modelling detailed in the Technical Note (dated 31st July 2015, by Flow Transportation Specialists) attached in Appendix H 9.

The modelling has been updated to assess the effects of the developed construction methodology cumulatively with other major projects in the CBD. The CBD is currently a very dynamic environment with many major private and public projects proposed and developing since the ITA was prepared.

These projects either directly change the road network or generate significant construction traffic and have been incorporated with the best and most recent knowledge available. The consenting of further projects or confirmation of construction programmes may add further congestion to the network and effect travel times observed throughout the duration of the Project.

As with all traffic modelling, the redistribution of traffic and resulting travel time changes implicitly assumes perfect knowledge of drivers as to the most efficient path between points. Practically this is considered to occur after a settling period of 1-2 weeks following any major traffic layout or operational change during which monitoring may yield misleading results.

The modelling does not directly allow for mode shift or ‘trip suppression’ but rather shows the impact of accommodating the current traffic demands. The beneficial impact of this on network travel times (as a result of TDM) has been explored through sensitivity testing of traffic movements within the CBD (excluding reductions in traffic passing through the model with origins and destinations outside the CBD), and is discussed Appendix G. The modelling also does not allow for peak spreading of traffic demands i.e. that people will undertake their journeys earlier or later than the nominal two hour peak period modelled, thus reducing traffic volumes and the congestion experienced. Again, the model assesses impacts of current traffic demand levels with the imposed network changes.

This assessment without reduction of traffic volumes as a result of mode shift or peak spreading is considered to be conservative and appropriate for the consideration of the impacts of the 9 Note that the initial modelling described in Appendix O accidentally included a Barnes Dance phase at the Victoria /

Albert intersection in the basecase scenario. This addition decreased the performance of this intersection and the wider basecase network performance as a hole with the result that the comparisons of the tested options under-estimate the scale of forecast travel time increases somewhat.

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72 cumulative travel time and traffic effects of the Project works in conjunction with those of other projects.

5.2

Traffic Operation Tests

Five main scenarios were tested as described in the main CRL works modelling report attached as Appendix G. In summary: Tests 4d-6a consider different side road closure scenarios along Albert Street during the installation phases, the Wolfe Street diversion and with all the stormwater main diversion pipe-jacking shafts in place with varying levels of construction traffic from different projects and the Tyler Street reversal required for the Britomart works coming into effect in Test 6a.

Test 7 has the trench installation and Customs / Albert intersection works complete and associated excavation traffic but has only the Victoria Main pipe-jacking shaft in place. The Barnes Dance at Wellesley / Albert is removed.

Test 8 is similar to Test 7 but has Victoria Street back to normal configuration (i.e. the shaft removed and the Barnes Dance removed).

•

All of the tests include the revised Quay Street layout and right turn restriction into Lower Queen for construction trucks during the evening peak traffic period. Construction traffic generation for various projects, taken from consenting documents and more recent planning along with plots of their assumed haul routes, are included in the modelling report given in Appendix G. The configuration and phasing of amended intersections is also presented in this report.

5.3

Traffic Modelling Summary

5.3.1

Network wide statistics

Network statistics provide a comparative base from which to understand how changes impact on overall travel. Network travel times and distances for each scenario have been extracted for general traffic, construction trucks and buses. Increases in person hours travelled indicate increased congestion or that people are taking a different route and travelling further. Increases in the total kilometres travelled indicate that people are changing routes to avoid congestion.

Little weight should be given to the absolute values presented in Table 5.1 and Table 5.2 as the total travel times and distances are largely dependent on the size of the network modelled. The statistics, however, provide an indicative measure of the potential disruption to traffic caused by each modelled scenario, relative to each other.

Table 5.1 shows the network wide travel times and travel distances for the modelled scenarios for general traffic. These summary statistics are compared to the revised Rev1 Base Case. The travel time and travel distance presented are in the same format as Rev1 outputs. Travel times in personhours are calculated by using 1.2 persons per vehicle and bus occupancy of 30 people. This provides consistency with earlier reports.

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73 Table 5.1:

Summary statistics – General traffic

C2 SP1

Rev 1 Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Travel Time (person-hours) Morning Peak

8,960

10,080 (+1,120)

10,290 (+1,330)

10,370 (+1,410)

10,000 (+1,040)

9,340 (+390)

Interpeak

(+1,120)

6,220 (+580)

6,790 (+1,160)

6,510 (+870)

6,340 (+710)

6,020 (+380)

Evening Peak

(+1,330)

17,920 (+3,230)

18,380 (+3,690)

18,450 (+3,760)

17,730 (+3,040)

17,040 (+2,350)

Travel Distance (vehicle-km) Morning Peak

177,380

179,750 (+2,370)

180,220 (+2,840)

181,170 (+3,790)

180,170 (+2,790)

179,280 (+1,900)

Interpeak

144,910

147,630 (+2,730)

147,790 (+2,880)

149,040 (+4,130)

148,350 (+3,440)

147,470 (+2,570)

Evening Peak

195,600

200,500 (+4,900)

200,840 (+5,240)

201,830 (+6,230)

200,200 (+4,600)

199,350 (+3,750)

All scenarios are predicted to show large cumulative impacts on the general traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. No improvement in travel times is predicted due to the reduction of Albert Street north and south approach to single lanes. Scenario 5 and 6 are predicted to result in a relatively large increase in travel time which represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street.

Scenario 7 and 8 performs better when compared to Scenarios 5 and 6 as they represent the period where piling, the Customs / Albert intersection road deck and the stormwater main diversion are complete.

All scenarios are predicted to result in longer travel distances for the network as a whole when compared to the Rev1 Base Case. Scenario 5 and 6 are predicted to result in a relatively large increase in travel distance that represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 8 results in the lowest increase in travel distance as they represent the period where piling is complete.

Table 5.2 shows the network wide travel times and travel distances for the modelled scenarios, for buses and construction trucks. All scenarios are predicted to have large cumulative impacts on the buses and construction traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. The majority of this apparent worsening is due to construction trucks (which are in general traffic lanes) being coded in the model as fixed flows as are buses, and which the model reports on together (i.e. reports fixed flows without regard to mode or use of priority lanes).

Scenario 7a and 8a performs better for buses and construction traffic when compared to scenario 5a and 6a as they represent the period where piling is complete – as is the case for general traffic.

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74 Table 5.2:

Summary Statistics – Buses and Construction Trucks

C2 SP1

Rev 1 Base

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Case Travel Time (person-hours) Morning Peak

4,220

5,390 (+1,170)

5,660 (+1,430)

5,860 (+1,630)

5,670 (+1,440)

5,420 (+1,200)

Interpeak

1,810

2,700 (+890)

2,820 (+1,010)

3,040 (+1,230)

3,000 (+1,190)

2,860 (+1,050)

Evening Peak

4,940

7,820 (+2,880)

8,160 (+3,230)

8,350 (+3,410)

7,630 (+2,690)

7,630 (+2,690)

Travel Distance (vehicle-km) Morning Peak

2,240

2,950 (+710)

2,990 (+760)

3,190 (+950)

3,190 (+950)

3,190 (+950)

Interpeak

1,100

1,880 (+780)

1,930 (+830)

2,120 (+1,020)

2,120 (+1,020)

2,120 (+1,020)

Evening Peak

2,250

2,990 (+740)

3,030 (+780)

3,230 (+980)

3,090 (+830)

3,240 (+980)

Based on our revised model outputs, the following are noted: •

No significant difference in travel times and travel distances between scenarios 5a and 6a

•

Significant increase in travel times and travel distances for all scenarios when compared to the Rev1 Base Case

•

Significant increase in travel times for buses / construction trucks predicted for all scenarios when compared to the Rev1 Base Case

•

No significant difference in travel times and travel distances predicted between scenarios 7a and 8a

•

Scenario 7a and 8a performs better for general traffic, buses and construction traffic when compared to scenario 4d, 5a and 6a as they represent the period where piling is complete

5.3.2

Travel time along key routes

Travel times along key routes specified in the CRL designation conditions have been extracted from the model. These travel times provide average travel times over an hour period. As an average these figures will under-represent the travel time when compared to more common engineering measures such as the 85th percentile and maximum travel time. It is also noted that the model cannot represent peak spreading (i.e. when motorists start their journey earlier or later in order to achieve a personally acceptable journey time and level of service) and so may conservatively overrepresent congestion to some degree.

It should be noted that only around one third of the Mount Eden Road route is included in the model. This is not expected to change any conclusions of the modelling as the cumulative impacts of all the projects in the CBD are largely restricted to the area north of SH1.

The ten routes specified in Condition 26.9 of the designation conditions were assessed and are shown in Figure 5.1.

•

Route 1: Wellesley Street (between Victoria Street and Princes Street)

•

Route 2: Victoria Street (between Wellesley Street and Princes Street)

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75 •

Route 3: Customs Street/Fanshawe Street (between Nelson Street and Tangihua Street)

•

Route 4: Quay Street/Lower Hobson Street (between Fanshawe Street/Hobson Street and Tangihua Street)

•

Route 5: Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street)

•

Route 6: Queen Street (between Mayoral Drive and Customs Street)

•

Route 7: New North Road/Symonds Street (between Dominion Road and Newton Road)

•

Route 8: Mount Eden Road (between Normanby Road and Symonds Street)

•

Route 9: Khyber Pass Road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks

•

Route 10: Newton Road between the north western motorway ramps and Symonds Street

Figure 5.1: Journey Time Routes (as per CRL designation Condition 26.9)

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76 Forecast changes in journey times are colour coded as shown in Table 5.3 and are consistent with previous reporting while Table 5.3 to Table 5.6 show the forecast travel time changes. Journey time plots comparing the revised modelled scenario for the ten key routes are provided in the updated modelling technical note in Appendix G. Table 5.3: Colour Scale for Changes to Journey Times (consistent with the original pipe jack modelling ITA and initial test reporting) Journey Time Increases

Journey Time Reductions

Increases under 30 seconds

Reductions under 30 seconds

Increases between 30 seconds and 60 seconds

Reductions between 30 seconds and 60 seconds

Increases between 60 seconds and 120 seconds

Reductions between 60 seconds and 120 seconds

Increases over 120 seconds

Table 5.4:

Average Morning Peak Journey Times (seconds)

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (EBD)

380

550 (+170)

560 (+180)

560 (+190)

480 (+100)

450 (+70)

Wellesley Street (WBD)

390

560 (+170)

600 (+210)

590 (+200)

530 (+140)

440 (+50)

Victoria Street (EBD)

400

630 (+230)

660 (+260)

670 (+270)

670 (+270)

460 (+60)

Victoria Street (WBD)

450

610 (+160)

710 (+260)

610 (+160)

580 (+120)

500 (+50)

Customs Street (EBD)

210

290 (+80)

290 (+80)

320 (+110)

330 (+120)

320 (+110)

Customs Street (WBD)

290

330 (+50)

500 (+220)

370 (+90)

350 (+60)

330 (+50)

Quay Street (EBD)

180

240 (+60)

230 (+50)

250 (+70)

250 (+70)

250 (+70)

Quay Street (WBD)

280

310 (+40)

380 (+100)

340 (+70)

320 (+50)

320 (+50)

Nelson Street (NBD)

340

410 (+80)

430 (+100)

430 (+90)

370 (+40)

350 (+20)

Hobson Street (SBD)

250

320 (+80)

320 (+70)

310 (+60)

290 (+50)

280 (+30)

Queen Street (NBD)

500

540 (+40)

510 (+10)

530 (+30)

540 (+40)

500

Queen Street (SBD)

480

590 (+110)

500 (+20)

540 (+60)

570 (+90)

620 (+140)

New North Road (NBD)

190

190

190

190

190

190

New North Road (SBD)

150

150

150

150

150

150

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77 Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Mt Eden Road (NBD)*

120

120

110

120

120

110

Mt Eden Road (SBD)*

40

40

40

40

40

40

Khyber Pass Road (EBD)

130

130

130

130

130

130

Khyber Pass Road (WBD)

120

120

120

120

120

120

Newton Road (EBD)

270

280 (+10)

290 (+20)

300 (+40)

300 (+40)

300 (+30)

Newton Road (WBD)

140

140

140

140

140

140

*The SATURN model only covers the northern half of the Mt Eden Rd route.

Based on model outputs for the morning peak: •

A significant increase in travel time for Wellesley and Victoria Street for scenarios 4d, 5a, 6a and 7a that are directly affected by stormwater main realignment work sites and cut and cover works along Albert Street.

•

Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street.

•

Traffic using Quay Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time.

•

Scenario 8a experiences a lower travel time when compared to scenario 4d, 5a, 6a and 7a as it represents the period where piling is complete.

Table 5.5:

Average Interpeak Peak Journey Times (seconds)

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (EBD)

350

410 (+60)

420 (+70)

420 (+70)

400 (+50)

380 (+40)

Wellesley Street (WBD)

380

470 (+90)

490 (+110)

490 (+100)

410 (+30)

400 (+20)

Victoria Street (EBD)

380

630 (+250)

640 (+260)

640 (+260)

650 (+270)

430 (+50)

Victoria Street (WBD)

390

570 (+180)

680 (+290)

570 (+180)

570 (+180)

430 (+30)

Customs Street (EBD)

240

270 (+30)

270 (+30)

290 (+50)

310 (+80)

290 (+60)

Customs Street (WBD)

290

340 (+50)

520 (+230)

380 (+90)

350 (+60)

330 (+40)

Quay Street (EBD)

200

250 (+60)

250 (+60)

260 (+60)

270 (+70)

260 (+60)

Quay Street (WBD)

270

320 (+50)

410 (+140)

380 (+110)

350 (+80)

350 (+80)

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78 Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Nelson Street (NBD)

180

250 (+70)

260 (+80)

250 (+70)

240 (+60)

230 (+50)

Hobson Street (SBD)

200

220 (+20)

220 (+20)

210 (+20)

210 (+20)

210 (+10)

Queen Street (NBD)

460

520 (+60)

510 (+50)

520 (+60)

540 (+80)

510 (+50)

Queen Street (SBD)

460

610 (+150)

540 (+80)

560 (+100)

640 (+190)

630 (+180)

New North Road (NBD)

130

130

130

130

130

130

New North Road (SBD)

140

140

140

140

140

140

Mt Eden Road (NBD)

80

80

80

80

80

80

Mt Eden Road (SBD)

50

50

50

50

50

50

Khyber Pass Road (EBD)

110

120

120

120

120

120

Khyber Pass Road (WBD)

130

130

140

130

130

130

Newton Road (EBD)

180

180

180

180

180 (+10)

180 (+10)

Newton Road (WBD)

160

160

170 (+10)

170 (+10)

160

160

*The SATURN model only covers the northern half of the Mt Eden Rd route

Based on the model outputs for the inter-peak the following can be observed: •

A significant increase in travel time for Victoria Street for scenarios 4d, 5a, 6a and 7a that are directly affected by pipe jacking work sites and cut and cover works along Albert Street.

•

Traffic using Wellesley Street has an increase of 70 to 110 seconds for scenarios 4d, 5a and 6a.

No significant increase in travel time for scenarios 7a and 8a.

•

Traffic using Queen Street Southbound has an increase of 80 to 190 seconds for all scenarios.

•

Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street.

•

Traffic using Quay Street, Hobson Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time.

•

Scenario 8a operates with lower travel time when compared to scenario 4d, 5a, 6a and 7a as it represents the period where piling is complete.

Table 5.6:

Average Evening Peak Journey Times (seconds)

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (EBD)

520

730 (+210)

720 (+200)

710 (+180)

770 (+250)

780 (+260)

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Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (WBD)

470

770 (+310)

790 (+320)

790 (+330)

640 (+180)

500 (+30)

Victoria Street (EBD)

410

710 (+300)

790 (+380)

790 (+380)

910 (+500)

470 (+60)

Victoria Street (WBD)

680

840 (+160)

1,100 (+420)

1,010 (+330)

830 (+150)

800 (+120)

Customs Street (EBD)

230

280 (+40)

280 (+40)

330 (+90)

330 (+100)

300 (+70)

Customs Street (WBD)

330

410 (+80)

570 (+240)

460 (+130)

370 (+50)

360 (+30)

Quay Street (EBD)

190

240 (+50)

250 (+50)

270 (+80)

270 (+80)

260 (+70)

Quay Street (WBD)

270

280 (+10)

320 (+60)

300 (+30)

280 (+20)

280 (+20)

Nelson Street (NBD)

290

370 (+80)

410 (+120)

390 (+100)

360 (+70)

330 (+40)

Hobson Street (SBD)

560

840 (+270)

870 (+310)

830 (+270)

750 (+190)

710 (+150)

Queen Street (NBD)

590

640 (+50)

650 (+50)

640 (+50)

610 (+20)

610 (+10)

Queen Street (SBD)

680

890 (+210)

940 (+260)

880 (+200)

770 (+90)

800 (+120)

New North Road (NBD)

210

210 (-10)

210

210 (-10)

210

260 (+50)

New North Road (SBD)

150

150

150

150

150

150

Mt Eden Road (NBD)

140

140

140

140

140

140

Mt Eden Road (SBD)

60

60

60

60

60

60

Khyber Pass Road (EBD)

140

140

140

140

140

140

Khyber Pass Road (WBD)

170

170

170 (+10)

170

170

160

Newton Road (EBD)

160

160 (+10)

170 (+10)

170 (+10)

170 (+10)

170 (+10)

Newton Road (WBD)

190

240 (+50)

240 (+50)

200 (+10)

190

190

*The SATURN model only covers the northern half of the Mt Eden Rd route

Based on the model outputs for the evening peak the following can be observed: •

Victoria Street east and west and Wellesley Street westbound are the worst affected routes in scenarios 4c, 5, 6 and 7 with significant increase in travel time of 150 to 450 seconds.

Wellesley Street westbound has an increase of 150 to 360 seconds for scenarios 4c, 5, 6 and 7.

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80 Travel time for Wellesley Street eastbound direction varies between 180 to 260 seconds for all scenarios.

•

A significant increase in travel time for Wellesley and Victoria Street for scenarios 4c, 5, 6 and 7 that are directly affected by stormwater main realignment work sites and cut and cover works along Albert Street.

•

Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street.

•

Traffic using Nelson Street northbound will have an increase in travel time from 110 to 120 seconds for scenarios 4C, 5, 6 and 7.

•

Traffic using Hobson Street southbound will have an increase in travel time from 130 to 300 seconds for all scenarios.

•

Traffic using Quay Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time.

•

Scenario 7 and 8 operates with lower travel time when compared to scenario 4C, 5 and 6 as they represent the period where piling is complete.

As expected, analysis of the travel time along the city centre routes show that the biggest delay on both the Wellesley Street and Victoria Street routes occurs at the intersection with Albert Street.

Figure 5.2 presents an example of the delay caused by Albert Street when travelling westbound along Wellesley Street and eastbound along Victoria Street during the evening peak period.

Scenarios 4d, 5a, 6a and 7a experience excessive delays at the Wellesley / Albert Street and Victoria / Albert Street intersection. The delays at the other intersections along Victoria and Wellesley Street are similar to the Base Case. This pattern is typical across all the peak periods.

The Queen Street intersection is also a notable point of delay to these cross-town routes and there is an opportunity to prioritise the cross corridors over Queen Street which is less affected by delay.

Vehicles travelling westbound along Wellesley Street and eastbound along Victoria Street would have a travel time similar to the Base Case if the delay at Albert Street intersection could be reduced to the Base Case delay. The travel time and traffic volume graphs are provided in Appendix G.

Figure 5.2: Example of delay at intersection with Albert Street

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5.3.3

Sensitivity testing

Sensitivity testing was undertaken to assess the potential impact of banning private development (i.e. NZ International Convention Centre, NDG Auckland Centre and 1 Mills Lane) construction trucks during the morning and evening peak traffic periods, as described in the attached modelling report (see Appendix G). This shows a reduction in peak travel times across the network of 6-9%.

Sensitivity testing undertaken as to the potential effect of mode shift resulting from bus priority and other TDM measures suggests an improvement of 12% with a 5% mode shift in the evening peak see Appendix H. A mode shift of 10-15% can reasonably be expected in line with Auckland and international experience.

5.3.4

Modelling conclusions

The Albert Street cut and cover tunnel works (C2) and Britomart underpinning and tunnel works (C1/this Project) are expected to have similar or lesser traffic impacts than predicted by the modelling undertaken in the ITA’s prepared to support the CRL NoR and the BTC alteration to designation, along with the resource consents for the Albert Street stormwater main realignment (the CRL enabling works).

Since the ITAs were prepared for the wider CRL enabling works, a large number of major public and private projects have come to fruition, or are expected to come to fruition, during the construction of the wider CRL enabling works. These additional projects are expected to significantly increase the overall extent of cumulative traffic delays within the CBD during construction of the CRL enabling works.

The worst period in terms of traffic delays will be during the simultaneous construction of the Albert Street stormwater main realignment and cut and cover works, when there is also high private development activity in the CBD requiring demolition and excavation works. This is evidenced by the drop in travel time delay in test 8a, which is relatively close to current conditions and those anticipated by the modelling to support the NoRs and resource consents without the additional public and private works that have come to light in the past few months.

A significant proportion of the forecast travel time increases stem from a reduction in lane capacity due to the Customs / Albert intersection road deck works being done simultaneously with the stormwater main realignment works on the alternate routes. The creation of additional bus lanes and cycleways within the CBD is also a large factor in reducing general traffic capacity on the network.

In addition, the cumulative impacts of private development projects in the CBD are greater than previously identified, with the NZ International Convention Centre, the NDG Auckland Centre building, and 1 Mills Lane being the largest contributors to traffic congestion. In particular, spoil removal from the Convention Centre project is expected to surpass all other projects combined and generate high construction traffic volumes along Hobson Street and Nelson Street (and also impose an additional phase at Hobson / Wellesley). Additional information on the cumulative impacts of these private developments is provided in Appendix G. Construction traffic generation for the Albert Street cut and cover tunnel works and the subject Project, is light by comparison to the Convention Centre and Downtown Shopping Centre redevelopment projects.

To summarise the elements contributing to the increase in cumulative effects on the surrounding transport network, the following are noted: •

Permanent bus and cycle lanes replacing general traffic lanes on key detour routes for the CRL enabling works including: −

Victoria Street

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Wellesley Street

−

Queen Street

−

Hobson Street

−

Customs Street

−

Nelson Street

−

Beach Road

−

Quay Street

•

The Customs / Albert intersection road deck works – 1 year required for the Albert Street cut and cover works.

•

Pipe jack shafts for the Albert Street stormwater main realignment – up to 18 months only (1 year overlap with the CRL Albert Street cut and cover works).

•

Lower Albert Street to accommodate the Albert Street site compound and Downtown Shopping Centre loading and site access – duration of works, approximately 2.5-3 years

•

High construction traffic volumes for the wider CRL enabling works, public works and private developments (notably NZICC and Downtown Centre) – 2-3 years

•

Victoria / Albert and Wellesley / Albert Barnes Dance phases needed when approach lanes reduced to single lanes – 18 months.

•

The extra truck exit phase required for the safe exit trucks of from the Convention Centre main loading zone on Hobson Street at the Wellesley Street signals (to address conflict between through trucks and left turning general traffic movements) – 2-3 years.

•

Lower Albert to Quay Street left turn general traffic capacity loss to provide bus reliability – permanent change.

•

The traffic model does not take peak spreading or any potential mode shift to public transport into account, nor allow for optimisation of the network to balance effects across routes or optimise the most affected. The effects predicted by the model are likely to be conservative and actual traffic delays less severe.

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6

Assessment of General Effects

6.1

Public Transport

Bus operations will become more reliable and quicker with the proposed priority and rerouting changes (as described in Section 4.15 and Appendix K of this DWP). This will be due to both reduced impedance when travelling through the system, and lesser travel distances overall as demonstrated by the modelling (refers to Appendices G and H).

Some passengers will need to walk further to their bus stops with the reorganisation of the service routes under the new network (resulting in part from the removal of bus services from Albert Street required by the CRL enabling works). There is also an increased distance between the BTC and the Northern Express services, which will be relocated to lower Albert Street. Reduction in footpath widths and the exposed nature of the route may result in fewer passengers making the transfer between BTC and the Northern Express.

These effects will be partially mitigated by the use of wayfinding signage and advertising to inform pedestrians of the changes to the network.

6.2

Pedestrians and Cyclists

6.2.1

Pedestrian Assessment

A high level pedestrian assessment has been undertaken from principles outlined in the Highway Capacity Manual and Austroads to determine pedestrian Levels of Service and identify any potential bottlenecks or safety issues.

6.2.2

Methodology

Pedestrian surveys around Britomart have been used to build a picture of existing pedestrian movements in the area. Pedestrian movements to and from the main doors into Britomart have then been reassigned into the side and rear doors for the construction period and required widths for a Pedestrian Level of Service C calculated (refer Figure 6.1).

Britomart Pedestrian Surveys - July 2015 Total Pedestrian Demand New Station Exit and Entry Layout Reassigned Pedestrian Movements Pedestrian Levels of Service

Figure 6.1: Pedestrian Assessment Methodology Overview

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84 A number of data sources have been used to inform the pedestrian assessment. These include: •

A pedestrian survey was undertaken at a number of count sites around Britomart for the week beginning 27 July 2015 to measure pedestrian volumes.

•

Pedestrian profile surveys for the whole station and for each exit at Britomart were completed

by Beca in 2013 as part of the Britomart Station Modelling Report.

6.2.3

Assumptions and Limitations

Assumptions and limitations for this assessment are listed below: •

No changes are assumed to bus and rail schedules.

•

The effects of pedestrian platooning due to traffic signals are not included.

•

Pedestrian throughput at any entrances and exits into Britomart are assumed to be determined by the widths of the walkway rather than constrained by any pedestrian interactions inside the building.

•

Special events resulting in high public transport use (such as Christmas in the Park) have not been analysed as part of this assessment.

•

This pedestrian assessment exercise is high level in nature and aimed at identifying potential bottlenecks, rather than a detailed pedestrian modelling exercise.

•

The effects of waiting passengers at the Commerce Street signalised crossing have been excluded.

•

Levels of Service have been determined by calculating the peak flow per minute. 15 minute flows have been converted into minute flows on a pro-rata basis after which a peaking factor of 10% is then applied.

6.2.4

Pedestrian Reassignment

Pedestrian reassignment has been undertaken to simulate the closure of the main BTC entrances on lower Queen Street, and the CPO accesses on Galway Street and Tyler Street. To represent the worst case scenario, pedestrians originally using the lower Queen Street entrances to the BTC are assumed to be accessing the station using the side doors on Galway Street and Tyler Street. Table 6.1 below outlines the reassignment of pedestrian movements and any splitting of movements.

Table 6.1:

Reassigned movements

ID

Original Movement

Reassigned Movement

1

South Door on lower Queen Street

New Galway Street door via Galway Street

2

Centre Door on lower Queen Street

Split 50/50 between Galway and Tyler Street doors

3

North Door on lower Queen Street

New Tyler Street door via Tyler Street

4

Galway Street Door – To and from West

New Galway Street door via Galway Street

5

Galway Street Door – To and from East

Commerce Street main entrance via Galway Street

6

Tyler Street Door – To and from West

New Tyler Street door via Tyler Street

7

Tyler Street Door – To and from East

Commerce Street main entrance via Tyler Street

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Figure 6.2: Original and Reassigned BTC Pedestrian Movements

Figure 6.2 outlines the reassignment of pedestrian movements from the closed entrances at the CPO to the new entrances at the rear of the BTC (Station Square and the Glasshouse).

Following the reassignment, a number of key bottlenecks were identified. These are: •

Galway Street Footpath

•

Tyler Street Footpath

•

The new Galway Street side doors

•

The new Tyler Street side doors

•

Emergency egress doors onto Tyler and Galway St

•

Access to plant rooms from Tyler and Galway St

•

The new station entry

The PM peak is the critical peak, with around 2,900 pedestrians movements counted in the 15 minute peak between 5:00 pm and 5:15 pm. The AM peak has less pedestrian demand, with around 2,100 pedestrians counted in the 8:15 am to 8:30 period.

6.2.5

Pedestrian Levels of Service

Required access widths for pedestrian Level of Service C (LoS C) are shown for the AM peak bottleneck analysis in Table 6.2.

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AM Peak Bottleneck Analysis

Bottleneck Analysis

Pedestrians Per Minute

Required Width for LoS C

Available Width

Galway Street South Footpath

45

1.1 m

4.5 m

Tyler Street South Footpath

26

0.6 m

4.0 m

New Galway Street side door

32

0.8 m

8.0 m

New Tyler Street side door

34

0.8 m

4.0 m

New station entry

20

0.5 m

8.0 m

As shown in Table 6.2, all pedestrian movements are adequately catered for and surpass the Level of Service C requirements by some margin in the AM peak.

Table 6.3:

PM Peak Bottleneck Analysis

Bottleneck Analysis

Pedestrians Per Minute

Required Width for LoS C

Available Width

Galway Street South Footpath

73

1.8 m

4.5 m

Tyler Street South Footpath

30

0.8 m

4.0 m

New Galway Street side door

63

1.6 m

8.0 m

New Tyler Street side door

28

0.7 m

4.0 m

New station entry

66

1.6 m

8.0 m

Table 6.3 outlines the required access widths in the PM peak. Again, all pedestrian movements are adequately catered for and surpass the Level of Service C requirements.

In summary, pedestrians are provided with sufficient width to move freely along footpaths and into accesses, and a Level of Service C is attained or surpassed – even in the worst case scenario where all pedestrian movements are reassigned to the closest side door.

It is anticipated that pedestrian demands on Tyler Street and Galway Street will be reduced through the wayfinding measures proposed and that the above analysis is therefore conservative.

The analysis suggests that there will be sufficient standing room on the western side of the new Commerce Street pedestrian crossing. If on-going monitoring suggests it is required, this pedestrian crossing could be widened and pedestrian fencing installed along the kerbline to improve safety. It is noted that users of this entry will most likely have bypassed the Takutai Square entry and that the main entry to the station is likely to be the southern one on Galway Street which will be obvious to patrons approaching from the Queen Street valley by either lower Queen Street of Fort Street – Commerce Street routes. It is also noted that the amount of through pedestrian traffic will potentially be reduced with the closure of the Downtown Shopping Centre for redevelopment to the west. The walkway area through the block to the east will provide ample pedestrian waiting room on the eastern side; although if crowding because of the crossing and bus stops is judged to interfere with north-south pedestrian movement then markings or a change in paving finish / type indicating a clear path could be installed.

6.3

Emergency Services

Emergency services are not expected to be restricted in terms of connectivity or accessibility when moving under lights in an emergency due to the relatively open nature of the Project road arrangements.

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However, as previously noted the increase in bus lanes which are available to them (under lights) will offset or negate much of this change by providing a means to by-pass the majority of congestion and queueing (such as on Queen, Victoria and Wellesley streets), unless specific response corridors and signal plans are developed. This change has been acknowledged in discussions with the emergency services for consideration in incident planning. Figure 6.3 shows likely response routes to the Project area (note that there is an Ambulance base opposite the uptown fire station on Pitt Street near the bottom right of the image).

Fire service aerial tenders require 5.5 metres of carriageway width to deploy their outriggers for full boom use. The narrowed lanes on Galway Street and Tyler Street may push the outriggers onto the footpath where there is a possibility of collapse due to underground services beneath the high point loads. To mitigate this, the fire service will be advised to partially mount on the kerb before deploying outriggers to ensure they use the carriageway. The former carriageway area will be marked to guide the placement of outriggers onto the former strengthened carriageway. Any changes would be included in the building incident plans to be prepared and enacted by the fire service. During temporary full closures of Tyler Street and Galway Street contingency planning should be undertaken to reopen both streets for emergency access.

Figure 6.3: Summary of emergency service response routes to the Project area

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6.4

Taxi Operators, Parking and Service Traffic

Table 6.4 outlines the changes to kerbside management undertaken to create working space for the Project and mitigate losses of parking.

Table 6.4:

Parking Changes and Relocation

Facilities

Existing

New

Mobility parking

2 lost due to building

2 x provided on Galway Street

BTC space

1 lost due to building

1 x provided on Galway Street

Taxi stand

3 lost due to footpath widening on Galway Street

4 provided 2 on Galway 2 on Tyler Street

P5 spaces

9 lost due to building

9 provided on Galway and Tyler Street east of Commerce Street

P10 spaces

3 lost due to footpath widening on Tyler Street

Decision made by parking not to replace these

Loading zones

1 x 23m LZ lost on Tyler Street due to footpath widening 1x 12m LZ on Galway Street east of Commerce Street

1 x 11m LZ provided on Tyler Street but operational outside construction hours only 1 x 12m LZ relocated further east on Galway Street

On street parking

7 x Central City Parking Zone (CCPZ) on Galway Street 6 x CCPZ on Tyler Street

Replaced by P5 and taxi stands.

Loss 13 CCPZ spaces.

New Bus stop

by Quay Street

Existing P10 parking indented space for 1 cars

Loss of 1 P10 spaces for new bus stop

Taxi stands will be relocated from the western side of Galway Street to the eastern side of Galway Street and Tyler Street (east of Commerce Street). P5 parking spaces will also be provided in the same area.

Overall there is a net loss of 13 CCPZ metered parks and up to 4 P10 spaces, while taxi and loading zones are retained. There is a public paid car park located on Britomart Place (opposite Takutai Square) available for longer term parking to mitigate the loss of Central City Parking Zone (CCPZ) metered parks and P10 parking spaces. In summary the effects are less than minor.

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7

Monitoring

7.1

Monitoring Requirements

CRL designation Condition 26 specifies monitoring of travel times on ten key main routes across the CBD, against those observed before the Project works and forecast change during the works as shown in Figure 7.1.

Additional mitigation measures are required if monitoring indicates that the travel time exceeds the trigger time. The trigger times are calculated as per Condition 26 of the CRL designation regarding the monitoring requirements: •

If the modelled forecast time is less than or equal to 4 minutes above the observed base case time, the trigger time for that route is defined to be 3 minutes greater than the forecast time.

•

Otherwise, if the forecast time is more than 4 minutes above the observed base case time, the trigger time is defined to be 30% greater than the forecast time. The routes for which this condition applies are marked with an asterisk in the travel time tables.

Figure 7.1: Journey Time Routes specified by the CRL designation conditions

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7.2

On-going Continuous Monitoring of Travel Time

In order to have continuous monitoring data to hand (and not be reliant on third party data), AT commissioned a Bluetooth data mining system is to be installed on the six northern monitoring routes specified by the designation conditions. This system became operational on 2nd October 2015 and will provide a reliable and statistically significant data set on those routes. The Bluetooth system installed is currently used in central Christchurch and samples typically 10-15% of vehicles passing the sensor, providing a continuous stream of data and hundreds of data points in the peak traffic periods of particular interest. It provides real time feedback to the TOP group (and thus AT road operations, network optimisation and ATOC teams) through control room dashboard reporting and can be used to investigate congestion associated with a particular incident.

It is proposed to use this improved data source to update the observed data and resulting forecast and trigger times given in the preceding section of this DWP prior to the start of construction activity (with the agreement of Auckland Council).

Although not specified in the designation, it is proposed to provide monthly reporting 10 of travel times on the specific routes. Reporting and active monitoring will also be undertaken by the AT road operations team after each major traffic switch. It has been agreed that a 1-2 week settling period will be made for travel time reporting after a major TMP switch. This period is typical after a network change and allows drivers to adapt to road conditions (as some will ignore on-site and more general pre-publicity).

Abnormal travel times resulting from traffic incidents will be excluded from the average travel time performance figures reported and used as assessment against trigger levels. There are two types of traffic incident that will effect (and distort) average travel time assessment, planned and unplanned incidents and will justify data exclusion for a particular period.

•

Planned incidents include events such as special or major events (e.g. the annual Santa Parade) and short term construction events in the carriageway (e.g. over-dimension vehicle movements).

•

Unplanned incidents are more common and include traffic crashes, breakdowns, emergency utility or construction works (e.g. a burst water main or building instability requiring demolition such as the Griffiths Building Wellesley Street currently), spills and protests.

Long term planned events such as changes to the transport network (e.g. construction of the proposed LRT system) or major building developments may require reassessment and modelling of trigger times.

To aid in this, AT also have access to the ‘Snitch’ data source (similar to the system used by NZTA), which is GPS based and will provide a cross check on the Bluetooth data and wider view of the network. A daily log of traffic events and activity will need to be maintained to enable abnormal incident days to be identified when reporting on travel time performance eon the prescribed routes and wider network. The August travel time information is included in Appendix M. The data shows that travel times are currently within the acceptable range.

In addition, AT will continue with normal real time monitoring of traffic performance and treatment effectiveness including bus travel times (GPS linked to real time passenger information system and contract performance management) and kerbside management and adjust, optimise or improve TMP measures in conjunction with the project team.

10 Note: the TOP group is currently reporting weekly on CBD performance and network optimisation activities and

effectiveness

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7.3

Travel Times and Additional Congestion Mitigation Triggers

7.3.1

Determination of Indicative Travel Time Triggers

Existing average (mean) travel times for the ten specified routes have been obtained for the 12 months to August 2015. The use of 12 month averages is considered appropriate to account for the effects of potential incidents on the wider road network and seasonal variation in traffic flow. This data has been supplied by NZTA from commercially provided GPS data 11 for each of the three modelled forecast periods. The number of observations available for each route and period from this system are commercially sensitive and are not available to the Project as a third party under NZTA’s data agreement.

The observed average travel times before the construction works are given in the tables of Appendix M alongside the indicative forecast travel times for the two major traffic periods for the Project (i.e. before and after the start of the Britomart underpinning and Albert Street cut and cover tunnel works). The application of the scale of the travel times forecast by the modelling to the observed travel times as a percentage rather than absolute model values is considered appropriate as the 2021 SATURN models include an allowance for annual traffic growth which will not directly align with the observed 2014 / 2015 data period before the start of works.

7.3.2

Determination of Monitoring Travel Time Triggers during Construction Phase

As previously noted, the Auckland CBD is currently and expected to continue to present a very dynamic traffic environment; as the result of on-going changes to nature and timing of the road network, public transport mode share, major project site access haul routes and construction traffic from public works and private developments. An indication of the scale of development expected during (and before) the Project is given by Figure 7.2. Since the traffic modelling was prepared (and more recently updated) for this DWP a number of major public and private project programmes have slipped which affects the physical form and loading of the network and thus the modelled network and applied traffic.

Figure 7.2: Illustration of expected developments in relation to the wider CRL enabling works (CRL projects shown in yellow and stormwater main realignment shown in red)

11 Anonymised data provided by a GPS mapping supplier and including data from various user groups such as taxis, freight

vehicles and buses

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92 Traffic performance to date has shown negligible differences or change so no modelling is currently proposed. If needed the following process would be considered.

The traffic models and the trigger time table in Appendix M will be updated by the following process: •

Establish ‘New Basecase’ 3-4 weeks before start of physical works for the Britomart underpinning and cut and cover tunnel, along with the Albert Street cut and cover tunnel (and notably the Customs / Albert intersection reduction). This ‘New Basecase’ will include the changes identified previously in this DWP for the Phase 1 and 2 bus, cycleway, major development traffic and stormwater main realignment (Pipe Jack) projects. It will be based on the Scenario / Test 3 model established for the stormwater main realignment TTMP (and subsequent models referred to previously).

•

Obtain observed travel time data for the northern six (CBD group) monitoring routes from the AT Bluetooth system for the preceding six months (or more if available).

•

Obtain updated observed travel time data for the southern four (Mt Eden group) monitoring routes from the NZTA GPS system for the preceding year.

•

Update the Test 4 12 model 3-4 weeks before the start of physical works on the Britomart underpinning, cut and cover tunnel and Albert Street cut and cover tunnel projects 13 to reflect actual road network and traffic conditions.

•

Compare the updated Test result against the ‘New Basecase’ to derive percentage scale of effect and then apply this to the updated observed travel time data (as done for the indicative travel time triggers and already certified trigger times of the stormwater main realignment project TTMP 14. The observed travel times for this new basecase will be maintained as a comparison point throughout the project for consistency of reference (recognising that each test model includes the cumulative impact of network changes included in the ‘New Basecase’).

•

Update the remaining Test models 3-4 weeks before identified major changes in road network or traffic conditions. Although dependent on the timing of various projects the following events are considered likely to require model updates:

•

−

Customs Street (East) further reduced and both sides Wyndham temporarily closed – Test 5

−

Wolfe St diversion removal with left turn exit from NBD service lane only, Tyler Street reversal, and Customs Street (West) is further reduced – Test 6

−

Customs / Albert bridge works & trench installation complete – Test 7

−

Pipe jack complete, long-term Albert Street operation – Test 8

−

Albert Street works complete but Britomart underpinning continues – New Test 9 (an update of test 8).

The following model items will also be considered for update after assessment of their potential influence at the time of assessment: −

Major project network features, haul routes and construction truck volumes (including stormwater main realignment, Downtown Centre, New Zealand International Convention Centre, NDG Auckland Centre, 1 Mills Lane and Ports of Auckland stormwater)

12 The letter following each model is due to an update or alternate scenario tested, Test 4d will therefore become Test 4e

13 The modelling of these two projects is essentially identical with the Albert Street works being more influential in terms of

changes to the physical road network.

14 It is expected that the observed data will underestimate travel times to a degree due to the reductions in road network

capacity during that period due to bus, cycle lane and turn restrictions.

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7.3.3

−

Private development peak hour site access restrictions

−

Observed mode shift due to TDM campaign.

Monitoring of Local Road Traffic Conditions and Temporary Traffic Controls

The BTC designation conditions 15 require monitoring surveys of traffic at key intersections around the Project worksite for a six week period at the commencement of the Station Plaza accommodation works (Stages 1 and 4) 16 and Britomart Station modification works(Stages 2 and 3).

These studies will consider the period during the weekday morning (7:30 – 9:30 am) and afternoon (3:00 – 6:00 pm) peak traffic periods. A baseline traffic study is similarly required three months before the start of Project works.

The traffic studies are to be undertaken by a suitably qualified and intendent person, who will then make binding recommendations to AT on on-going traffic management including any changes to the traffic management instituted at the start of works. These traffic surveys and traffic engineering assessments will be commissioned by AT directly and not the DSBJV contractor 17.

In making binding recommendations for any additional temporary traffic management measures or controls, the Independent Person will need to ensure that proposed measures retain sufficient flexibility for on-going operations. This will be necessary to ensure that local access and conditions are not prioritised at expense of continuing achievement of the overarching NOR and BTC designation outcome of minimising congestion and maximising pedestrian and public transport movement. Reasonable access to the construction site and support areas is also necessary.

As these traffic surveys are required to be independent, it is not appropriate for this DWP to nominate the type or duration of these traffic surveys and studies however the following scope and understanding is noted.

The intersections required to be monitored are: •

Quay Street / Commerce Street;

•

Tyler Street / Commerce Street;

•

Galway Street / Commerce Street; and

•

Customs Street / Commerce Street.

In addition it is suggested to undertake traffic surveys for the baseline and Stage 1 traffic studies at the following intersections which will allow for meaningful consideration of changes in travel conditions relative to conditions before the start of works: •

Lower Queen Street / Quay Street; and

•

Customs Street / Lower Queen Street / Queen Street.

The following aspects of traffic operations may be monitored: •

Traffic volumes (these may be by direct observation i.e. manual survey or automated video survey; or from traffic signal detector loop counts with sample surveys of turning movements to assess turning proportions of shared movement (i.e. common detector loop) lanes;

15 Conditions 24.3(l), (m) and (n)

16 Noting that changes to streetscape and bus routing are being undertaken prior to certification of this DWP and the start

of this Project through a separate contract.

17 To maintain independence the following companies will be excluded from undertaking these studies: Aurecon (AT

Principal Technical Advisor), AECOM (DSBJV temporary traffic advisor), Tonkin + Taylor (DSBJV planning advisor), T2 Traffic and Transportation Consultants (AC certification advisor, bus New Network infrastructure and bus change consultant, and Britomart streetscape interim changes designer), Flow Transportation Specialists (BTC traffic consultant for BTC and NOR designation), Traffic Design Group (Commercial Bay contractor temporary traffic advisor)

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Queuing and delay at intersections (these may be by direct observation i.e. manual survey; GPS or manual floating car; or electronic surveillance such as Bluetooth data mining or GPS);

•

Pedestrian movements (by direct observation i.e. manual survey; or by video survey) and

•

General traffic operation observations (by traffic engineer or other suitably qualified person), notably of pedestrian movements and conditions.

The BTC conditions prescribe a four week monitoring period after the start of each major stage of works with report describing the observations and provide recommendations for ongoing traffic control to be implemented by AT produced by the Independent Person during the following two weeks. It is noted that the period of survey substantially includes the normally expected 1-2 week traffic settling period. Traffic studies during such settling periods are considered to be poor practice as data gained during this period generally will not provide representative data to base decisions on with respect to further mitigations.

It is suggested that traffic be surveyed for two or three representative week days during Weeks 2 or 3 of the nominated six week survey and investigation period.

There have been two traffic surveys completed to date. In August 2016, Traffic Planning Consultants Ltd (TPC Ltd) undertook a pedestrian and traffic monitoring survey for the station plaza accommodation phase of the project. The survey reported on traffic movements and conditions at the intersections of Quay Street/ Commerce Street, Tyler Street/ Commerce Street, Galway Street/ Commerce Street and Customs Street/ Commerce Street. The surveys were undertaken between the hours of 7.30am-9.30am and 3pm- 6pm Monday to Friday. The second survey was completed by TPC Ltd in March 2017 following the same methodology as the first. This survey was undertaken as part of the Britomart Station Modification Works phase.

The full survey reports are shown in Appendix P.

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8

Communication and Stakeholder Interface

8.1

General

This TAP DWP has been developed in conjunction with the following parties (as previously discussed throughout this DWP in relation to specific elements of the TMP design and strategy): •

AT CRL project team.

•

DSBJV (the Britomart contractor).

•

Connectus JV (the Albert Street contractor)

•

Traffic Management Coordination Group (TMCG) 18 (tactical level) – fortnightly / monthly meetings of STM’s of the various projects in the wider CRL area for the coordination of potentially overlapping traffic management schemes (e.g. sign and delineator placement, access requirements).

•

Emergency services (and especially the Fire Service).

•

AT sub-consultants for the bus change programme (and thus representatives of AT’s teams for cycling, PT, road operations and others).

•

AT project teams for the Quay Street cycleway and Nelson Street cycleway.

•

AT PT service disruption and planning team.

•

Various developers (seeking or holding consent or TMPs and WAPs – including ensuring that proposed TMP strategies and measures are compatible with the Project).

Section 5.3 of the CEMP and Section 11 of the Communication and Consultation Plan set out the communication and consultation procedures and periods that will be followed to advise affected parties and the general public of the proposed temporary traffic management works. The following are noted for early and on-going consultation and agreement in regards to traffic matters: •

NZTA (and the Auckland Motorway Alliance).

•

AT bus service disruption planning team.

•

Affected businesses and residents using Tyler Street accesses (2 Queen Street, 148 Quay Street and 152 Quay Street).

•

Affected businesses and residents on Galway Street (Mercure Hotel, McDonalds).

Opportunities will be explored by the CRLL team to provide daily updates on traffic events to mapping organisations such as Google, Navman and TomTom in addition to the dedicated Project website.

8.2

All other stakeholders

All other stakeholders within Project area will be consulted with in regards to traffic matters on a regular, ongoing basis throughout construction of the project. The Project Communication and Consultation Plan outlines the strategy, tools and process to undertake and manage communication and engagement between the DSBJV, Project stakeholders and the community throughout construction of the Project.

In particular, the plan sets out communication procedures in relation to the following matters for residents, road users, educational facilities and businesses potentially affected by the construction works: •

Consultation prior to the commencement of construction;

18 Now disestablished in favour of the Tactical Operations Plan (TOP) group

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96 •

Notice periods for changes to pedestrian and vehicle access;

•

Regular updates on construction progress;

•

Key dates for major milestones such as road closure and re-opening; and

•

Communication on any other matters potentially affecting residents or business operations in the vicinity of the works.

•

A Project Communications Register (C1 CRL Contacts and Engagement Database) records all correspondence received relating to transport, access or parking. Between August 2016 and August 2017, there has been a total of 151 recorded correspondence. A summary of the correspondence is provided in Appendix Q.

8.3

Complaints

A complaints management process has been developed for the Project. Further details on complaint procedures and dispute resolution are provided in Section 5.3.1 of the CEMP and Section 13 of the CCP. Traffic (motorised, bus or active modes) related complaints will first be referred to the Project Director for assessment and addressed where they are judged to involve more than maintenance of agreed measures.

Local traffic complaints should be addressed to: Brandy Smith DSBJV Communications Manager Mobile: +64276923783 Email: Brandy.Smith@dsbjv-crl.co.nz

8.4

Temporary Traffic Management coordination and process

During the development of the enabling works design and this DWP AT established a strategic level Traffic Management Coordination Group (TMCG) to coordinate the TMPs of the various large (and small as required) projects in the CBD. This group met fortnightly to coordinate traffic management issues between projects at a planning level and has contributed to the development and refinement of this DWP. The TMCG included representatives of major projects (including the two CRL enabling works, Precinct Group Downtown Shopping Centre redevelopment contractor and those of the other major private developers as appropriate), the AT CAR, road operations and ATOC teams, ATEED and CCI. NZTA and its agents from the Auckland Motorway Alliance (tasked with the efficient operation of the Auckland motorway network) have been involved in the development of this DWP through open invitation to the TMCG, supply of baseline travel time data, on-going review of the draft document and continuing assessment and planning of motorway management measures in conjunction with normal planning and management for recent rapid population growth traffic and events such as the upcoming opening of the Waterview connection. NZTA have confirmed that they support the project and have formed the TOP group with AT to this end. The final, formal feedback from NZTA is attached as Appendix O of this DWP with commentary provided in the response to condition 18.1 in the Independent Peer Reviewer response presented in Appendix N of this DWP. For the delivery of the project the responsibility for traffic management of the project effects (outside the immediate construction area and coordination of projects is to be passed to the established Tactical Operations Plan group which is a joint initiative of AT and NZTA to manage planned and unplanned congestion management and incident response on a ‘One Network’ basis.

This group is overseen by a steering group of senior AT and NZTA managers and will draw on subject matter experts including the CRL and other project teams as needed. Monthly reporting to the PCG, Steering Group and on to the AT and NZTA boards is expected. Figure 8.1 shows the structure of the

Transport Access and Parking Delivery Work Plan

97 TOP group, reporting line and organisational commitment (not shown is the AMA team represented

by NZTA in the working group as needed).

Figure 8.1: The structure and initial staffing of the Tactical Operations Plan group

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9

Review and Updating of the DWP

This DWP has undergone a review process with the relevant CRL Community Liaison Group (CLG), NZTA and an external Independent Peer Reviewer. An explanation of how any comments from the CLG, NZTA and Peer Reviewer have been addressed is provided at Appendix N and Appendix O of this DWP respectively).

9.1

DWP Review

This DWP will be updated throughout the course of the Project to a b

To reflect any material changes associated with the changes to the traffic environment, construction works, natural environment or due to unresolved complaints; and As part of the annual management review of the DWP.

The annual review will be undertaken by the Project Management team and CRLL representatives.

The management review will be organised by the Environmental and Sustainability Manager and the Project team will be informed of any changes to this DWP through the regular Project communications processes. The review will take into consideration: •

Compliance with the CRL and BTC designation Conditions, and resource consent conditions, the CEMP, this and other DWPs and EMPs (including site specific plans) and material changes to these plans.

•

Any significant changes to construction activities or methods.

•

Key changes to roles and responsibilities within the Project team.

•

Changes in industry best practice standards.

•

Changes in legal or other requirements (social and environmental legal requirements, consent conditions, CRLL objectives and relevant policies, plans, standards, specifications and guidelines).

•

Results of inspections, monitoring and reporting procedures associated with the management of adverse effects during construction.

•

Comments or recommendations from Auckland Council regarding the CEMP, this and other DWPs and EMPs.

•

Unresolved complaints and any response to complaints and remedial action taken to address the complaint.

9.2

DWP Updates

The process for updating this DWP as a result of a material change to the Project or the annual review, is as follows (refer to CRL designation Condition 23 and BTC designation Condition 22 for further information): •

Any material change to this DWP must be consistent with the purpose and objective of the relevant conditions listed in Table 1.1 of this document.

•

Affected parties and the CLG must be notified of the review and any material change proposed to this DWP.

•

This DWP must clearly document the comments and inputs received from affected parties in relation to any material changes, along with a clear explanation of where any comments have not been incorporated, and the reasons why not.

Transport Access and Parking Delivery Work Plan

99 •

Any material change proposed to this DWP shall be subject to an independent peer review as required by CRL Condition 11 and BTC designation Condition 12.

Any material change proposed to this DWP relating to an adverse effect shall be submitted for approval to Auckland Council Compliance and Monitoring Officer, at least 10 working days prior to the proposed changes taking effect. If any changes are not agreed, the relevant provisions of the RMA relating to approval of outline plans shall apply.

A copy of the original TAP DWP document and subsequent versions will be kept for the Project records, and marked as obsolete. Each new / updated version of this DWP documentation will be issued with a version number and date to eliminate obsolete DWP documentation being used.

A summary of the review process will be provided annually to Auckland Council and otherwise be made available on request.

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10

Management and Control of Documents

All project documentation is created, reviewed, approved, issued, revised, retained, and superseded in accordance with the project’s Document Management & Control Plan, which includes the requirement for records of review and authorisation to be maintained.

The following project-specific documents need to be created to support the processes described in this plan: 1. Project Induction 1.1. Full Induction Presentation Content 1.2. Full Induction Register 1.3. Visitor Induction 2. Site Inspection Records 2.1. Weekly E&S site inspection forms 2.2. Monthly E&S site inspection forms 2.3. Corrective action tracking register 3. ATOC Monthly Monitoring Reports 4. Approved TMP and WAP’s 5. Travel Plans 6. Stakeholder and Communications database 7. Traffic and pedestrian monitoring surveys 8. Review 8.1. Annual review record

Transport Access and Parking Delivery Work Plan

Appendix A:

Workforce Travel Plan

Appendix B:

TTM Levels and Road Hierarchy Plan

Appendix C:

Britomart Streetscape Plans

Appendix D:

Construction Staging Plans

Appendix E:

Temporary Station Plans

Appendix F:

Vehicle Tracking Sketches

Appendix G:

Cut and Cover Pipejack and Britomart Modelling Report – Rev 2 (AECOM) –

Appendix H:

Cut and Cover Pipejack and Britomart Modelling Report – Rev 0

Appendix I:

Auckland City CBD TDM Overview

Appendix J:

Pedestrian Assessment

Appendix K:

Bus Changes Phase 1 and Phase 2

Appendix L:

Quay Street Cycleway Consultation Plan

Appendix M:

Indicative (DRAFT) Monitoring Trigger Times

Appendix N: •

CLG and Independent Peer Review Comments & Response

Community Liaison Group Comments

Comments received from the CLG are as follows: Date

CLG Member

Comment

Response

15th December 2015

Ross Boswell

How will GPS monitoring be undertaken?

NZTA undertake continuous, confidential and anonymous GPS monitoring across the Auckland Region – this data will be used to monitor impacts on traffic flow in the wider network as a result of the Project. AT operates a Bluetooth data mining system which provides real time performance data for the key routes within the City Centre. AT uses a similar system to NZTA for the wider network in conjunction with signal control and other systems. Monitoring is outlined in Section 7 of the DWP – no change required.

15th December 2015

Tim Coffey

For pedestrian redirection routes will there be signage or human faces to direct pedestrians? Will it be clear for workers where to cross the street?

AT Ambassadors will be present on the streets within and surrounding the Project area at the start of any major changes to key routes.

Wayfinding signage will be installed along key pedestrian routes within and adjacent to the Project area, along with line treatments painted on the ground to assist with wayfinding. Wayfinding will remain in place for the duration of construction. If wayfinding measures are not working, AT will change the measures so they are more effective. Refer Section 4.16.1 of the DWP. All pedestrian crossings will be fully marked and signed to normal standards, providing clear guidance to all pedestrians as to designated crossings points.

AT has tried to reduce the number of changes required to pedestrian and transport networks during the Project – for example changes to pedestrian crossings in Tyler and Galway Street will remain throughout the duration of the

Date

CLG Member

Comment

Response Project. No change required to DWP.

15th December 2015

Ross Boswell

How will changes in local foot traffic patterns impact local business and have you sought feedback from such businesses?

The Project will not result in any footpaths being closed and aims to spread pedestrian movements over a greater area. Pedestrians will be provided with wayfinding information and will be able to make their own choices about which route they wish to take.

The team is undertaking a Social Impact and Business Disruption (SIBD) DWP to engage with businesses surrounding the Project area in order to understand such impacts – refer to the SIBD DWP. No change required to DWP.

15th December 2015

Kathy Ross

Will there be changes to buses that currently leave from Galway Street?

Buses that currently arrive and depart from Lower Queen Street, Galway and Tyler Streets will be relocated prior to the commencement of the Project. AT will be rolling out an information campaign in February 2016 outlining the changes, information will be provided at bus stops and on the AT website and by AT Ambassadors on-site in the first days following the change in service routing and stop relocation.

No change required to DWP.

15th December 2015

Ross Boswell

The redirection of traffic through the city will result in changes to green light phases and increase congestion

Network management is focused on maximising the safety and efficiency of operation main roads (e.g. Customs, Quay, Queen, Victoria and Wellesley streets) and connections throughout the CBD while and reducing impacts on key minor connections to the extent practicable. Traffic will be continuously monitored on key routes and local phasing changes made as required to minimise congestion. AT run their network through a joint traffic operations centre with NZTA who control motorway on and off ramps in order to cooperatively manage congestion across he wider combined network. No change required to DWP.

Date

CLG Member

Comment

Response

4 May 2016

Cooper and Company

Table 1.1 TAP conditions, BTC Designation Conditions footnote 1 the date of the confirmation notice is 17 March 2016 not 16 March 2016.

Table 1.1 footnote updated to the state the correct date of confirmation notice 17 March 2016.

4 May 2016

Cooper and Company

Table 1.1 TAP conditions, BTC Designation Condition 24.3(b) does not correctly reflect the final AT version and needs to be updated

Condition 24.3(b) updated to reflect AT final decision on the BTC Designation Conditions.

4 May 2016

Cooper and Company

Section 3.2.1 in the last bullet point references “Barnes’ Dance Phases”.

While this term is defined in the definitions section at the front of the plan it would be useful to define in the text of the plan too – (e.g. dedicated pedestrian cycles or similar) the first time this is used.

This is the approach taken with other defined terms.

Section 3.2.1 text updated to include Barnes Dance definition.

4 May 2016

Cooper and Company

Figure 3.2 Cycle infrastructure lists Commerce Street as a route with space for cyclists. However, with the closure of lower queen this is now a main bus route.

Cooper and Company are concerned that there is potential for bus and cycle conflict in Commerce Street.

Tangihua and Britomart Place are the main cycle routes and in Cooper and Company’s view should remain so.

Figure 3.2 Cycle infrastructure, is the City Centre Cycle Network map advertised on the Auckland Transport website. CRL team will suggest to Auckland Transport Cycling team to have the map amended to remove Commerce Street as a cycle route. Section 4.16.2 text has been amended to include measures to encourage cyclists who are heading to the Britomart station to dismount and access the station via foot. Signage to this effect will be placed around Britomart station.

4 May 2016

Cooper and Company

Section 4.1.1 Objective notes that cumulative effects of project with others within CBD likely to be “significantly greater than previously noted” and that if the traffic effects are “less palatable than anticipated, then more restrictive traffic management measures may be required”.

Is this saying cumulative effects have been underplayed in the recent designation hearings or does this relate to CRL hearings? If the effects are going to be significantly greater then why aren’t the traffic measures being deployed now?

Section 4.1.1 text has been updated to clarify this statement.

4 May 2016

Cooper and Company

Section 4.2 Utilities says Vector planning to install new trench for 22 KW line upgrade in December 2015.

Has this occurred? Paragraph should

Yes, Vector has already installed the new trench for 22KW line upgrade. Section 4.2 wording has been updated to reflect this.

Date

CLG Member

Comment

Response

be updated that it has occurred or new timing if not yet undertaken.

4 May 2016

Cooper and Company

Table 4.1, Traffic Management, features notes for Stage 1 there will be a temporary partial closure of Commerce Street to remove a bus stop, install SCATs loops and road markings, install new bus stops and undertake kerb cutbacks, remove pram crossings and street furniture, and install new signalised crossing opposite the temporary station.

No indication is given of timing for Stage 1 or that notification will be given to affected parties in advance of these works. Some kerb work is already being undertaken – can we get a list of when these works are proposed together with a commitment of at least 72 hours advance notice of work start dates.

Section 4.3 and Section 4.12.1 text has been updated to confirm that local businesses and affected parties will be given at least 48 hours’ notice prior road closures.

4 May 2016

Cooper and Company

Section 4.9.2 mentions that hoardings may be able to provide signage promoting local businesses and that the signage will be developed by the JV and AT in accordance with the urban design and social impact and business disruption DWPs. Cooper and Co have previously requested involvement in signage design (which AT and JV indicated would be possible) and it would be good to have this reflected in the appropriate plan(s).

Section 4.9.2 text updated to confirm AT will engage with Cooper and Company on the design of any signage required in relation to the Britomart Precinct.

4 May 2016

Cooper and Company

Section 4.11.1 notes that project construction trucks will be banned from using Tyler and Galway Streets east of Commerce Street but that other non-project trucks cannot be banned.

Cooper and Company previously raised the issue of having a bylaw enacted to prohibit non-AT buses from using the Precinct (other than on the set bus routes). In Cooper and Company’s view such a bylaw could be used to ban all such trucks from using these roads.

AT has taken on board the suggestion of the bylaw but given the process involved it would not be possible to have a bylaw in place prior to commencement of construction works. AT is addressing this matter through other means.

4 May 2016

Cooper and Company

Section 4.11.2, residential zoned land and educational facilities, states that regular consultation and forewarning of changes to traffic controls will be

Section 4.11.2 text updated to include businesses and landowners located within the Project area.

Date

CLG Member

Comment

Response

provided to stakeholders in the project area. For clarity it should be noted that stakeholders are not just limited to residential and educational facilities but include others, such as businesses and landowners located within the project area.

4 May 2016

Cooper and Company

Section 4.12.2, alternative parking arrangements, states that where parking is unavailable to residents / businesses during the works AT will make parks available at Downtown or Britomart carpark and will lease a number of parks for this purpose.

Cooper and Company has not been approached as yet to discuss this.

The carpark is nearing or at capacity at sometimes so early consultation is recommended if AT wish to secure carparks.

A member of the DSBJV project team will contact Tim Ellis the Britomart carpark manager to discuss.

4 May 2016

Cooper and Company

Section 4.16.1, pedestrian measures, notes that wayfinding signs will be installed at key decision points to advertise the location of the new entrance to Britomart. It also indicates that the form of the signage will be confirmed by AT through the Urban Design DWP. Cooper and Company would like to be consulted on any signage within the Britomart Precinct

As mentioned in Section 4.9.2 of this DWP and in section 6.3.2.3 of the Urban Design DWP, AT will engage with Cooper and Company on the design of any signage required in relation to the Britomart Precinct.

4 May 2016

Cooper and Company

Section 4.19, sets out potential further mitigation measures to address traffic issues. There are no specific measures listed for the Britomart Precinct – with the exception of restricting construction deliveries/spoil removal during peak hours and encouraging light construction vehicles to avoid critical intersections such as Commerce/Customs Street. Are there other measures that could be considered to ease traffic congestion in this area?

Section 4.19 has been updated to include additional traffic mitigation measure that can be implemented to ease traffic congestion in the Britomart Precinct area.

4 May 2016

Cooper and Company

Section 7.3.3, monitoring of local road traffic conditions and temporary traffic controls, notes the monitoring under the BTC designation conditions to be undertaken by an independent person. Comment made that the monitoring required includes the 1 –

Section 7.3.3 text amended to provide additional clarity on this matter.

Date

CLG Member

Comment

Response

2 week settling periods and traffic studies during this time are poor practice as they will not provide representative data to base decisions on. Does this mean that AT will be challenging any directions made by the independent reviewer on this basis?

4 May 2016

4 May 2016

Cooper and Company

Cooper and Company

Section 8.1, general, and section 8.3, temporary traffic management coordination and process, notes that the TAP has been developed in conjunction with the listed parties.

One of these is the Traffic Management Coordination Group (TMCG) which includes representatives of Precinct redevelopment, NZTA, AT, CCI (city centre initiatives) and ATEED. Is this group to continue during the construction period?

Cooper and Company would like more information about this group and be invited to attend a couple of meetings to determine whether it is something they consider it would be useful for them to be a member of.

This section also contains a list of parties for early and on-going consultation in regards to traffic matters. This includes NZTA, AT buses, affected businesses and residents using Tyler Street accesses, and for Galway Street Mercure and McDonalds.

This list does not include all the potentially affected businesses within the area of the Precinct affected by the works and nor does it include Cooper and Co. Tenants will not only be affected by access routes but also by closures which might affect emergency evacuation gathering points etc.

At the least Cooper and Co should be listed here so that they can act as a liaison with their tenants.

The Traffic Management Coordination Group only consists of representatives of Site Traffic Management Supervisors group.

Section 8.1 text has been updated to provide clarity on the members of this group.

Section 9 Reviewing and updating the DWP notes that any material changes to the DWP will require approval from Council.

However it should also note that any material changes also need to be

Section 9 text has been updated to refer to the requirement to notify the CLG of any material changes made to the DWPs.

A new subsection 8.2 has been inserted to reference the requirement for ongoing, regular consultation with other stakeholders in regards to traffic matters throughout construction of the Project.

Date

CLG Member

Comment

Response

notified to the CLG under condition 8.7.

4 May 2016

Cooper and Company

Appendix A – Workforce Travel Plan section 4.2, physical infrastructure notes that the CPO building will be used for office space to house 10 to 30 staff. As noted in prior feedback Cooper and Company would like to be kept informed of all proposals of how the upper floors of the CPO will be used.

Engagement with Cooper and Company will be undertaken prior to the site office being located in the CPO building.

4 May 2016

Cooper and Company

Overall comment, there are a lot of measures and changes proposed. It is important that key stakeholders like Cooper and Company are kept informed of these. While there are some references to prior notice of certain stakeholders it would be helpful if there was a separate section which listed who would be notified, about what, and when.

From Cooper and Company’s perspective an indicative list of timing for various measures and 48 hours prior notification (wherever possible) of the implementation of these measures would be appropriate.

All other stakeholders within Project area will be consulted with in regards to traffic matters on a regular, ongoing basis throughout construction of the project. A new Section 8.2 has been included to cover this requirement.

Sections 4.12.1 and 4.12.3 have been updated to require all affected parties to be provided with a minimum of 48 to 72 hours prior notification to temporary disruption to property access or road closures.

19th May 2016

Cooper and Company

Table 2.1 why has footpath widening and pedestrian crossing on Tyler, Galway and Commerce Streets and reversal of traffic flow on Tyler street been deleted from the table?

19th May 2016

Cooper and Company

Table 2.3 why has footpath widening and pedestrian crossing changes been deleted from stage 1 of the table?

Reference to these works were deleted as they were undertaken

by AT or Precincts Properties to allow for the redevelopment of the Downtown Shopping Centre and the Albert Street section of the CRL. Table 2.1 has been updated to include these works and note have been made where these works are to be undertaken by other, prior to the commencement of the Britomart section of CRL works.

Further a footnote has been added for additional clarity.

19th May 2016

Cooper and Company

Section 4.16.2 second bullet point – typo – extra “Cyclists” at the end of the bullet point.

Section 4.16.2 text updated to correct typo.

19th May 2016

Cooper and Company

Other. Bus flyer / plan showing ban on heavy traffic, including buses, on Gore, Galway and Tyler streets to be inserted into plan.

No heavy traffic flyer / plan inserted as a figure 4.6 in section 4.11.1.

•

Independent Peer Review Comments

An Independent Peer Review of the draft Transport, Access and Parking DWP was undertaken by Tony Innes from Commute Transportation Consultants, with peer review comments received on 21st February 2016. The comments received are as follows: Condition No.

Section of DWP 19

Comment

Response

The DWP outlines where and how the NZTA will be engaged and it is noted that they are also reviewing the documentation. This is a critical element of the successful management of the traffic effects as a one network response is critical. Particularly given that a significant portion of traffic is re-routing from the local road network to the motorway network in the mode forecasts. I would like to see a stronger emphasis on this in the document, and suggest in addition to the measures proposed that there is also engagement at higher levels within AT and NZTA, with this project a standing agenda item on the regular meetings between NZTA and AT. This will be a very high profile project and the effects will need to be managed by all parties.

As noted in the DWP, NZTA have been a party to the TMCG during the development of this document, supplied baseline GPS derived journey time data and have indicated in meetings and correspondence that they do not oppose the project and will work cooperatively with AT to manage and further develop planning for management of the wider network.

NZTA are continuing to assess and develop potential active management and mitigation measures for the motorway network using diverted traffic volumes from the CRL modelling as well as observed and expected (e.g. from the Waterview project next year) rapid changes to motorway volumes.

CRL Designation Conditions CRL 18.1

9.1 Appendix O

The CBD Tactical Operations structure proposed is jointly staffed by AT and NZTA and will consist of a Steering Group, PCG and Tactical Operations Plan (TOP) Working Group.

Monthly reporting on CBD and associated traffic management (including the motorway network and CMJ) is expected to be reported on monthly through this structure or as needed by particular event. As with all groups and projects within AT and given the high profile of the works it is expected that the steering group members will report to their respective boards as appropriate.

19 C1 Transport, Access and Parking Revision 3

Condition No.

Section of DWP 19

Comment

Response The structure, roles, composition and expected reporting structure of this group has been further described in the DWP in sections 7 and 8.

The final written response from NZTA summarised in the peer review comment here has been included in the DWP as an Appendix O. It is agreed that the issues raised by NZTA and the aligned comments peer reviewer regarding traffic management of the CBD for this project and the multitude of concurrent projects will be addressed at a wider city level by the TOP organisation; while this DWP provides suitable control and management structures and measures for this Project.

Liaison with Ports of Auckland and Auckland Hospital are expected as part of the activities of the TOP group and wider Project communications plan.

It is confirmed that the TDM campaign referred to in the NZTA final written response has been underway since prior to the start of the Pipe Jack works in November 2015 and has been significantly increased in scope and prominence since early 2016 as noted in the following response to condition 25.2(a) below. The response to this condition also notes the additional public transport capacity introduced by AT since April 2015 and further capacity increases expected in 2016.

Additional interventions and capacity will be considered and developed as required through the TOP group.

It is understood that network operating plans have already been developed and used to establish optimisation measures

Condition No.

Section of DWP 19

Comment

Response in response to issues encountered as a result of the Pipe Jack works with benefits to delay and queues resulting.

The proposal to develop motorway strategies such as amended ramp metering plans is supported and expected to be implemented through the TOP group as part of wider City traffic management measures during the construction of this and other projects, and subsequently to address population growth and development of the CBD traffic environment.

No change to DWP.

CRL 20.1

Appendix A: Workforce Travel Plan

The DWP is considered to appropriately address this condition. A preliminary travel plan has been prepared that is considered appropriate (subject to further detail being provided once staff travel patterns are known).

There are very few car parks provided for staff and a mixture of TDM measures are proposed to reduce the workforce dependence on the private vehicle. It is acknowledged however that given the construction nature of the project there will need to be contractors with tools that drive to work as is the case on many construction sites throughout the CBD. The needs of specialist staff can be covered in subsequent TMP documents.

No change to DWP or Workforce Travel Plan.

CRL 21.1(a)

4.11

The DWP is considered to appropriately address this condition. It is noted that the Lower Queen Street area in particular is heavily trafficked by pedestrians and will require monitoring to ensure the measures are working effectively (as will be undertaken through the standard monitoring approach for TTM)

Agreed, although it is noted that pedestrian volumes will likely decrease somewhat with the main station entry moving to the temporary station on Commerce, Galway and Tyler streets.

This is considered light in the DWP, however should be addressed in the CEMP. Road sweeping will help manage the effects if sediment escapes the site in significant amounts, however stopping this sediment leaving the site is the best method to manage this effect.

Agreed, there is insufficient space within the construction support areas to provide for drive through wheel wash instead there will be manual cleaning of trucks before they leave site.

All water within the site is captured and sent to a treatment

CRL 21.1(b)

4.14

No change to DWP.

Condition No.

Section of DWP 19

Comment

Response plant on the southern side of the Glasshouse as detailed in the CEMP and Erosion and Sediment Control DWP. No change to DWP.

CRL 25.1

This document

This is covered in the summary section in this report.

See following

CRL 25.2(a)

4.14-4.19

Significant planning has been undertaken by AT for shifting bus services within the Britomart Transport Centre to accommodate the CRL works.

Additional bus priority works have also been identified and implemented.

It is recommended that bus travel times are monitored continually to understand where delays are occurring and to maintain appropriate service levels. During construction, the transport priorities should be public transport, pedestrians and cyclists. Private vehicle travel should be managed as best as possible however the effects should be mitigated by clearly communicating that works are significant and delays should be expected.

The interface with other significant projects in the CBD is an area of concern. The modelling undertaken confirms this concern. It is acknowledged that it is not practical to stop projects and ensure they do not occur in parallel. It is therefore recommended that further thought be given to the central coordination of the temporary traffic management associated with all public and private projects in the CBD and AT as road controlling authority set up regular (could be weekly) meetings with all of the projects to coordinate this critical activity and allow feedback and planning to be undertaken in real time to ensure a streamlined and best for city for outcome.

As noted in DWP AT will undertake continuous monitoring of bus travel times, patronage and kerbside management issues amongst others as ‘business as usual’ (BAU) and their KRA and KPI reporting to the AT Board and elsewhere. Additional bus priority facilities will be installed in mid-April before the start of the works including bus lanes on Queen Street which will address some recent issues. The AT TOP group and Tactical Response Team are and will actively monitor and optimise all mode movements with priority given to public and active transport consistent with the time of day network operating plans which promote people carrying productivity over vehicle movements.

No change to DWP. As noted in the DWP, the modelling does not allow for trip rationalisation, mode shift (although this has been considered as a sensitivity test) or natural peak spreading. Along with other assumptions as to development traffic and controls, it therefore represents a conservative assessment and it is expected that there will be a degree of ‘natural’ peak spreading as drivers choose a travel time that allows them to experience what they consider to be an acceptable level of service. This is consistent with long term planning for the city which would maintain the current number of carparks but

Condition No.

Section of DWP 19

Comment

Response reduces lane capacity to allow for more productive mode use (e.g. bus or cycle lanes) or creation of improved public realm.

No change to DWP. As noted in the DWP a number of major public and private projects will occur in parallel with attendant traffic effects occurring in parallel. It is agreed that where possible short term traffic management events need to be coordinated to avoid enhancing the cumulative effects unnecessarily (such as closing adjacent cross-town routes at the same time on a particular night for discrete events). During the development of this document this role was performed by the TMCG to ease the network task of the Road Corridor Access team. The fortnightly TMCG included representatives of the various major developments in the CBD to understand the interaction of upcoming TMP activities; from now on this role will be undertaken by the TOP group which includes senior representatives of the RCA and network operations teams with provision for input from subject matter experts such as from the CRL construction team.

No change to DWP. It is noted that a number of the potential additional mitigation interventions identified can be implemented at short notice with minimal if any design effort or infrastructure changes (i.e. turn bans or other signal amendments). It is understood that a number of other measures are being further investigated and planned on a continuing basis including motorway ramp management measures by At, NZTA and the Auckland Motorway Alliance (AMA). It is suggested that the wider AT organisation is encouraged to develop planning and physical

Condition No.

Section of DWP 19

Comment

Response works early design through the TOP group. The TOP working group and Tactical Response Team should and is expected to be familiar with the DWP and requirements of consent and designation for this and associated Projects.

No change to DWP

CRL 25.2(b)

4.12

The DWP addresses these matters however the generic proposed pedestrian routes and footpath closures during various stages of the project should be clearly identified on the DWP plans. It would useful to show the pedestrian routes (Figures 4.2 to 4.5) and heavy vehicle access routes (Figures 4.8 to 4.11) on one plan to better understand potential conflicts between pedestrians and heavy vehicles for different construction stages. Site specific TMPs would detail how these routes and closures would be implemented.

It is considered that the haul route diagrams and recognition that no pedestrian facilities are to be closed (other than temporarily for a very short period of minutes for driveway use) provides sufficient basis for TMP planning and preparation. The staging schematics presented note the need for pedestrian measures at the site access points and these plans have been clarified as have the truck access plans in section 4 of the DWP.

CRL 25.2(c)

4.12

See above. Property access points (pedestrian) would also be useful to identify on the plans.

Property access points added to schematics in section 4 of DWP

CRL 25.3(a)

4.13

Routes have been identified and are considered appropriate. The focus on arterial roads and the use of Grafton Gully (avoiding the need to cross the work area) is considered an appropriate approach.

We note for subsequent sections of CRL that the modelling is forecasting a significant increase in traffic on the already congested motorway network and it is unclear how this will be appropriately managed.

The NZTA (via AMA) are currently modelling the motorway network under the various scenarios identified in this DWP and using the modelled changes to network traffic distribution. This modelling also includes recent unexpected increases in motorway traffic resulting from rapid population growth in the region as well as expected future events such as the opening of the Waterview connection. This modelling will determine ramp metering and other management strategies as is done on a BAU basis and as is needed for the management of other development and regional growth traffic. The findings of this continuing and on-going modelling and management planning will contribute to the joint TOP group activities of TA, AC and NZTA.

Condition No.

Section of DWP 19

Comment

Response No change to DWP.

CRL 25.3(b)

4.13

See above. It is noted that Quay Street between Lower Albert Street and Britomart Place is not an over dimension vehicle route however an additional route to Customs Street East is considered appropriate to provide alternative construction routes to and from the site.

No change to DWP

CRL 25.3(c)

4.13

This review is in relation to the Britomart construction works and this condition is applicable to sites in following stages (from reviewer’s interpretation).

No change to DWP

CRL 25.3(d)

4.13

This condition is not specifically addressed; no educational facilities are known in the area but it is likely that there are residential dwellings.

The assessment should be undertaken to assess whether the time restrictions proposed in 25.1 (d) (ii) are required

The condition relates to residential zoned land as opposed to residentially occupied properties and there are no local educational facilities imposing conditions (such as groups of school children) requiring additional controls or presenting additional risks beyond those of other office workers and other users. Additional commentary has been provided in a new section 4.11.2 of this DWP.

CRL 25.3(e)

4.12, 4.13

The DWP is considered to appropriately outline the means of addressing this condition however site specific TMP’s (as outlined in Section 1.3) can provide further clarity on these matters at various stages of construction.

While the DWP gives a general overview, the TMP process is considered to be the appropriate means of addressing the details of this condition.

No change to DWP

CRL 25.3(f)

4.12

See comments for CRL 25.2.

No change to DWP

CRL 25.3(g)

4.12

The approach of the DWP is to provide sufficient warning so that this mitigation is not required. Whilst this approach is considered appropriate, events that are ‘unexpected’ should be better defined. For example, unexpected events could be defined as when property access is affected outside of the notified temporary closure period (as communicated to the affected parties within a TMP). However, when an affected party does not advise its staff internally of any closure, the closure should not be considered to be unexpected if a staff member fails to enter or exit the site.

Additional clarification added to section 4.12.2 of this DWP

Condition No.

Section of DWP 19

Comment

Response

CRL 25.3(h)

4.12 4.15 - 4.17 4.20 6.1 -6.4

The DWP provides the details required for this condition. It is noted that the PT service relocations are due for completion 2-3 weeks before the works begin. It is considered that this provides time (as outlined in the DWP) for users to adjust to the new services, however we note this leaves little contingency if the date of the PT services changes take longer.

No change to DWP

CRL 25.3(i)

8.1

The DWP is considered to appropriately address this condition.

No change to DWP

CRL 25.3(j)

4.21

The DWP is considered to appropriately address this condition.

No change to DWP

CRL 26.1

4.17-4.19 7.1-7.4

Transport monitoring is proposed and the implementation of Bluetooth along the key routes will provide robust data before and during construction. It is noted that the assumed performance of the future network is based on 4000 SOV trips being removed from the network through TDM measures. A plan is in place to work towards achieving this, however it is noted that this is an ambitious target.

Additional measures are outlined that could be implemented if this monitoring shows there is an issue. The additional measures are a mix of operational and physical interventions and are considered appropriate at this time. However many of these measures could take some time to implement if required (weeks or months in some instances) and therefore advanced work is recommended on some of these to allow the response to be quicker if required.

We also note that parking charges (increasing them) can be a powerful tool to create behaviour change for commuters.

To clarify, the assumed performance of the system as modelled / forecast does not assume that the TDM derived mode shift (including physical works such as extra PT service and bus lanes is achieved in predicting travel time changes.

Nor does it include peak spreading or trip rationalisation in its calculation of expected travel times on the nominated routes and more widely in the network as required by NoR conditions 26 (et al). It is expected that the TDM measures will have a measureable effect on reducing demand and the potential impact of this has been considered through sensitivity testing (see section 5.3.3 of the DWP and the appended modelling reports). The forecast travel times are typically less or very close to the baseline plus ten minutes requirement of the conditions. The greater risk is political in response to community disquiet with the significant changes anticipated and resulting cultural change in travel mode and patterns. In this regard the TDM campaign and other mitigation measures such as physical interventions and additional PT capacity previously described above will be of great importance as noted.

No change to DWP.

Condition No.

Section of DWP 19

Comment

Response We agree that early planning, design, consenting and legal resolution of additional mitigations is best practice and should be pursued. Early assessment of additional mitigation works is understood to be underway by AT and NZTA as noted in the response to condition 25.2(a) above. Although considered to be outside the direct scope of this project and DWP, it is recommended that the carrot and stick measures described and importance of preplanning some additional mitigation works is passed onto and emphasised with the TOP group and Commute teams for further consideration and implementation.

No change to DWP. It is outside the scope of this Project to impose increases on private parking charges. There have already been some changes to parking charges in AT operated carparks (such as the Downtown Centre) to encourage behaviour change as indicated and it is expected that this issue will be monitored and further changes made if required.

No change to DWP.

CRL 26.2

7.1

The DWP is considered to appropriately address this condition.

No change to DWP.

CRL 26.3

7.2

The DWP is considered to appropriately address this condition.

No change to DWP.

CRL 26.4

7.2, 7.3

This is noted, however this will be difficult to quantify and greater clarity around what an 'incident' means. For instance, an accident on SH1 that cause congestion within the City Centre should be removed however localised congestion as a result of a crash within a CRL temporary traffic management site should not be excluded.

For the purposes of CBD traffic management monitoring and this DWP an incident is considered to be any event which is not expected in normal operation of the network and generates congestion or delay on the arterial network. In this case an event on a local road would not be considered an event until and if traffic queues spill back onto the main road network. It is considered that a crash within the CRL temporary worksite and TMP control area is not a normal

Condition No.

Section of DWP 19

Comment

Response event and should not be considered in network and prescribed route performance monitoring; however it should and will be investigated by the Project team to learn lessons and potentially provide improved controls as described in the DWP. The definition if an incident is further clarified in section 7.2 of the DWP.

CRL 26.5

7.1

The DWP is considered to appropriately address this condition.

No change to DWP.

CRL 26.6

7.1 - 7.3 Appendix M

The DWP includes both criteria and provides a detailed method for developing the latest travel time forecast and the method outlined is considered appropriate.

We also note that given the number of other projects being progressed in the CBD at the time, pinpointing the effect to this project will be difficult.

It is agreed that assigning responsibility for congestion to a particular project in the CBD will be difficult during the duration of the Project given that there will be multiple projects contributing to congestion and the effects may not be proportional to change (i.e. travel times change in a non-linear way as capacity is approached and there will be trip redistribution around the network). It is noted that the traffic impacts of this project and the other CRL enabling works on Albert Street will be the same or less than expected during consenting.

No change to DWP.

CRL 26.7

4.19

A mix of operational and physical additional measures are proposed in the DWP and are considered appropriate at this time.

No change to DWP.

CRL 26.8

4.19

This is the outcome of the proposed additional measures identified above.

No change to DWP.

CRL 26.9

7.1

These routes are identified appropriately in the DWP.

No change to DWP.

CRL 26.10

7.1

The DWP is considered to appropriately address this condition.

No change to DWP.

CRL 27.2(a)

4.3, 4.4, 4.6, 4.15 - 4.19

This assessment has been provided in the DWP. There are a number of measures around the site in particular that have been adopted.

No change to DWP.

Condition No.

Section of DWP 19

Comment

Response

Footpaths have been widened, new 'zebra' crossings and signalised pedestrian crossings as well as taxi stands and other features. The works are localised in the area around the station to try and reduce the impact on the east west movements identified in the condition. The proposed works are considered appropriate to manage these forecast effects CRL 27.2(b)

4.3, 4.4, 4.6, 4.15 - 4.19

This is provided in the DWP as above

No change to DWP.

CRL 27.2(c)

4.12

This is outlined in the DWP, with an approach of engaging and advising local property owners of works and the implications. This is considered appropriate for the project.

No change to DWP.

CRL 27.2(d)

4.12, 4.15 – 4.17

The DWP outlines how the construction works will be managed to minimise the impacts to users and operators of the surrounding road network. There will inevitably be issues that arise due to incidents etc. on the road network, however there is a process to manage these.

Importantly there is considerable thought put into the pedestrian amenity and safety in the area. The DWP outlines that the effected businesses will be engaged with prior to construction. There is a risk that as this engagement has not been undertaken as yet, this engagement requires changes to the management plan, however this risk is considered low.

Engagement with the local businesses has been undertaken through the CLG forum and also engagement undertaken to inform the Social Impact and Business Disruption DWP. No change to DWP.

•

A further Independent Peer Review of the draft Transport, Access and Parking DWP was undertaken by Tony Innes to review the amendments made to the draft Transport, Access and Parking DWP as a result of Auckland Transport’s confirmation of the altered BTC designation conditions. A second round of peer review comments was received on 23rd May 2016. The comments received are as follows: Condition No.

Section of DWP

Comment

Response

BTC Designation Conditions BTC 19.1

Appendix A Workforce Travel Plan

As per overall CRL conditions assessment above.

No change to DWP or Workforce Travel Plan.

BTC 20.1

4.11 and 4.14

As per overall CRL conditions assessment above

Refer to comment above. No change to DWP.

BTC 24.1

This document

As per overall CRL conditions assessment above

Refer to comment above. No change to DWP.

BTC 24.2

Section 6.2 – 4.12, 4.15 4.19

As per overall CRL conditions assessment above

Refer to comment above. No change to DWP.

BTC 24.3(aa)

Appendix C 2.3 4.3 4.3

The DWP is considered to appropriately address this condition.

No change to DWP

BTC 24.3(bb)

8.2

This is to be provided in the CEMP, which is considered appropriate.

No change to DWP

BTC 24.3 (a)

4.3 4.12

The DWP is considered to appropriately address this condition.

No change to DWP

BTC 24.3 (b)(i) and(ii)

2.3 4.3

The DWP outlines the traffic management of these areas. There is a strong focus on pedestrianisation of the area to provide greater pedestrian connectivity to the station through the revised entrance.

This condition requires details of road lane narrowing in Commence, Galway and Tyler Streets and outside the CPO related to widening of footpaths. Sections 2.3 and 4.3 provides information on these matters. Footpath widening is a key design element to improve pedestrian connectivity to the station through the revised entrance. No change to DWP.

BTC 24.3 (c)

6.4

The DWP is considered to appropriately address this condition.

No change to DWP

BTC 24.3(d)(i)(ii) and (iii)

4.9 4.16 6.2

The DWP is considered to appropriately address this condition.

No change to DWP

BTC 24.3(e)

4.3

The DWP is considered to appropriately address this condition through the text and streetscape plans provided.

No change to DWP

BTC 24.3(f)(i)(ii) and (iii)

4.12

As per overall CRL conditions assessment above, this will need more detail.

Section 4.12.1 states that pedestrian and cycle access to buildings adjacent to the Project area will be maintained at all times.

The majority of streetscape elements outline in section 4.12.1 will be completed without short term street closures.

The only closures required will be closer of Galway and Commerce street between the eastern façade of the CPO. A minimum of 72 hours’ notice will be provided to the affected parties when these planned closures exceed three hours in length, and vehicles will be detoured around the worksite via Customs Street or Quay Street. For closures of less than three hours, at least 48 hours prior notice will be given.

Section 4.12.2 outlines alternative parking arrangements for the residents, staff and clients of adjacent buildings that will be provided where vehicular parking access to properties cannot be provided during discrete events. Parking will be provide in Downtown car park and Britomart car park.

Based on the above, Section 4.12 provides sufficient information to adequately address condition BTC 24.3(f).

No amendments made to DWP.

BTC 24.3(g)(i)(ii)(iii) and (iv)

6.1 – 6.4 4.12, 4.15 – 4.17 and 4.20

The DWP is considered to appropriately address this condition, the pedestrian modelling and analysis has shown there is sufficient width of footpath and pedestrian access provided to provide an acceptable LOS. Haulage routes and the relocation of taxi stands and parking spaces is outlined as required.

No change to DWP

BTC 24.3(h)

4.20

The DWP is considered to appropriately address this condition and includes shutting the site if required to assist in the management of pedestrian safety.

No change to DWP

BTC 24.3(i)

4.4 and 8.1

The DWP is considered to appropriately address this condition.

No change to DWP.

BTC 24.3(j)

8

The DWP is considered to appropriately address this condition.

No change to DWP.

BTC 24.3(k) (l) and (m)

7.3.3

The DWP in section 7.3.3 is considered to appropriately address this condition.

No change to DWP.

BTC 24.4

4.11

The DWP is considered to appropriately address this condition.

Construction vehicles are limited, but access is not permanently closed.

No change to DWP

BTC 24.5

4.11

There is explanation at how Tyler and Galway will operate which is consistent with the intent of this condition. The specific number of closures is not referred to though.

Section 4.11.3 and 4.11.4 text updated to reference the requirement that temporary full width road closures of Tyler and Galway Streets will be limited to no more than 10 closures per annum per road and restricted to the length of Tyler and Galway Streets running between the eastern façade of the Chief Post Office and Commerce Street.

BTC 24.6

4.11

There is explanation at how Tyler and Galway will operate which is consistent with the intent of this condition. The specific number of closures is not referred to though.

Section 4.11.3 and 4.11.4 text updated to reference the requirement that temporary full width road closures of Tyler and Galway Streets will be limited to no more than 10 closures per annum per road and restricted to the length of Tyler and Galway Streets running between the eastern façade of the Chief Post Office and Commerce Street.

BTC 24.7

4.12.1

The DWP is considered to appropriately address this condition.

No change to DWP.

BTC 24.8

4.12.1

The DWP is considered to appropriately address this condition.

No change to DWP.

BTC 24.9

4.12.1

The DWP is considered to appropriately address this condition.

No change to DWP.

BTC 24.10

4.12.3

The DWP is considered to appropriately address this condition, with taxi vouchers explicitly discussed.

No change to DWP

BTC 24.11

8.2 and 8.3

As per overall CRL conditions assessment above

Sections 8.2 outlines the procedure for ongoing communication and consultation with other stakeholders throughout construction of the Project. Section 8.3 outlines the complaints management process for dealing with complaints. Complaints will be investigated and if complaints

are found to be justified then mitigation measures shall be put in place to ensure safe pedestrian movement is maintained throughout the Project.

No amendments to DWP required.

BTC 24.12

4.7.1

The DWP complies with this requirement.

No change to DWP

BTC 24.13

4.10

The DWP is considered to appropriately address this condition.

No change to DWP.

BTC 24.14

4.13

The DWP is considered to appropriately address this condition, with alternative routes clearly marked out.

No change to DWP

CRL Britomart to Wyndham Street Enabling Works Resource Consents R/REG/2010/5430, R/LUC/2014/5428, R/REG2014/5432, R/REG2014/5435, R/REG/2014/5436, R/REG/2014/5437 Regional Consent Condition 36

4.3, 4.12, 4.13, 4.15 – 4.19, 5.1, 6.1 – 6.3

This is covered in the summary section in this report

No change to DWP.

Appendix O:

NZTA Review

Appendix P:

Traffic Surveys

Appendix Q:

Summary of Engagement Database

From the 5 August 2016 till 29 August 2017, there have been 151 recorded correspondences in the C1 CRL Engagement Database. 77 of which have been sent out as responses and updates. 65 of the received records have been related to requests, distribution emails and stakeholder updates.

Complaints

Total Other

Total

Closed Harassment Parking Signage Noise at Night

Count 5 5 1

Bus complaints

1 13 3 1 1 4 7 1

Safety Request Meeting Way Finders Updates Queries Feedback

1

17

Open Pedestrian Facilities New Station seating Bus Stops Shared Path/Walking

Notifications/Update Pedestrian Facilities

Count 4 1 1

Unclassified Parking Signage Construction

Count 1 8 3

3 9 4 1

Positive Feedback Distribution Emails Not DSB Responsibility Updates Queries Construction Concerns Request

5

Majority of the complaints that were received during this period have been closed out as shown above. The remaining open complaints are not DSBJV responsibility, therefore have been passed onto the appropriate parties for action to be taken.

12 2 28 10 27 4 8 16 95

Appendix R: •

Register of Plan Updates

Annual Review Updates

Date

Updates have been made to the following sections:

December 2017

• Page 1 updated revision and date • Page 2 updated version details • Section 2.2 construction methodology updated to include network utilities section provided by DSBJV Project Director • Section 2.4.1 Addition of information on daily construction vehicle counts from August 2017 • Section 3.1.1.5 Updated text to reflect the installation of Quay Street cycleway • Section 3.2.3 Updated text to reflect the installation of Quay Street cycleway • Table 3.2 updated to reflect new cycle infrastructure • Section 3.2.4 and Table 3.3 Updated average cycle demand to incorporate 2015 and 2017 where data is available • Table 3.4 and 3.5 Updated to reflect latest status of concurrent public and private sector projects and identification of new projects • Section 4.11.3 Galway Street site Access text updated to reflect shared zone • Section 4.12.1 Included reference to Tyler St and Galway St share zone as part of streetscape elements • Section 4.15 Text removed to reflect that new network bus route changes have been implemented • Section 4.15 new test documenting possible bus network changes around the project area • Section 4.16.1 Text updated to reflect wayfinding measures/ elements that were installed • Section 7.3.2 text updated to reflect no current need for additional traffic modelling • Section 7.3.3Insert text to make reference to two traffic surveys undertaken as part of Stage 1 and Stage 2 of the project.

• Section 8.3 DSBJV point of contact for complaints updated • Section 10 (new) new section outlining the project specific documentation required to support the processes described in the TAP DWP. • Appendix A update to Travel Management Plan including; − Section 1 – update of construction staging and timeframes − Section 3.3 updated to reflect staff travel survey results − Section 4.1 removed reference to travel working group − Section 4.2 updated to reflect van pooling system in place − Section 4.3 updated to reflect that staff inducements are undertaken on an individual basis − Section 5 updated two reflect AT travel demand team expos undertaken in July 2017 − Section 5.4.2 updated van pooling section to reflect system that is in place • Appendix D – updated construction staging plan provide by DSBJV Project Director • Appendix P – (new) appendix providing the two traffic survey reports • Appendix Q (new) appendix to summarise the stakeholder database results

• Appendix R (new) Register of Plan appendix highlighting updates to document all changes as part of the annual update Updates have been made to the following sections: • Section 1.1, Section 2.2 and Table 2.3 construction methodology update to program dates • Section 2.2.4 Addition of information around spoil load out, and change to Stage 3 timing.

• Section 2.2.5 Update to Stage 4 completion timing.

• Table 2.1 Addition of streetscape reinstatement and resurfacing to construction activities in Tyler and Galway Street.

• Section 3.1.1.5 Update to description of Quay Street traffic lanes • Section 3.1.1.5, Table 3.1 and Section 3.2.1 to include reference to DTIP / seawall works in close proximity to the site.

• Section 3.3 Updated description of the bus services in relation to C2 public realm works.

• Table 4.1 Inclusion of an additional paragraph about the transport elements to be managed in Galway and Tyler Streets.

• Section 4.6.2 and 4.6.3 Inclusion of reference to signal optimisation that may be required when public realm works commence for C2.

• Section 4.9.2 Amended hoarding height to reflect wording in other Project DWPs. Removed requirement for higher hoardings around piling works as not necessary.

• Section 4.11.1 Removed reference to spoil load out via conveyer belt as not pursued.

• Section 4.11.5 Amended main entry and auxillary entry for spoil load out to reflect current operations.

• Section 4.21.1 Deleted this section as the methodology is no longer relevant (removing concrete via rail, and crushing concrete onsite) .

• Section 6.2.4 Additional two key bottlenecks included • Section 6.3 Addition of requirement to consider emergency access requirements during full closures of Tyler or Galway Streets.

• Section 7.2 Addition of reference to recent travel time data.

• Various sections to change reference from Auckland Transport to City Rail Link Limited where appropriate.

December 2018