Transport Access and Parking Delivery Work Plan

CRL Contract 3 Aotea Utility Relocation Works – Stages 1-3 Transport Access and Parking Delivery Work Plan Addendum to: Transport Access and Parking Delivery Work Plan (Contract 2.1/2.2) (dated November 2017)

CRL-AOT-RME-LKA-PLN-800002

Revision: 0 30 August 2019

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Transport Access and Parking Delivery Work Plan

Transport Access and Parking Delivery Work Plan CRL-AOT-RME-LKA-PLN-800002 This document is uncontrolled when printed. This document should be printed in colour

Revision Status Revision

Issue Date

Major Changes

Changed By

0

30-Aug-2019

Issue version

D Marsh

Approved By

Approval Status Name/Title Prepared by:

Signature

Date

Dan Marsh Principal Traffic Engineer Werner Pretorius Senior Transport Specialist

30/08/2019

Reviewed by:

Alisdair Simpson Senior Planner

30/08/2019

Controlled by:

Duncan Tindall Associate Director

30/08/2019

Approved by:

Peter Roan Consents Lead – Link Alliance

30/08/2019

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Transport Access and Parking Delivery Work Plan

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

Project Description ............................................................................................................ 5

1.2

Purpose of the Addendum Report ..................................................................................... 5

2. Purpose and Objectives of Delivery Work Plan .......................................... 6 3. CRL Designation and Condition Requirements ........................................... 6 4. Utility Relocation Works ............................................................................. 6 4.1

Introduction ...................................................................................................................... 6

4.2

General Project Works....................................................................................................... 6

4.3

Hours of Operation ............................................................................................................ 8

4.4

Construction Workforce .................................................................................................... 8

4.5

Work Travel Demand Management .................................................................................. 8

5. Existing Conditions ...................................................................................... 9 5.1

General .............................................................................................................................. 9

5.1.1.

Traffic movements ..................................................................................................... 9

5.1.2.

Parking ....................................................................................................................... 9

5.1.3.

Bus routes .................................................................................................................. 9

5.2

Walking and Cycling Facilities .......................................................................................... 10

5.2.1.

Walking Facilities ...................................................................................................... 10

5.2.2.

Cycling Facilities ....................................................................................................... 10

6. Proposed Traffic Management ................................................................. 11 6.1

Philosophy ....................................................................................................................... 11

6.2

General Traffic Management........................................................................................... 11

6.3

Construction Traffic ......................................................................................................... 12

6.4

Contractor Parking .......................................................................................................... 12

7. Assessment of Effects ............................................................................... 12 7.1

7.1.1.

Traffic Model ............................................................................................................ 12

7.1.2.

2018 Reference Case ................................................................................................ 12

7.2

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Methodology ................................................................................................................... 12

General Traffic Effects ..................................................................................................... 12

7.2.1.

Flow Difference Plots................................................................................................ 12

7.2.2.

Journey Times .......................................................................................................... 12

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Transport Access and Parking Delivery Work Plan 7.3

Public Transport Effects ................................................................................................... 12

7.4

Pedestrian and Cyclist Effects .......................................................................................... 12

7.5

Construction Traffic ......................................................................................................... 13

7.6

Property Access ............................................................................................................... 13

7.7

Parking and Loading ........................................................................................................ 14

7.7.1.

Stage One ................................................................................................................. 14

7.7.2.

Stages Two and Three............................................................................................... 14

7.7.3.

Paid on-street parking .............................................................................................. 15

8. Monitoring ................................................................................................ 15 9. Consultation and Communication ............................................................ 15

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1. Introduction 1.1 Project Description The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4km underground passenger railway, running between Britomart Station and the North Auckland Line (NAL) in the vicinity of Mt Eden Station. The CRL project includes the construction of twin underground rail tunnels and two underground stations up to 42 metres below ground. Due to the complex nature and substantial size of the project, multiple work packages are to be developed.

As part of the CRL project, it is proposed to undertake advance utility relocation works prior to the main construction activities around Aotea Station. Approval has been provided for the relocation of utilities between Victoria Street and Wellesley Street along the west side of Albert Street. The physical works to relocate the utilities will be undertaken at the same time as the works described below.

Figure 1 Area of proposed works

Briefly, the area of utility works will generally be along Albert Street, from Wyndham Street to Wellesley Street, with works extending into parts of Kingston Street and Victoria Street. The works are to be broken down into three stages.

1.2 Purpose of the Addendum Report Aurecon on behalf of City Rail Link Ltd (CRLL) has already developed an approved Transport Access and Parking Delivery Work Plan (TAP DWP) for the Albert Street Utility Relocation and Canopy Removal (Document Reference: CRL-PAT-RME-000-RPT-0097) dated November 2017 (“the Approved TAP DWP�).

Since the TAP DWP was approved there have been changes to the works required, primarily associated with the extension to the Aotea Station footprint to accommodate larger trains. The result of this is that the Approved TAPDWP does not cover all of the works that are now required and requires revision, through the development of this addendum. In this regard, the chapter and section numbering within this addendum follows the same convention as the Approved TAP DWP This addendum should be read in conjunction with the Approved TAP DWP. Page 5

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2. Purpose and Objectives of Delivery Work Plan No changes or additions are required to this section of the Approved TAP DWP.

3. CRL Designation and Condition Requirements The following CRL designation conditions in Table 1 below are relevant to works described in this addendum, in addition to those already outlined within the Approved TAP DWP. Table 1 CRL Designation Condition Requirements

Number

Condition

25

General Transport, Access and Parking

25.3

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

Section Addressed within this Document

Section 7.3

4. Utility Relocation Works 4.1 Introduction The works described in this addendum are required to enable construction of the CRL in this location.

Components of the work will generally take place on Albert Street between Wyndham Street and Wellesley Street, Victoria Street between Federal Street and Elliot Street, and Kingston Street between Albert Street and Federal Street.

4.2 General Project Works The existing network of underground utilities around the proposed Aotea Station will need to be permanently relocated prior to construction of the station. It is proposed to undertake the utility relocation works in three stages.

For all stages, the main element of the works is the formation of temporary trenches within footpaths to allow installation of new utility ducts, and in some instances, the installation of pipes for stormwater and wastewater services. Once the ducts and pipes are installed the trenches are to be backfilled with the footpath reinstated.

The trenches will generally be 1m to 1.8m wide with an average depth of 1.5m for all stages of the works. For works to the north of Victoria Street, the trenches will be deeper (to around 3m) to provide for stormwater and wastewater service relocation. It is anticipated that the works will take around 6 months to complete. Time frames may be extended by around 3 months if utility service networks are more complex than first thought. The utility relocation works will relate to electrical, telecommunication, gas, potable water, stormwater and wastewater assets.

Table 2 provides a summary of works proposed for each stage.

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Transport Access and Parking Delivery Work Plan Table 2 Proposed Works

Stage Stage 1

Stage 2

Stage 3

Details of Works

Duration of Works (approximate)

Works will be located along the footpaths of Albert Street, between Wyndham Street and Victoria Street, extending into part of Kingston Street and Victoria Street, and on the northern Albert Street Slip lane.

Trenching along Victoria Street will be to a depth of 1.5m.

All other trenches will be around 2.5m to 3m in depth.

The total length of trenches constructed will be approximately 340m resulting in approximately 1350m³ of spoil being removed.

Works will be located along the footpath of Victoria Street, between Albert Street and Elliott Street (on the south side of the street) with trenching being around 1.5m in depth.

Between Victoria Street and Kingston Street, on the western side of Albert Street, trenching will be around 2.5m in depth.

A support site compound will be provided in part of the car park of Bledisloe House (details provided below) The total length of trenches constructed will be approximately 160m resulting in approximately 480m³ of spoil being removed.

Works will be located along the east side footpath of Albert Street (between the top of the ramp from Durham Street to the corner of Victoria Street) and the north side footpath of Victoria Street, between Albert Street and Elliott Street.

Works will also be undertaken on the north side of Victoria Street, between Federal Street and Albert Street.

The total length of trenches constructed will be approximately 180m resulting in approximately 585m³ of spoil being removed.

Total length of 680m of trench resulting in approximately 2,415m³ of spoil being removed.

3 months (September 2019 – November 2019)

2 months (November 2019 – December 2019)

1.5 months (from December 2019 / January 2020 – March 2020)

Approx. 6 months

The proposed traffic management plans for Stages 1 to 3 can be found in Appendix A. In addition, a temporary construction site compound (Figure 2) will be formed on the corner of Wellesley Street and Mayoral Drive in the part of the Bledisloe House car park. This compound will be within the project designation boundary and will be established approximately from October 2019 (Stage 2), until March 2020. This site compound will be occupied by storage containers, the objective of the site compound is to provide a site that can be used as a rest area for workforce staff, and house equipment and vehicles during the works. Temporary fencing will be used to delineate the site, along with Link Alliance branded mesh scrim. Vehicle access will be via the existing entrance off Mayoral Drive and through the gate as marked on the plan. Containers are likely to include machinery equipment and a total of up to 1,200L (6x 20L drums) of diesel in bunds.

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Transport Access and Parking Delivery Work Plan Figure 2 Indicative layout of the Stage 2 Site Compound

Detailed site layouts for each stage of the works have been provided in Appendix C of the CEMP addendum which also informs the location of the construction site compound.

4.3 Hours of Operation It is anticipated that construction work will be undertaken between 0700hrs to 1900hrs Monday to Saturday. Limited construction works may be undertaken beyond 1900hrs; however, this would not be a general occurrence and will be done in accordance with the project conditions.

4.4 Construction Workforce The total Project workforce will vary through the 3 stages of work, and it is expected to peak at approximately 20 staff. Additional subcontractor workforces such as traffic management and utility staff will attend the site intermittently.

Limited workforce parking will be provided at the site within the site compound, and workers will need to either park within nearby public parking buildings or travel via other modes. Project vehicle access will be restricted to plant and material delivery, spoil removal and service vehicles.

4.5 Work Travel Demand Management It is expected that the traffic effects of workforce travel will already be minor given the size of the workforce. However, travel will be further minimised through the use of public transport and carpooling. The project workforce will be provided with public transport travel information and encouraged to carpool if they choose or have no option but to drive.

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5. Existing Conditions 5.1 General The conditions in Albert Street have been altered as a result of the CRL C2 works. To understand the conditions of Albert Street prior to any construction works being undertaken, please see the CRL C2 TAPDWP. For the purpose of this addendum, the existing conditions are in reference to the current on-street layout.

5.1.1. Traffic movements Albert Street and Victoria Street West are classified as primary arterial roads and Kingston Street and Durham Street are classified as local roads in the Auckland Unitary Plan Operative in Part (AUP).

Victoria Street West, as of May 2019, carries approximately 10,000 vehicles per day.

Signalised intersections provide for traffic and pedestrian movements at the intersections of Albert Street and Victoria Street West, Victoria Street West and Federal Street, Victoria Street West and Queen Street, and Albert Street and Wellesley Street.

Due to construction works associated with CRL Contract 2 (C2), Albert Street is currently operating with one lane in each direction. The Albert Street and Victoria Street West intersection is also operating with reduced lanes and capacity: · · · ·

Northern leg: three short approach lanes and one entry lane Eastern leg: three approach lanes (Including one bus lane) and two entry lanes Southern leg: one approach lane and one entry lane Western leg: two approach lanes and one entry lane

5.1.2. Parking On Albert Street, parking is prohibited within the area subject to works. The southern side of Kingston Street (between Federal Street and Albert Street), has approximately 18m of parking reserved for Police vehicles as well as a loading zone. On both sides, the remainder of Kingston Street has on-street paid parking available. On the northern section of Albert Street slip lane, the northern side has a loading zone and on-street parking available.

On Victoria Street West (west of Albert Street), parking is prohibited except for a loading zone on the northern side and a bus stop on the southern side. On Victoria Street West (east of Albert Street), the northern side has a loading zone, car share parking and on-street paid parking. On the southern side, there is a bus stop.

5.1.3. Bus routes Since mid-2018 some of the bus routes in central Auckland have changed as a result of the implementation of Auckland Transport’s New Network. The effect of these changes was taken into account within the Approved TAP DWP. For clarity the bus route changes can be summarised as: ·

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Albert Street currently does not have any bus routes running along it, instead the bus routes now operate on Victoria Street West and Wellesley Street.

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Transport Access and Parking Delivery Work Plan Of these bus routes running along Victoria Street and Wellesley Street, the following is a summary: · · · ·

Seven bus routes operate on Victoria Street West and eight bus routes operate on Wellesley Street.

The starting point for three of the seven routes running on Victoria Street West is located on Victoria Street West.

Three routes (22, 24 and 75) run on both streets giving a total of twelve different routes operating on Victoria Street W and Wellesley Street.

Seven of these routes are frequent services which operate at least every 15mins, 7am – 7pm.

Therefore, both Victoria Street West and Wellesley Street West are strategically significant for public transport services within the City Centre.

5.2 Walking and Cycling Facilities 5.2.1. Walking Facilities Albert Street, Wellesley Street, Victoria Street West and Kingston Street all have footpaths along both sides of the road. Current construction work as part of the CRL C2 contract has restricted sections of the footpath along the western side of Albert Street and the southern side of Victoria Street West.

These have all been mitigated by providing temporary pedestrian access ways and footpaths adjacent to work zones, as well as providing pedestrian access to all private properties.

The footpaths affected by the proposed work zones under this addendum serve three main functions: · · ·

Access function: Providing access to properties located along these roads.

Through function: Providing a through route for pedestrians to walk to destinations in other areas.

Public transport function: The footpaths on Victoria Street West provide access to/from public transport facilities, including providing waiting space for public buses.

The footpaths on these roads and adjacent to the work zones are not observed to provide much of a place function, as there are no facilities provided for pedestrians to linger and interact. In addition, current CRL construction works has already reduced the width of some footpaths in the area and hence limited space is available for this function.

At the Wyndham Street/Albert Street intersection, signalised pedestrian crossings are provided across both the east and west legs. It is anticipated that the construction works as part of the C2 contract will be completed on three of the four approaches before the commencement of the C3 enabling works, and thus the intersection will revert to its final layout with signalised pedestrian crossings across all legs.

A signalised Barnes Dance pedestrian crossing is located at the Victoria Street/Albert Street intersection, as well as a signalised midblock pedestrian crossing on Albert Street approximately 50m north of Wellesley Street.

5.2.2. Cycling Facilities There are few dedicated cycling facilities in the immediate area of works. There are cycle advance stop boxes on the Victoria Street approaches to the Albert Street/Victoria Street Page 10

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Transport Access and Parking Delivery Work Plan intersection, as well as cycle advance stop boxes on both sides of the pedestrian crossing located 85m east of the same intersection.

Federal Street (south of Victoria Street West) and Elliot Street are shared use environments and cycle lanes are provided on Federal Street to the north of Victoria Street West, providing an alternative dedicated parallel route for cyclists.

6. Proposed Traffic Management 6.1 Philosophy No changes or additions are required to this section of the Approved TAP DWP.

6.2 General Traffic Management As outlined under Section 4.2, the works are proposed to occur in 3 Stages. In general, across all stages, the works will occupy the majority of the footway (whilst maintain a min 1.5 m pedestrian route) and up to two kerbside lanes on Albert Street and Victoria Street West. The works will maintain the existing single traffic lane in each direction on Albert Street, and under stages 2 and 3 require the reduction of Victoria Street West but still retain two lanes in each direction.

Stage 1 will require the occupation of the western side of Albert Street between Wyndham Street and Victoria Street West, a section of the northern and southern sides of Kingston Street and a section of the northern section of Albert Street Slip lane intersecting with Durham Street. During this stage of works all existing traffic movements between public streets will continue to be available, with the exception of two proposed temporary weekend closures of Kingston Street and the partial closure of the northern section of Albert Street Slip lane onto Durham Street. Detour routes and plans will be developed to manage the temporary closure and to inform consultation with affected parties.

Pedestrian movements will continue to be provided, with at least 1.5 m footpaths provided in accordance with the CRL designation condition 27.1(i). Specific wayfinding signage will be provided as required.

Stage 2 develops on the Stage 1 occupation by the addition of work zones on the northern side of Victoria Street West between Federal Street and Albert Street, and on Victoria Street West between Albert Street and Elliot Street. The work zones on the Albert Street slip lane to Durham Street are disestablished at the end of Stage 1. As with Stage 1, during this stage of works, all existing traffic movements between public streets will continue to be available. Pedestrian movements will continue to be provided, with at least 1.5 m footpaths provided in accordance with the CRL designation condition 27.1(i). All existing pedestrian crossing movements at the Albert Street/Victoria Street intersection will continue to be provided. Specific wayfinding signage will be provided as required.

Stage 3 will occupy the eastern side of Albert Street between Wyndham Street and Victoria Street and the northern side of Victoria Street between Federal Street and Elliot Street. As with Stages 1 and 2, during this stage of works all existing traffic movements between public streets will continue to be available. Pedestrian movements will continue to be provided, with at least 1.5 m footpaths provided in accordance with the CRL designation condition 27.1(i). All existing pedestrian crossing movements at the Albert Street/Victoria Street intersection will continue to be provided. Specific wayfinding signage will be provided as required.

Where practical, all pedestrian routes will meet accessibility requirements, with appropriate ramps and gradients for all users. It is expected that traffic signals at the Albert Street/Victoria Street West Page 11

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Transport Access and Parking Delivery Work Plan intersection will require physical modification (poles in drums) to maintain crossing accessibility and driver visibility of the displays.

6.3 Construction Traffic Truck loading will occur via the proposed vehicle access points indicated on the temporary traffic management plans (refer to Appendix A). Truck movements will be limited to left-in and left-out, and in two locations the access will be shared with the existing vehicle accesses to 87-89 Albert Street.

Conflicts between pedestrians, private vehicles and construction activity will be managed by a Traffic Controller at each works site access (during active site hours).

Overall, the volume of construction traffic generated by the Project works is predicted to be very low, in the order of 8-10 truck deliveries per day (i.e. 16-20 one-way movements). These movements will generally occur between 7:00 am and 7:00 pm, Monday to Saturday.

As outlined in the Approved TAP DWP truck movements will be via the Arterial Road network.

6.4 Contractor Parking No changes or additions are required to this section of the Approved TAP DWP.

7. Assessment of Effects 7.1 Methodology 7.1.1. Traffic Model No changes or additions are required to this section of the Approved TAP DWP.

7.1.2. 2018 Reference Case No changes or additions are required to this section of the Approved TAP DWP.

7.2 General Traffic Effects 7.2.1. Flow Difference Plots No changes or additions are required to this section of the Approved TAP DWP.

7.2.2. Journey Times No changes or additions are required to this section of the Approved TAP DWP.

7.3 Public Transport Effects In stage two and stage three of the works, the bus stop on the southern side of Victoria Street West (between Albert Street and Elliot Street) will need to be relocated. This bus stop is currently the route start point for bus route 18; therefore, passengers will need to board the bus at another stop.

Auckland Transport has been consulted with regarding this bus stop relocation, and it has been agreed that the bus stop will be relocated to the stop outside Sky Tower. This is on the southern side of Victoria Street West (between Hobson Street and Federal Street), and the bus stop ID is 7100.

7.4 Pedestrian and Cyclist Effects Page 12

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Transport Access and Parking Delivery Work Plan Pedestrian and cyclist effects will be limited to minor inconvenience as all pedestrian routes and access to properties will be maintained on Victoria Street West, Kingston Street, Albert Street and the northern section of Albert Street Slip lane. The minor inconvenience will be due to reduced footpath widths and some minor diversions in place. The diversions that are implemented will still allow access to all properties.

The works on Victoria Street West, Kingston Street and Albert Street may result in reduced/realigned foot traffic which may have an impact on businesses. These effects are addressed in the addendum to the Social Impact and Business Disruption Delivery Work Plan (Appendix J of the CEMP addendum).

The ability for pedestrians to cross from east to west (and vice versa) across Albert Street will be managed by signalised pedestrian crossings at the Wyndham Street/Albert Street intersection, Victoria Street West/Albert Street intersection, midblock of Albert Street (50m north of Wellesley Street West) and at the Wellesley Street West/Albert Street intersection. These are located around 160m, 140m and 40m apart, respectively.

While the northern section of Albert Street Slip lane is closed for traffic, realigned pedestrian movements will continue to be provided to enable access to properties. Specific wayfinding signage will be provided as required.

The cycle boxes on Victoria Street West will be maintained during the works, and there will be no impact to the shared use environment on Elliot Street and Federal street (south of Victoria Street West) or the cycle lanes on Federal Street (north of Victoria Street West).

7.5 Construction Traffic In addition to this section in the Approved TAP DWP, construction truck numbers associated with the works described in this addendum are expected to be very low (as outlined in section 6.3). The scale of truck movements anticipated are not expected to worsen the congestion on the surrounding road network.

7.6 Property Access During the works, pedestrian and cyclist access to all properties on Albert Street, Victoria Street West and Kingston Street will be maintained, as detailed in Section 6.2. These will generally be maintained by providing a pedestrian route along the frontages of the building where possible, or by providing a protected pedestrian passageway through the work zone. Wayfinding signage will be provided to guide pedestrians requiring access to properties.

While it is not envisaged that these works will require access closures, pedestrian and cyclist accesses may be restricted for short periods of time for critical works. This will be minimised as much as practicable. When access restrictions are necessary, they will only occur following consultation and agreement with property owners and leaseholders prior to the closure.

Existing vehicle access to properties at 87-89 Albert Street, 86 Albert Street, 76 Albert Street and the Albert Street service lane (accessed off the southern leg of the Victoria Street West/ Albert Street intersection) will be maintained. Where needed, a traffic controller will be present at these accesses to manage conflict with pedestrians and construction activity.

While the northern section of Albert Slip lane is closed for traffic, only delivery vehicles may access the restricted area which will be controlled by a traffic controller as shown in Appendix A. Page 13

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Some of these vehicle accesses may be required to be closed for short periods of time. This will be minimised as much as practicable and when temporary closures are necessary, property owners and occupiers will be consulted with, in reasonable advance of the closure. During these periods, and where a closure is in effect for a period of between six and 72 hours, alternative car parking arrangement will be agreed with the owners/leaseholders of these spaces in advance of the closure occurring. Mitigation will likely be to provide alternative parking in nearby public and private parking buildings that are located within a short distance of the work area. The details of this will be agreed through the consultation and engagement proposed, as outlined in Section 9 of this TAP DWP and the Communication and Consultation Plan for these works, as outlined in the CEMP. In the event an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority will (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative, in accordance with CRL designation condition 25.3 (g).

7.7 Parking and Loading 7.7.1. Stage One 18m of Police parking on Kingston Street will need to be relocated in accordance with CRL Condition 27.1(m). After consulting with New Zealand Police and Auckland Transport, a suitable location has been agreed upon. The police parking will be relocated to the northern side of Kingston Street (between Hobson Street and Federal Street).

The loading zone located at 93 Albert Street will not be available for use, instead the loading zone at 59-75 Victoria Street West can service the demand for this loading zone. This is located a short distance away and on the same side of the street.

The loading zone located on the Albert Street slip lane (74-84 Albert Street) will not be available for use. Following consultation with Auckland Transport and Barclay suites, it has been decided that only delivery vehicles may access a specific restricted area (at the top of the slip lane entry) for critical deliveries which will be controlled by a traffic controller as shown in Appendix A.

7.7.2. Stages Two and Three These stages have only a small difference in work zones and therefore will result in the same areas being closed off or unavailable. Hence, the mitigation for parking and loading in both stages will be the same.

The loading zones at 93 Albert Street, 59-75 Victoria Street West and 41-43 Victoria Street West will not be available for use. The loading zones on Federal Street (between Kingston Street and Victoria Street West) can service the 93 Albert Street and 59-75 Victoria Street West loading zones. A second loading zone is proposed to be located on the southern section of Albert Street slip lane, and this can service the loading zone at 41-43 Victoria Street. Furthermore, the Elliott St shared zone can also be used for deliveries at 41-43 Victoria Street The car share parking at 35 Victoria Street West will also not be available for use. After consultation with Auckland Transport, it was agreed that one car share space will be provided on Federal Street (between Victoria Street West and Kingston Street). Cityhop has also confirmed that this location is suitable.

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7.7.3. Paid on-street parking Across all three stages, the maximum number of on-street parks that will be unavailable is approximately 25-30 and will be finalised once relocated loading zones have been confirmed. It is envisaged that most of the on-street parking lost will be on Kingston Street, Wyndham Street in stage one, and on Victoria Street West and Federal Street in stages two and three.

Due to CRL work zones, a small number of on-street parking spaces will be lost. In stage one, parking will be lost on Albert Street slip lane, Kingston Street and Wyndham Street. And in stage two and three parking will be lost on Victoria Street West and Federal Street.

Public parking facilities are available within a short distance (within a 5 minute walk or 400 m) of the work zones, such as the Finance Centre Wilson parking, City Centre Wilson parking and Elliot Street Wilson parking. These will supplement the parking capacity in the area.

8.

Monitoring

No changes are required to this section of the Approved TAP DWP.

9. Consultation and Communication The Communications and Consultation Plan sets out the communications and consultation procedures to advise affected parties and the general public of the proposed temporary traffic management works. Table 2 summarises the external communication requirements for the Project. The property owners and occupiers listed are noted for early and specific consultation and agreement in regards to traffic, access and parking matters. Table 2 identifies those relevant to the utility relocation works.

Table 2: External Consultation Requirements Stakeholder 87 – 89 Albert Street 83 -85 Albert Street 4 Kingston Street 6-12 Kingston Street 16 Kingston Street Auckland District Court – Ministry of Justice (65 Albert Street)

74-84 Albert Street

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Potential Issue Temporary vehicle access restrictions Temporary vehicle access restrictions to Kingston Street Temporary vehicle access restrictions to Kingston Street Temporary vehicle access restrictions to Kingston Street Temporary vehicle access restrictions to Kingston Street Temporary access restrictions to Kingston Street

Resolution Affected property owners/occupiers have been consulted as part of the SIBD DWP or CLG meetings, including the Transport Access and Parking comments. The assessment of effects and mitigation are included in this TAP DWP.

Temporary vehicle access restrictions on the northern section of Albert Street slip lane and affecting access to Barclay Suites.

Consulted with Barclay Suites to understand the impact of the works being carried out on the northern section of Albert Street slip lane on 8 Aug 2019. Barclay Suites proposed to combine

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Affected property owners/occupiers will be notified of ongoing temporary access restrictions in line with CCP DWP. This notification will also capture any affected property owners/occupiers not available during the SIBD consultation process.

Transport Access and Parking Delivery Work Plan

Wilson Parking

Temporary vehicle access restrictions

The general public and wider city centre community

Temporary changes to bus stop locations, loading bays, pedestrian routes and increased truck movements.

Auckland Transport

Temporary changes to bus stop and bus holding locations, loading bays, on-street parking, traffic signals and TMP’s.

shallow and deep utility works simultaneously to reduce overall closure time and accelerate work to be completed before Christmas. Also suggested a boundary line for sub-stages to accommodate a loading area during the works. Also, highlighted that any work after Christmas as in front of Barclay Suites entrance on Albert Street slip lane is unacceptable. The assessment of effects and mitigation are included in this TAP DWP and the TMP's has been updated to accommodate Barclay Suites request.

Wilson Parking was not consulted since the construction work is not expected to impede on entry and egress to Wilson Parking on the southern section of Albert Street slip lane.

Consulted with the Aotea Community Liaison Group (CLG) on 8 August 2019 which also highlighted the concerns about access to Barclay Suites while work is being carried out.

Ongoing consulting to be carried out through the wider community via the project website and Aotea Station Community Business Liaison Group.

The proposed works were presented to Auckland Transport for comment on 12 August 2019.

The agency confirmed their preferences of the proposed relocation of loading bays, police parking, car share parking, bus stops and is documented in the current TAP DWP document.

The agency requested the following: - additional detail to be added to TMP’s before formally submitting.

- requested additional vehicle tracking for larger vehicles (Hotel coaches and Countdown deliveries) exiting on Albert Street

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Transport Access and Parking Delivery Work Plan slip lane and potential left out proposed on Queens Street - raised concerns about the proposed stop and go option on Queens street while critical work is being carried out on Durham Street West and Albert Street slip lane intersection. Requested further consultation with all the affected property owners/occupiers using Durham St W before agreeing on the proposed stop and go.

- prepare a C3 Stage 1-3 brief for communications with AT and affected stakeholders.

Revision C: Following the consultation, it has been agreed that this utility work on the southern section of Albert Street slip lane will be moved to Stage 4 (later stage) to accommodate requested further consultation and assessment of effects.

Additional detail has been added to TMP’s as requested.

Cityhop

Relocation of Cityhop car share space on Victoria St West.

New Zealand Transport Agency

“One Network” consultation in accordance with CRL Condition 18

Public transport users and operators, and taxi operators

Temporary changes to bus stop locations Taxis will be affected to the same extent as general traffic

Emergency Services

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Works will not impede emergency service access to properties

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Consulted with Cityhop on 18 July 2019 and agreed on a suitable option for relocation.

Furthermore, consulted with Auckland Transport on 12 August 2019 and confirmed relocation.

The proposed works were presented to the New Zealand Transport Agency for comment on the 29 July 2019. The agency noted that these works are not likely to have an impact on NZTA’s network.

Auckland Transport has been consulted regarding the bus stop relocation on 12 August 2019 and the bus stop will be relocated to the stop outside Sky Tower. Also requested 2 months’ notice prior to bus stop relocation.

New Zealand Police, New Zealand Fire Service and St Johns Ambulance were consulted with on the 8 August 2019, 30 July 2019 and 29 July 2019 respectively. All three did not

Transport Access and Parking Delivery Work Plan

Auckland Council

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Loss of parking for council customers and staff due to Bledisloe Site compound

| Transport Access and Parking Delivery Work Plan

have any major issues with the works but would like to be kept up to date with construction work happening and the timeframes.

Auckland Council will be consulted on the impact of reduced parking capacity prior to works started.

Transport Access and Parking Delivery Work Plan

List of Appendices Temporary Traffic Management Plans................................................ 20 Record of CLG comments ................................................................... 25 Independent Peer Review Report ....................................................... 30 Approved TAPDWP ............................................................................ 31

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Transport Access and Parking Delivery Work Plan

Temporary Traffic Management Plans

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Transport Access and Parking Delivery Work Plan Stage 1A

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Transport Access and Parking Delivery Work Plan Stage 1B

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Transport Access and Parking Delivery Work Plan Stage 2

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Transport Access and Parking Delivery Work Plan Stage 3

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Transport Access and Parking Delivery Work Plan

Record of CLG comments Comment ID 11

Date

Time

Forum

Contributor

Comment

Resolution

05/08/19

1600 – 1760hrs

CLG

New Zealand Tours, Stephen Greenfield

12

05/08/19

1600 – 1760hrs

CLG

New Zealand Tours, Stephen Greenfield

Pick up/ drop off access to Crowne Plaza Hotel maintained?

Location of loading bays within work area.

Summer period is our peak period need an area that works particularly around this time.

Convert paid parking areas to loading zones temporarily?

13

05/08/19

1600 – 1760hrs

CLG

Franz Staufer, Barclay Suites

Will be maintained/accessible.

No Change to TAPDWP Loading bays to be provided where practicable. The Link Alliance will endeavour to work with you to find a loading zone that works best for you and allows the utility relocation works to commence.

No change to TAPDWP To be managed during construction activities.

No Change to TAPDWP.

14

05/08/19

1600 – 1760hrs

CLG

Franz Staufer, Barclay Suites

15

05/08/19

1600 – 1760hrs

CLG

Franz Staufer, Barclay Suites

Cuts to services is an issue. Have been cuts in the past the caused inconvenience

16

05/08/19

1600 – 1760hrs

CLG

Franz Staufer, Barclay Suites

17

05/08/19

1600 – 1760hrs

CLG

Franz Staufer, Barclay Suites

Wayfinding and pedestrian access to Barclay Suites needs to be Smooth.

Currently difficult to exit the Wilson Car Parks using the ramp bridges, construction activities will likely worsen this.

Meeting held with Barclay Suites 8/8/19 to

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| Transport Access and Parking Delivery Work Plan

Minimise construction period outside our premises Fastrack construction Slip Lane near Blue stone walls will access be retained here?

Yes, sometimes both vehicle and pedestrian access, sometimes pedestrian only. No change to TAPDWP Where service outages are required, we will work with NUO's and affected parties to mitigate effects of this (through timing of these works, alternative provision of services, etc). No change to TAPDWP Wayfinding and pedestrian access to be clearly identified.

No Change to TAPDWP. To be managed during construction activities.

No Change to TAPDWP.

Transport Access and Parking Delivery Work Plan

18

08/08/19

Post CLG

Franz Staufer, Barclay Suites

H1

08/08/19

Post CLG

Heart of the City, Tania Loveridge

discuss issues in more detail.

Meeting held with Barclay Suites 8/8/19 to discuss issues in more detail.

There needs to be an integrated and coordinated approach to traffic planning and associated communication at a city centre wide level.

The TAP DWP should account for the cumulative impact of other construction activity in the city centre.

H2

H3

08/08/19

08/08/19

Post CLG

Post CLG

Heart of the City, Tania Loveridge

Heart of the City, Tania Loveridge

The Alliance should offer incentives or innovation to get the workforce out of private vehicles.

The project should ensure at least a 1.8m footpath width to minimise disruption.

Changes requested to TAPDWP - to closely manage and monitor Access to Barclay Suites during construction.

As part of the TAP DWP, consultation with Auckland Transport has been undertaken. Any conflicts with other construction and projects in the city centre are discussed and coordinated with AT. The traffic modelling assessment includes all active projects on the network at the time of CRL assessment to ensure that the cumulative impact is assessed.

No Change to TAPDWP. There is limited provision of parking (less than 5 spaces) for the workforce, Workforce travel management plans will be developed, and the workforce will receive a briefing with information regarding public transport access within the area of the works.

No Change to TAPDWP. CRL condition 27 (j) states: Providing footpaths of at least 1.5m in width along either side of Albert Street.

Excluding Albert Street, the Alliance understands that a

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Transport Access and Parking Delivery Work Plan greater footpath width will enable better access, however there may be pinch points at which only 1.5m is available. In all cases, the Alliance will endeavour to provide the greatest width of footpath possible.

H4

H5

H6

H7

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08/08/19

08/08/19

08/08/19

08/08/19

Post CLG

Post CLG

Post CLG

Post CLG

| Transport Access and Parking Delivery Work Plan

Heart of the City, Tania Loveridge

Heart of the City, Tania Loveridge

Heart of the City, Tania Loveridge

A Universal Access Audit should be undertaken on a regular basis in the area of the work site.

Contractors should not park in public parking and loading spaces.

Contractors should use areas within the construction area for loading and servicing.

Access to businesses should not be closed at all unless there is express agreement from property owners and/or occupiers.

All loading zones that are removed should be

No Change to TAPDWP. When determining access all modes and users are considered.

Ongoing monitoring during construction will occur to ensure that the access arrangement continues to meet the needs of users.

No Change to TAPDWP. Contractors are instructed not to park in public parking and loading spaces. The Alliance will enforce this for the duration of the construction works.

No Change to TAPDWP. At this stage, it is not envisaged that access to businesses will require closure to facilitate the works.

However, should scenarios arise that require short-term restrictions to access, these will only occur following consultation and agreement with property owners and/or occupiers.

TAP DWP updated to reflect this.

Given the limited space available in the CBD it is not always

Transport Access and Parking Delivery Work Plan replaced in close proximity.

H8

H9

H10

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08/08/19

08/08/19

08/08/19

Post CLG

Post CLG

Post CLG

| Transport Access and Parking Delivery Work Plan

Heart of the City, Tania Loveridge

Heart of the City, Tania Loveridge

Heart of the City, Tania Loveridge

An overall loading plan for the city that takes into the consideration of other public and private construction underway should be developed.

Check the TMP for the 58 Albert Street development to confirm that the proposal to implement a loading zone on Wyndham Street (east of Albert Street) will not be impacted.

Evidence needed to support the statement that the loading zone at 59-75 Victoria Street West can adequately service the loading demand when the loading zone at 93 Albert Street is removed,

possible to replace all loading zones.

No Change to TAPDWP. In the preparation of this DWP, the loading zones in the vicinity of the works was examined.

Auckland Transport, who has knowledge of the other public and private construction in the CBD was consulted with regarding the loading zones. AT agreed that there is sufficient capacity in the local area to offset the loss from these works.

No Change to TAPDWP. Subsequent to discussions with AT and affected properties, the loading zone will not be located on Wyndham Street. Instead, this will be located at the top of the Albert Street slip lane entry to Durham Street.

TAP DWP has been updated to reflect this.

The loading zone at 59 – 75 Victoria Street West has the capacity to hold around 7 vehicles and is located 25m around the corner, on the same side of the street.

Following consultation with AT, it has been agreed that there is sufficient capacity in the Victoria Street West loading zone to offset the loss of the Albert Street loading zone.

Transport Access and Parking Delivery Work Plan

H11

H12

08/08/19

08/08/19

Post CLG

Post CLG

Heart of the City, Tania Loveridge

Heart of the City, Tania Loveridge

Loading zones that will be unavailable due to work zones should be reinstated when not required for construction.

Assurance needed that the loading zones on Federal Street will adequately service the need of businesses in the area.

No Change to TAPDWP. The Contractor will work to take down hoardings and make space available as is practicable.

No Change to TAPDWP. There are three loading zones on Federal Street, in addition to Elliot Street which can be used as a loading zone between the hours of 0600-1100.

Following consultation with AT, it has been agreed that there is sufficient capacity in the Federal Street loading zones.

H13

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08/08/19

Post CLG

| Transport Access and Parking Delivery Work Plan

Heart of the City, Tania Loveridge

Table 2: External consultation requirement does not include occupiers in some instances.

No Change to TAPDWP. Affected parties has been changed to Property owners and occupiers.

TAPDWP updated.

Transport Access and Parking Delivery Work Plan

Independent Peer Review Report

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CRL Independent Peer Review Aotea Utility Relocations Works Transport, Access and Parking Review 22 August 2019

Project:

CRL Independent Peer Review

Report title:

Transport, Access and Parking Review

Document reference:

Aotea Peer Review Report Draft to Client v1

Date:

22 August 2019

Report Status

Prepared By

Reviewed By

Approved By

Final Report

Tony Innes

Mike Nixon

Tony Innes

CRL Independent Peer Review Transportation Assessment Report

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

2

3

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

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

1.2

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

1.3

Structure of this Report ........................................................................................ 4

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

CRL Designation Condition 25.1 ........................................................................ 20

2.2

CRL Designation Condition 25.2 ........................................................................ 20

Recommendations ...................................................................................................... 21

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

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

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

This report relates to the independent peer review of the DWP for works associated with Aotea Utility Relocation Works.

An earlier DWP for Contract 2.1/2.2 entitled Albert Street Canopy Removals and Utilities Relocation: Transport Access and Parking Delivery Work Plan was developed and peer reviewed in September 2017. Since the above DWP was approved, there have been changes to the works required, primarily associated with the extension to the Aotea Station footprint to accommodate larger trains.

The result of this is that the Approved DWP does not cover all of the works required. As such, an addendum report (the ‘Addendum DWP’) entitled Aotea Relocation Works – Stages 1-3 Transport Access and Parking Delivery Work Plan has been prepared to cover these changes. The majority of the work is covered in the Approved DWP with changes covered in the addendum. The reviewer agrees with this approach.

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

PEER REVIEW ASSESSME NT Based on the review undertaken, it is clear that a comprehensive DWP has been developed for the Contract 2.1/2.2 enabling works (covered by both an Approved DWP and Addendum DWP). The DWP documents are clearly written and show how compliance with the appropriate designation conditions will be met during construction.

Based on the above assessment this independent peer review has found that the Addendum DWP has appropriately addressed the transportation impacts as defined by the designation conditions.

There will need to be careful and detailed management of the impacts through the more detailed traffic management plans, particularly at the intersection of Albert Street and Victoria St West.

Ensuring appropriate access to various buildings in particular Sky City Grand, Auckland Council, AA, Manhattan Apartments and 87-89 Albert Street. The consultation undertaken to date has included discussion with these parties and the DWP acknowledges the importance of ongoing dialogue and the need to actively monitor these areas during construction.

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

CRL Independent Peer Review Transport, Access and Parking Review

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Given a project of this scale, there will be inevitably be disruption associated with construction.

However, the DWP has identified that there is a sufficient process, and mitigation proposed, to manage the transportation effects to ensure that the project will “so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access� subsequent to the above areas being addressed. Importantly the DWP seeks to ensure that pedestrian safety and amenity is maintained, property access is maintained and the impact of construction on the surrounding road network is kept to a minimum.

CRL Independent Peer Review Transport, Access and Parking Review

1

Page 3

INTRODUCTION

1.1

SCOPE OF PEER REVIEW

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

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

These enabling works are split into three specific areas located around the Britomart end of the designated route. The three areas included within the “Enabling Works” are: •

•

•

Contract 1 – providing the twin tunnel bores underneath the existing Auckland CPO building (with associated reconfiguration of Britomart). o Separable Portion 1 – Chief Post Office & Britomart o Separable Portion 2 – Running Tunnels & Civil Works Design and construction of the twin tunnel bores under the existing Downtown Shopping Centre (DSC) and Queen Elizabeth Square. DSC is privately owned by Precinct Properties Downtown Limited (PPL).

Contract 2 – Albert Street (Downtown Shopping Centre to Wyndham Street). The work involves major services relocation, ground preparation and tunnel “box” construction for the works along Albert Street. By continuing work along Albert Street, the project team can ensure that CRL construction activities undertaken as part of the main CRL works will not require space to the north of Customs St. The enabling works contracts will therefore need to progress the construction a sufficient distance up Albert St to create a viable laydown area for the main works Constructor to utilise. For a number of reasons, the logical extension is to a point just to the south of Wyndham St.

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

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

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

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

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

This report documents the independent peer review of the Approved DWP and Addendum DWP for Contract 2.1/2.2 of the enabling works near the proposed Aotea Station. The extent of works includes Albert Street between Wyndham Street and Mayoral Drive and portions of Victoria Street West and Kingston Street.

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

1.2

BACKGROUND INFORMATIO N

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

•

1.3

The Approved DWP entitled Contract 2.1/2.2 – Albert Street Canopy Removals and Utilities Relocation: Transport Access and Parking Delivery Work Plan, Revision 1, November 2017, and The Addendum DWP entitled CRL Contract 3 Aotea Utility Relocation Works – Stages 1-3, Transport Access and Parking Delivery Work Plan; Addendum to: Transport Access and Parking Delivery Work Plan (Contract 2.1/2.2) (dated November 2017), Revision B, 15 August 2019.

STRUCTURE OF T HIS REPORT

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

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

This report adds a column to this table and provides a summary of the peer reviewers assessment of the DWP against each criterion. The DWP table from the original review has been retained and an additional column added to address this addendum.

CRL Independent Peer Review Transport, Access and Parking Review

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

2

TRANSPORT, ACCESS AND PARKING DWP

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

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Table 1 : Designation Condition Assessment

Condition Number

Designation Condition

Relevant Section:

Original Peer Review Comments

Aotea Utility Addendum Review Comments

Section 9

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

This condition is appropriately dealt with.

Same as original peer review, this condition is appropriately dealt with.

4.4 and 4.5

For the scale of works proposed and the lack of parking provided to the workforce will encourage ride sharing or alternative modes. The provision of travel options for the workforce given the scale of the works is considered an appropriate response to this condition.

For the proposed size of workforce, same as original peer review, this condition is appropriately dealt with.

6.3

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

Truck movements will be limited to left in and left out. In two locations access will be shared with property access (87-89 Albert Street). Same as original peer review, this condition is appropriately dealt with.

Communication and Consultation 18.1

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

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

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

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

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:

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communication strategy with these property owners.

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

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

25.2

The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion;

All

All sections

This is covered in the summary section in this report.

This is covered in the summary section in this report.

This is covered in the summary section in this report.

This is covered in the summary section in this report.

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

Generally the same as original peer review.

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

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

The bus travel times are the most impacted, but still only have an increase of just over a minute.

Overall the response is considered appropriate for the works proposed.

There are a number of additional localised impacts from the canopy works, mainly related to the removal of parking, loading and other service (police) spaces.

These issues have appropriately been worked through with the relocation of the loading and service spaces where practicable.

Bus movement remains a priority for the city during the construction and the proposed measures adequately address these services and potential risks of the works. A bus stop currently on the south side of Victoria Street West will need to be relocated to the Sky City stop (stop 7100).

This has been discussed with Auckland Transport.

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This condition is appropriately dealt with. (b) Maintaining pedestrian access to private property at all times; and

7.6

The DWP addresses these matters including reductions in width to 1.5m and localised widening in some areas.

Importantly pedestrian access is maintained to all buildings during construction.

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

7.6

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

There is limited vehicle access in this area of the network. However, where there is vehicle access this is being maintained to the best extent possible. Some of the accesses are also being used for access locations and loading zones for construction vehicles. This will require careful management as is proposed.

Same as original peer review, this condition is appropriately dealt with.

It is noted that the movement of larger vehicles is challenging in these areas and this will need to remain a focus of the more detail traffic management plans.

Same as original peer review, this condition is appropriately dealt with.

CRL Independent Peer Review Transport, Access and Parking Review

25.3

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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;

6.3, 7.5

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

These are assumed as the same as the original DWP as the routes have not changed.

(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:

6.3, 7.5

General routes have been identified (Figure 7) and are considered appropriate. The focus on arterial roads is considered an appropriate approach.

These are assumed as the same as the original DWP as the routes have not changed.

(i) Form part of the regional arterial network;

6.3, 7.5

These are assumed as the same as the original DWP as the routes have not changed.

(ii) Are overweight / over dimensioned routes;

6.3, 7.5

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

The most appropriate routes for heavy vehicles are being proposed.

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

6.3, 7.5

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

n/a

As above

These are assumed as the same as the original DWP as the routes have not changed.

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

n/a

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

n/a

(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;

6.3, 7.5

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

n/a

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

n/a

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

n/a

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

n/a

(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;

6.2

The routes identified are considered appropriate for the works proposed.

These are assumed as the same as the original DWP as the routes have not changed.

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

Same as original peer review, this condition is appropriately dealt with.

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

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

7.6

This has been addressed above.

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

7.6

This has been addressed above.

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

7.6

It is assumed that the current spaces outside of 101-107 Albert Street are not ‘consented’ and therefore this rule does not apply.

The DWP should confirm this.

This has been identified as a requirement of the DWP.

(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

7.6

Same as original peer review, this condition is appropriately dealt with.

Same as original peer review, this condition is appropriately dealt with.

It is understood that this has been addressed as part of the original DWP and that no other private parking is affected by the Aotea Utility works Same as original peer review, this condition is appropriately dealt with.

CRL Independent Peer Review Transport, Access and Parking Review

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(ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through: (i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;

6.1

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

n/a

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

n/a

(i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network. (j) The alternative (to road) transport options that are available (including the option of rail use at the main

9

n/a

The DWP confirms that emergency services will be advised of the works. This is appropriate.

Same as original peer review, this condition is appropriately dealt with.

Public Transport has been moved off of this section of Albert Street to ensure a high level of service and pedestrian needs have been addressed appropriately at intersections.

Same as original peer review, this condition is appropriately dealt with.

See Section 7.3 of Addendum DWP. Bus stop on southern side of Victoria Street West needs to be relocated to Skycity stop (stop 7100). This is considered acceptable given minor additional walking distance.

The DWP is considered to appropriately address this condition.

Same as original peer review, this condition is appropriately dealt with.

CRL Independent Peer Review Transport, Access and Parking Review

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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;

n/a

(ii) Potential adverse effects associated with alternative options;

n/a

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

n/a

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

n/a

Monitoring of Transport Network Congestion 26.1

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

26.2

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

8

Given the scale of the forecast in network performance the applicant has suggested that monitoring is not required. However the rule requires monitoring to confirm that the performance thresholds have not been exceeded. Without monitoring the impacts are unknown and this is the intent of the condition, to understand the impacts of the works.

That said the works are minor in nature and it is agreed that any monitoring is likely to be an inefficient use of resources. It is recommended that the applicant sees if monitoring by other sections of the enabling works are not in fact already monitoring this section of the network.

As above

Same as original peer review, this condition is appropriately dealt with.

Same as original peer review, this condition is appropriately dealt with.

CRL Independent Peer Review Transport, Access and Parking Review

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

8

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

8

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

8

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.

8

As above

Same as original peer review, this condition is appropriately dealt with.

26.4

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

8

As above

Same as original peer review, this condition is appropriately dealt with.

26.5

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

8

As above

Same as original peer review, this condition is appropriately dealt with.

26.6

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

8

As above

Same as original peer review, this condition is appropriately dealt with.

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

8

(b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction.

The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority).

8

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

8

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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.

8

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

Same as original peer review, this condition is appropriately dealt with.

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.

8

As above

Same as original peer review, this condition is appropriately dealt with.

26.9

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

These routes are identified appropriately in the DWP.

Same as original peer review, this condition is appropriately dealt with.

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

8

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

8

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

n/a

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

n/a

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

n/a

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

n/a

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

n/a

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

n/a

CRL Independent Peer Review Transport, Access and Parking Review

26.10

Page 16

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

n/a

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

n/a

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

n/a

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

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

n/a

(b) A vehicle access lane at least 3m wide shall be provided along the western side of Albert Street between Customs Street and Victoria Street to provide access to properties, except that:

n/a

(i) While the Albert Street/Customs Street intersection is closed, this access lane is only to be provided between Victoria Street and Wolfe Street; and

n/a

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

n/a

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

n/a

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

n/a

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

n/a

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

n/a

(g) Vehicular Access into and egress from:

n/a

(i) Mills Lane to and from either Albert Street or Swanson Street; and

n/a

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

n/a

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

7.6

This is confirmed in the DWP.

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

6.2

This is confirmed in the DWP.

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

6.2

This is confirmed in the DWP.

(k) Ensuring that construction traffic does not use Swanson Street, Wolfe Street or Federal Street north of Swanson Street;

n/a

Same as original peer review, this condition is appropriately dealt with.

Same as original peer review, this condition is appropriately dealt with.

Same as original peer review, this condition is appropriately dealt with.

CRL Independent Peer Review Transport, Access and Parking Review

27.2

Page 18

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

6.2

Works and mitigation (lane marking changes) have been developed to minimise the impact on traffic whilst allowing works to be completed in a timely manner.

Same as original peer review, this condition is appropriately dealt with.

Removal of bus services from the route provides this opportunity. (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;

6.2

As outlined above the proposed DWP seeks to minimise the impact on the surrounding transport network.

Same as original peer review, this condition is appropriately dealt with.

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

6.2

The staging proposed seeks to open this intersection as soon as practical.

Same as original peer review, this condition is appropriately dealt with.

(i) Providing vehicle access to private property as practicably possible at all times;

7.6

This is confirmed in the DWP.

Same as original peer review, this condition is appropriately dealt with.

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

7.6

As outlined above, this is provided in the DWP. There are some properties with restricted access (by vehicle type or movement eg left in left out) and the DWP outlines how this will be managed.

Same as original peer review, this condition is appropriately dealt with.

(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:

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Page 19

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

n/a

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

n/a

(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

6.2

(ii) Retaining pedestrian and cycle access through Lower Queen Street and / or Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street; and

n/a

(e) How disruption to pedestrians and cyclists requiring the ability to cross from east to west (and vice versa) across Albert Street between Victoria Street and Customs Street can be mitigated through providing, where practicable, safe pedestrian and cyclist passageways across the construction works on Albert Street.

n/a

This is confirmed in the DWP.

There has been specific discussion with hotel and accommodation operators in this area and the DWP Addendum has sought to minimise the impacts of these works on these operators.

Same as original peer review, this condition is appropriately dealt with.

CRL Independent Peer Review Transport, Access and Parking Review

2.1

Page 20

CRL DESIGNATION CONDITIO N 25.1

Condition 25.1 of the overall CRL designation requires that the DWP mitigates the adverse transport effects of the project. The wording of CRL25.1 is as follows: A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network.

The conclusion of the review of the original DWP was that it was clearly written and showed how compliance with the appropriate designation conditions will be met during construction. The Addendum builds upon this approach.

The CRL project is a significant and complex infrastructure project within the busy CBD environment of Auckland. This area of the network is already being impacted upon by the Contract 2 enabling works further to the north on Albert Street that are currently underway. These works will have an additional impact; however, this impact is not considered to be significant as confirmed by the transport modelling. The Utility works are forecast to have a very small increase in impact on the transport network compared to the original DWP, the main impact is the increased duration of impact.

However, the works to be undertaken were always envisaged as part of the project and the mitigation proposed is considered appropriate to manage the impacts.

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

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

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

2.2

CRL DESIGNATION CONDITION 25.2

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

The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion; (b) Maintaining pedestrian access to private property at all times; and (c) Providing on-going vehicle access to private property to the greatest extent possible As outlined in the preceding section of this report, based on this review it is considered that the DWP can achieve the objectives set out in this overarching condition. Specifically, this is achieved through:

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Page 21

1. Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion – Active traffic management is proposed that identifies appropriate routes for heavy vehicles to and from the construction area and also identifies route through the wider transport network.

2. Maintaining pedestrian access to private property at all times – Pedestrian safety and efficient is a key focus of the DWP, ensuring pedestrian have safe access to all areas around the construction area.

3. Providing on-going vehicle access to private property to the greatest extent possible – Existing property access has been identified and plans prepared to maintain this access wherever possible. When this is not possible the engagement proposed should allow for adequate planning and based on this review strengthened final measures will ensure existing access users are inconvenienced as little as practical.

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

3

RECOMMENDATIONS

Based on the above assessment this independent peer review has found that the Addendum DWP has appropriately addressed the transportation impacts as defined by the designation conditions.

There will need to be careful and detailed management of the impacts through the more detailed traffic management plans, particularly at the intersection of Albert and Victoria St West.

Ensuring appropriate access to various buildings in particular Sky City Grand, Auckland Council, AA, Manhattan Apartments and 87-89 Albert Street. The consultation undertaken to date has included discussion with these parties and the DWP acknowledges the importance of ongoing dialogue and the need to actively monitor these areas during construction.

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

Transport Access and Parking Delivery Work Plan

Approved TAPDWP

Page 31

| Transport Access and Parking Delivery Work Plan

Project: Title: Document Reference: Prepared by: Reviewed by:

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan P:\atmp\049 CRL Aotea Canopies & Utilities DWP\4.0 Reporting\R1E171116.docx Michael Jongeneel Ian Clark

Revisions: Date

Status

Reference

Approved by

1 August 2017 11 August 2017 8 September 2017 21 September 2017 16 November 2017

Draft Draft for Consultation Draft for Consent Final for Consent Final Lodged

R1A170801 R1B170811 R1C170908 R1D170921 R1E171116

I Clark I Clark I Clark I Clark I Clark

Initials

The drawings, information and data recorded in this document (the information) are the property of Flow Transportation Specialists Ltd. This document and the information are solely for the use of the authorised recipient and this document may not be used, copied or reproduced in whole or part for any purpose other than that for which it was supplied by Flow Transportation Specialists Ltd. Flow Transportation Specialists Ltd makes no representation, undertakes no duty and accepts no responsibility to any third party who may use or rely upon this document or the information.

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

CONTENTS 1 2 3 4

5 6

7

8 9

i

INTRODUCTION ................................................................................................................................ 2 PURPOSE AND OBJECTIVES OF DELIVERY WORK PLAN.................................................................... 3 CRL DESIGNATION CONDITION REQUIREMENTS ............................................................................. 4 PROJECT WORKS ............................................................................................................................ 14 4.1 Introduction ......................................................................................................................... 14 4.2 General Project Works ......................................................................................................... 14 4.3 Hours of Operation............................................................................................................... 19 4.4 Construction Workforce ....................................................................................................... 19 4.5 Work Travel Demand Management ..................................................................................... 19 EXISTING CONDITIONS ................................................................................................................... 20 5.1 General ................................................................................................................................. 20 5.2 Walking and Cycling Facilities .............................................................................................. 22 PROPOSED TRAFFIC MANAGEMENT .............................................................................................. 22 6.1 Philosophy ............................................................................................................................ 22 6.2 General Traffic Management ............................................................................................... 23 6.3 Construction Traffic .............................................................................................................. 24 6.4 Contractor Parking ............................................................................................................... 26 ASSESSMENT OF EFFECTS............................................................................................................... 26 7.1 Methodology ........................................................................................................................ 26 7.1.1 Traffic Model .............................................................................................................. 26 7.1.2 2018 Reference Case .................................................................................................. 26 7.2 General Traffic Effects .......................................................................................................... 27 7.2.1 Flow Difference Plots ................................................................................................. 27 7.2.2 Journey Times ............................................................................................................ 29 7.3 Public Transport Effects ....................................................................................................... 31 7.4 Pedestrian and Cyclist Effects .............................................................................................. 32 7.5 Construction Traffic .............................................................................................................. 33 7.6 Property Access .................................................................................................................... 33 MONITORING ................................................................................................................................. 34 CONSULTATION AND COMMUNICATION ...................................................................................... 35

APPENDICES APPENDIX A

RECORD OF CLG AND INDEPENDENT PEER REVIEW COMMENTS

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

1 INTRODUCTION Flow Transportation Specialists Ltd (Flow) has been commissioned by the requiring authority to develop a Transport Access and Parking Delivery Work Plan (this DWP) for the Albert Street Utility Relocation and Canopy Removal Project (the Project).

The Project involves early works in advance of the main construction of the City Rail Link (CRL) Aotea Station (Construction Contract C3). The early works will be undertaken under the CRL Construction Contracts C2.1 and C2.2 and involve the removal of building canopies and the relocation of underground utilities along the western side of Albert Street from Wellesley Street West to Victoria Street West. The canopies will be reinstated following completion of the Aotea Station construction, under Contract C3.

The location and extent of works are shown in Figure 1 below. The entire works are located within the CRL Designation 1714 (designation 1).

Figure 1: Location and approximate extent of the proposed Albert Street Utility Relocation and Canopy Removal

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

3

2 PURPOSE AND OBJECTIVES OF DELIVERY WORK PLAN The purpose of this DWP is to describe the measures that will be taken to avoid, remedy and mitigate the adverse effects of the Project’s construction on transport, parking and property access.

Specifically, this DWP meets the objectives of CRL designation Conditions 25.1 and 25.2, by addressing the transport, parking and property access issues identified in Conditions 25.3, 27.1 and 27.2.

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

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

4

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

Number

Condition

18

“One Network� Consultation

18.1

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

20

CEMP Requirements

20.1

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

21

CEMP Construction Works Requirements

21.1

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

25

General Transport, Access and Parking

25.1

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

Section Addressed within this Document Section 9

Sections 4.4 and 4.5

Section 6.3

All sections

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

5

Table 1: CRL Designation Condition Requirements

Number 25.2

25.3

Condition

Section Addressed within this Document

The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion;

All sections

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

Section 7.6

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

Section 7.6

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

Section 6.3 and Section 7.5

(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:

Section 6.3 and Section 7.5

(i) Form part of the regional arterial network;

Section 6.3 and Section 7.5

(ii) Are overweight / over dimensioned routes;

Section 6.3 and Section 7.5

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

Section 6.3 and Section 7.5

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

6

Table 1: CRL Designation Condition Requirements

Number

Condition

Section Addressed within this Document

(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;

Not applicable

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

Not applicable

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

Not applicable

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

Section 6.3 and Section 7.5

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

7

Table 1: CRL Designation Condition Requirements

Number

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

Section Addressed within this Document Section 6.2

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

Section 7.6

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

Section 7.6

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

Section 7.6

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

Section 7.6

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

Noted

(i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and

Noted

(ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable.

Noted

(h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through: (i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;

Section 6.1

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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Table 1: CRL Designation Condition Requirements

Number

Condition

Section Addressed within this Document

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

Not applicable

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

Not applicable

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

Section 9

(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:

Not applicable

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

Not applicable

(ii) Potential adverse effects associated with alternative options;

Not applicable

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

Not applicable

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

Not applicable

26

Monitoring of Transport Network Congestion

26.1

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

26.2

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

Section 8

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

Section 8

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

Section 8

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

Section 8

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Table 1: CRL Designation Condition Requirements

Number

Condition

Section Addressed within this Document

26.3

The Requiring Authority shall carry out continuous monitoring for the duration that construction of the City Rail Link is occurring.

The intention is that this monitoring is to be continuous, although it is acknowledged that there may be occasional malfunctions.

Section 8

26.4

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

Section 8

26.5

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

Section 8

26.6

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

Section 8

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

Section 8

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

Section 8

26.7

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

Section 8

26.8

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

Section 8

26.9

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

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Table 1: CRL Designation Condition Requirements

Number

Condition

Section Addressed within this Document

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

Section 8

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

Section 8

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

26.10

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

27

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

27.1

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

Not applicable

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

Not applicable

(b) A vehicle access lane at least 3m wide shall be provided along the western side of Albert Street between Customs Street and Victoria Street to provide access to properties, except that:

Not applicable

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Table 1: CRL Designation Condition Requirements

Number

Condition

Section Addressed within this Document

(i) While the Albert Street/Customs Street intersection is closed, this access lane is only to be provided between Victoria Street and Wolfe Street; and

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Section 7.6

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

Section 6.2

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Table 1: CRL Designation Condition Requirements

Number

27.2

Condition

Section Addressed within this Document

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

Section 6.2

(k) Ensuring that construction traffic does not use Swanson Street, Wolf Street or Federal Street north of Swanson Street;

Not applicable

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

Section 6.2

(b) The timing and sequencing of temporary road lane reductions and / or closures, and the alternative routes and temporary detours to be used, including:

Section 6.2

(i) How these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network;

Section 6.2

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

Not applicable

(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;

Section 7.6

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

Section 7.6

(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;

Not applicable

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Table 1: CRL Designation Condition Requirements

Number

Condition (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;

Section Addressed within this Document Not applicable

(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

Section 6.2

(ii) Retaining pedestrian and cycle access through Lower Queen Street and / or Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street; and

Not applicable

(e) How disruption to pedestrians and cyclists requiring the ability to cross from east to west (and vice versa) across Albert Street between Victoria Street and Customs Street can be mitigated through providing, where practicable, safe pedestrian and cyclist passageways across the construction works on Albert Street.

Not applicable

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4 PROJECT WORKS 4.1 Introduction The CRL project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line (NAL) in the vicinity of Mt Eden Station.

The works relating to this DWP constitute part of the enabling work for CRL, including the relocation of existing utilities and the removal of existing building canopies. Both components of the work will generally take place on Albert Street, between Wellesley Street West and Victoria Street West.

4.2 General Project Works The Project proposes to relocate existing utilities and to remove existing building canopies on the western side of Albert Street, between Victoria Street West and Wellesley Street West. The works will be completed in sections, as documented below:



Removal of the existing building canopy at 99 Albert Street (the AA Centre)



Removal of the existing building canopy at 129-135 Albert Street (the Auckland Council building)



Removal of the existing building canopy at 101-107 Albert Street (the Manhatten Apartments)



Removal of the existing building canopy at 109-125 Albert Street (the Sky City Grand)



Relocation of existing utilities beneath the footpath on the west side of Albert Street (between Wellesley Street West and Victoria Street West) and beneath a short length of the footpath on the south side of Victoria Street West.

In general, a consistent temporary traffic management plan will be applied throughout the Project.

This plan is illustrated in Figure 2 to Figure 4 overleaf.

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan Figure 2: Albert Street Temporary Traffic Management

15

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan Figure 3: Albert Street Temporary Traffic Management – Victoria Street West Detail

16

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan Figure 4: Albert Street Temporary Traffic Management – Wellesley Street West Detail

17

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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In total, the works will take place over an approximately 15 month programme, commencing January 2018.

4.3 Hours of Operation Works will generally be undertaken between 7:00 am and 7:00 pm Monday to Saturday.

4.4 Construction Workforce The total Project workforce will vary through the work stages, but may peak at approximately 40 to 60 staff. Additional subcontractor workforce such as traffic management and utilities staff will attend the site intermittently.

No workforce parking will be provided at the site, and workers will need to either park within public parking buildings or travel via other modes. Project vehicle access will be restricted to plant and material delivery, spoil removal and service vehicles.

4.5 Work Travel Demand Management It is expected that the traffic effects of the workforce travel will be minimised through car sharing, use of public transport or staff shuttles. The Project workforce will be provided with public transport travel information, and encouraged to car pool if they choose to drive and use nearby public car parks.

The size of the workforce, relative to the main CRL construction workforce, is expected to be relatively small.

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5 EXISTING CONDITIONS 5.1 General Albert Street, Victoria Street West and Wellesley Street West all currently have temporary lane restrictions due the CRL enabling works. Of these enabling works, the Albert Street Stormwater works reduce both Victoria Street West and Wellesley Street West to a single lane of traffic in each direction at Albert Street. These works are anticipated to be completed in December 2017.

Further north on Albert Street, the CRL cut and cover works will continue to restrict traffic on Albert Street.

Albert Street is classified as a local road within the Auckland Unitary Plan (AUP). Prior to the CRL enabling works it carried approximately 11,500 daily vehicles, although this is expected to now be significantly reduced. Approximately 8% of Albert Street’s traffic are heavy commercial vehicles (HCVs), with much of this due to bus services. The route is strategically significant for public transport services, with Albert Street bus services part of Auckland Transport’s Frequent Service Network. This role has diminished with the CRL enabling works however, with no bus services on Albert Street between Victoria Street and Customs Street.

The following figures illustrate the existing lane configuration on Albert Street, between Victoria Street West and Wellesley Street West.

At the Victoria Street West intersection: Area closed to traffic

NB traffic lane (left turn at Victoria Street)

NB traffic lane (through at Victoria Street)

SB traffic lane

NB bus stops

NB bus lane

NB traffic lane

SB traffic lane

Midblock:

At the Wellesley Street West intersection: NB bus lane

NB traffic lane

SB traffic lane (right turn at Wellesley Street)

SB traffic lane (through at Wellesley Street)

SB traffic lane (left turn at Wellesley Street)

It is expected that on completion of the Albert Street Stormwater works in late 2017, the northbound lane on Albert Street at the Victoria Street West intersection that is currently closed to traffic (shaded grey above) will reopen as a separate left turn lane.

The Albert Street bus lanes operate at all times. On street parking is prohibited on this section of Albert Street.

Both Victoria Street West and Wellesley Street West are classified as Arterial Roads within the AUP, and carry 24,100 and 15,000 daily vehicles, respectively. Both streets are currently restricted to a single through lane at Albert Street, due to the CRL Albert Street Stormwater works. On completion of the CRL Albert Street Stormwater works, both streets will generally revert to their pre CRL works

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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layouts illustrated in Figure 5 and Figure 6 below (albeit with an additional westbound lane on Wellesley Street West, to provide separate left turn and bus-only through lanes). Note that the Albert Street lane configurations in these aerial photos have since changed to those shown above.

Figure 5: Victoria Street West at Albert Street

Figure 6: Wellesley Street West at Albert Street

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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Currently, bus services from Pt Chevalier and West Auckland (via both the Northwestern Motorway and Great North Road) operate on the section of Albert Street between Wellesley Street West and Victoria Street West (northbound only), before turning left into Victoria Street West, then left again into Hobson Street. These services will be relocated off Albert Street shortly before the Project commences. We understand that the final routing of these services is yet to be confirmed, but the shift will result in the existing northbound bus stops and bus lane on Albert Street being redundant.

The above changes in bus services will be in place prior to the start of the Project works and will effectively form a new base case. The effects of this bus service shift are not considered as part of this DWP.

5.2 Walking and Cycling Facilities Albert Street, Wellesley Street West and Victoria Street West all currently have footpaths on both sides. The western footpath on Albert Street in particular (that directly affected by the works) currently serves four functions:



Access function: Providing access to existing properties that front this section of Albert Street



Through function: Providing a through route for pedestrians between other properties, public transport facilities, parking areas and other destinations



Public transport function: Providing access to, and waiting space for, existing bus stops on Albert Street. This function will cease once bus services have been removed from Albert Street



Place function: Providing a space for pedestrians to linger and interact; it is thought that there is very little such function on this section of Albert Street, as with the exception of a small lunch bar with two small tables on the footpath beneath the AA Centre, there is no activation or reason for pedestrians to linger here.

Signalised pedestrian crossings are provided across all legs of the Albert Street intersections with Wellesley Street West and Victoria Street West. The latter operates with a ‘Barnes Dance’ type pedestrian phase, while the former operates separate pedestrian phases. A signalised midblock pedestrian crossing operates on Albert Street, approximately 50 m north of Wellesley Street West.

There are few dedicated cycling facilities in the area. Facilities are limited to cycle advance stop boxes on the Victoria Street approaches to Albert Street.

6 PROPOSED TRAFFIC MANAGEMENT 6.1 Philosophy This DWP has been developed in general accordance with the traffic management approach put forward in the CRL designation conditions, as well as with Auckland Transport’s Code of Practice (ATCoP) and the Transport Agency’s Code of Practice for Temporary Traffic Management (CoPTTM).

In practical terms this means providing for the connectivity and access described in the designation conditions wherever and whenever possible and in particular for main road movements. Additional

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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turn bans or changes to connectivity or access have been restricted to those imposed by safe operational practice, and geometric or spatial constraints for traffic management.

The modal priorities adopted by this DWP are: 1.

Active transport 2.

Public transport 3.

Freight, service vehicles, couriers and taxis 4.

Private vehicles (including construction traffic).

Within CoPTTM, Albert Street, Wellesley Street West and Victoria Street West are classified as a Level 2LS (low speed) roads 1. The traffic management measures proposed in this DWP have been developed accordingly.

The below traffic management methods have been developed to be commensurate in size and scale to the construction activities proposed and their expected effects on the transport network.

6.2 General Traffic Management The works will in general require the occupation of the existing footpath and two traffic lanes on the west side of Albert Street, between Victoria Street West and Wellesley Street West. The works will maintain the existing single traffic lane in each direction on Albert Street. However, the existing, short, three lane, southbound approach to Wellesley Street West will be reduced to two short lanes (with left turning and through traffic sharing a single lane).

Prior to the works, all existing bus services on Albert Street will be shifted elsewhere and as such, the existing northbound bus lane and bus stop lane on Albert Street will be redundant. The occupation of the northbound bus lane will as a result have no effect on bus services.

The removal of the building canopy from the AA Centre will require a short section of works to extend onto Victoria Street West. These works will result in the existing two westbound through lanes on Victoria Street West being reduced to one through lane.

Similarly, the removal of the building canopy from the Auckland Council building will require a short section of works to extend onto Wellesley Street West. These works will result in the existing separate eastbound left turn and through lanes on Wellesley Street West being combined into a single, shared lane.

It is expected that each of the above lane closures will be in place for the duration of the works.

During all stages of the works, all existing traffic movements between public streets will continue to be available.

Pedestrian movements on Albert Street, Wellesley Street West and Victoria Street West will continue to be provided, with at least 1.5 m footpaths provided in accordance with CRL Designation Condition

1

https://at.govt.nz/about-us/working-on-the-road/traffic-management-plans/#carriageway

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27.1(i). These footpaths will be provided by a pedestrian route within the roadway, between the work area and the northbound traffic lane. All existing pedestrian crossings at both Wellesley Street West and Victoria Street West will continue to be provided. Wayfinding signage will be provided at each junction in pedestrian routes. Where appropriate, this will include references to specific buildings or businesses (refer Social Impacts and Business Disruption Delivery Works Plan).

Where practicable, all pedestrian routes will meet accessibility requirements, with appropriate ramps and gradients. We understand however that there may be one section of footpath at Victoria Street West which, due to gradients, will not meet accessibility criteria. This section of existing footpath within the AA Centre’s undercroft, approximately 4 m long with a gradient of approximately 1 in 4, will be the only pedestrian access to the AA Centre, along with a set of four steps.

The existing signalised pedestrian crossing outside 129-135 Albert Street will be kept open.

It is expected that traffic signals at both Victoria Street West and Wellesley Street West will adapt to changed traffic patterns through their usual process of adjusting signal phase times, but no new signal phase plans will be required.

6.3 Construction Traffic Truck loading will occur via two proposed vehicle accesses on Albert Street (see Figure 2 previously).

Truck movements will be limited to left-in and left-out only, and the accesses will be shared with the existing vehicle accesses to 101-107 and 109-129 Albert Street. Conflict between pedestrians, private vehicles and construction activity will be managed by a Traffic Controller at each access (during active site hours).

Overall, the volume of construction traffic generated by the Project is predicted to be very low, with in the order of 4 to 8 truck deliveries per day (ie 8 to 16 one-way movements). These movements will generally occur between 7:00 am and 7:00 pm, Monday to Saturday.

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Truck movements will be via the Arterial Road network at Victoria Street West and Wellesley Street West, as shown in Figure 7. The site is very well located relative to the Arterial Road network, and will not require trucks to use local roads (other than Albert Street) or to pass sensitive areas such as residential streets or schools.

Figure 7: Truck Access Routes to/from Albert Street Site (image: Google Maps)

Albert Street Work Site

Arterial Roads (AUP) Access Routes

Reverse manoeuvring of construction trucks shall not take place on any arterial route (ie Wellesley Street West and Victoria Street West). If reverse manoeuvring is required on any local street (ie Albert Street) this shall be carried out with the assistance of a Traffic Controller.

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

These truck types can be accommodated within the streets used to access the site shown in Figure 7 above.

When required, delivery of large plant by over-dimension vehicles will take place via the Transport Agency’s over-dimension routes where practicable. These routes include the State Highway network, Fanshawe Street, Albert Street, Vincent Street and Mayoral Drive (north of Cook Street).

Access by over-dimension vehicles will require these vehicles to manoeuvre within limited sections of arterials that are not designated over-dimension routes, including potentially sections of Nelson Street, Hobson Street, Victoria Street, Wellesley Street, Beaumont Street and Halsey Street. These vehicle movements will be occasional in nature, used only to deliver/remove large plant, will take place outside of the commuter peak periods, and will be managed by appropriate mobile traffic management. This will allow these vehicles to safely traverse multiple lanes of traffic as required. Of these, Wellesley Street West (between Nelson Street and east of Albert Street) is permitted in CRL Condition 25.3(c)(iv) to be used for CRL construction truck access. Mayoral Drive and Cook Street are similarly permitted by this condition, but the use of these streets to egress the Albert Street work site

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(rather than Victoria Street West as shown in Figure 7) would require trucks to U-turn within Albert Street, which is not considered appropriate.

Similarly, overweight deliveries will take place where practicable via the Transport Agency’s over weight routes, which include the State Highway network, Fanshawe Street, Beaumont Street and Victoria Street (between Beaumont Street and Franklin Road).

6.4 Contractor Parking On-site parking will be provided for the loading/unloading of equipment and materials, and for essential contractor vehicles. This will be provided longitudinally within the work site, which has ample space for storage of materials and vehicles.

7 ASSESSMENT OF EFFECTS 7.1 Methodology 7.1.1

Traffic Model

The 2021 Auckland City Centre SATURN model has been used in this assessment. The model was developed by Flow for the traffic modelling of the CRL project’s construction effects during the Notices of Requirement stage as well as the initial SP2 pipe jack TTMP planning and assessment. The model was later provided to AECOM for a more detailed assessment of the proposed temporary traffic management associated the CRL C1 and C2 contracts. Subsequently, the updated model has been obtained by Flow for this assessment.

7.1.2

2018 Reference Case

The proposed temporary traffic management has been compared to a Reference Case scenario that represents the background traffic operation of the city centre in early 2018, following the completion of the Albert Street Stormwater works. As such, the Reference Case represents the expected city centre network operations in 2018, should the proposed Albert Street canopy removal and utilities works not proceed (or be postponed).

The Reference Case includes existing infrastructure provision and bus routing, but additionally includes the following significant network changes, expected to take place at least in part during the same time as the canopy removal and utilities works:



Rerouting of existing Albert Street bus routes as documented previously



Construction of the cut and cover tunnels beneath Albert Street, between Wyndham Street and Customs Street, generally reducing traffic on this section of Albert Street to a single, kerbside lane in each direction



Construction of the Britomart to Downtown Shopping Centre CRL contract, generally resulting in the closure of Lower Queen Street to all traffic and one way operation of Lower Albert Street



Construction activity at the New Zealand International Convention Centre, reducing Hobson Street to three lanes of traffic between Victoria Street West and Wellesley Street West.

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The following CRL related projects are not expected to have significant impacts on the traffic network, or fall outside the City Centre SATURN model, so have not been included within the Reference Case model:



Construction of the Nikau Street Stormwater main in Mt Eden



Demolition of properties within the main CRL construction area in Mt Eden



Ongoing CRL pot holing investigation works

In addition, the Pitt Street cycleway and Phase 2 of the Nelson Street cycleway are expected to be completed late 2017. Accordingly, both have been included within the Reference Case model.

Stage 1 of the Karangahape Road streetscape improvements (Ponsonby Road to Pitt Street) is expected to be under construction through 2018, and will coincide with the canopy removal and utilities works. This project has been included to allow a conservative assessment of effects (in effect assuming a reduction in traffic capacity on Karangahape Road).

The existing Albert Street pipe jacking works on Victoria Street West and Wellesley Street West are expected to be completed prior to the canopy removal and utilities works, with these streets reinstated as before. Similarly, the existing CRL enabling works impacting traffic at the intersection of Customs Street West and Albert Street are expected to be completed in late 2017. Customs Street has been assumed to return to full capacity in 2018.

7.2 General Traffic Effects 7.2.1

Flow Difference Plots

In the following plots, green bands indicate increases in traffic flows between the 2018 Reference Case scenario and the CRL Albert Street utilities relocation and canopy works scenario, while blue lines indicate decreases in flows. The flows displayed are what SATURN terms “actual” flows, which are the flows that are predicted to be able to get through to the particular links within the single peak hour. In congested networks, these “actual” flows are lower than the demand flows.

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan Figure 8: Actual Flow Difference for CBD Area – 2018 Reference Case vs CRL Albert Street Works; Morning Peak

Figure 9: Actual Flow Difference for CBD Area – 2018 Reference Case vs CRL Albert Street Works; Midday Peak

28

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan

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Figure 10: Actual Flow Difference for CBD Area – 2018 Reference Case vs CRL Albert Street Works; Evening Peak

The proposed temporary traffic management is predicted to result in slightly reduced traffic on Mayoral Drive northbound and on sections of Albert Street. Corresponding increases in northbound traffic are predicted on Pitt Street and Nelson Street. The scale of these redistribution is generally small, in the order of 50 to 150 vehicles per hour.

7.2.2

Journey Times

Journey time routes included in this assessment are as follows:



Wellesley Street between Halsey Street and Princes Street



Victoria Street between Halsey Street and Princes Street



Nelson Street between Union Street and Fanshawe Street, and Hobson Street between Quay Street and Union Street



Queen Street between Customs Street and Mayoral Drive



Albert Street between Customs Street and Wellesley Street.

These routes are illustrated in Figure 11 below. The journey time routes are consistent with those used to evaluate the predicted impacts of other CRL construction scenarios, as well as those being used monitor the CRL construction effects. However, routes that are unaffected by the proposed works have been omitted (Quay Street, Customs Street and Cook Street/Mayoral Drive).

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Figure 11: Journey Time Routes Victoria Street Wellesley Street Nelson/Hobson

Queen Street Albert Street

Table 2 presents the modelled journey times for the routes assessed. Forecast changes in journey times in the table have been colour coded, in order to more clearly illustrate trends and compare scenarios. The key for the colour coding is illustrated in Figure 12.

Figure 12: Journey Time Reporting Colour Scale

Increases under 30 seconds

Reductions under 30 seconds

Increases between 30 seconds and 1 minute

Reductions between 30 seconds and 1 minute

Increases between 1 and 2 minutes

Reductions between 1 and 2 minutes

Increases over 2 minutes

Reductions over 2 minutes

Table 2: Modelled Journey Times

2018 Reference Case

2018 Albert Street Canopy and Utilities Works

Morning Peak

Midday Peak

Evening Peak

Morning Peak

Midday Peak

Evening Peak

Eastbound

8:55

7:25

9:25

9:00 (+0:05)

7:25 (-)

9:20 (-0:05)

Westbound

6:50

7:10

10:30

7:15 (+0:25)

7:20 (+0:10)

10:50 (+0:20)

Eastbound

8:35

7:45

9:35

8:40 (+0:05)

7:40 (-0:05)

9:30 (-0:05)

Westbound

8:40

7:55

14:30

9:00 (+0:20)

8:25 (+0:30)

15:15 (+0:45)

Wellesley Street

Victoria Street

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Table 2: Modelled Journey Times

2018 Reference Case Morning Peak

2018 Albert Street Canopy and Utilities Works

Midday Peak

Evening Peak

Morning Peak

Midday Peak

Evening Peak

Nelson Street/Hobson Street Northbound

8:45

4:40

8:35

8:20 (-0:25)

4:45 (+0:05)

8:45 (+0:10)

Southbound

4:25

3:35

6:10

4:20 (-0:05)

3:35 (-)

6:05 (-0:05)

Northbound

9:40

9:05

10:50

9:50 (+0:10)

9:05 (-)

11:00 (+0:10)

Southbound

9:25

9:55

11:40

9:25 (-)

9:50 (-0:05)

11:50 (+0:10)

Northbound

3:35

3:45

3:45

4:10 (+0:35)

4:05 (+0:20)

4:10 (+0:25)

Southbound

4:00

4:05

4:50

4:20 (+0:20)

4:20 (+0:15)

5:30 (+0:40)

Queen Street

Albert Street

Travel time increases are in all cases predicted to be small, with increases of less than one minute predicted for all routes.

7.3 Public Transport Effects Forecast travel times for key bus routes that pass the Project works are shown below. Not all affected bus services are shown, but instead three key Frequent Service Network routes that form an important part of the wider public transport network, and which can be considered indicators of overall bus performance within the city centre.

The same colour scale has been applied to the predicted travel time changes here.

Table 3: Modelled Journey Times

2018 Reference Case Morning Peak

Midday Peak

2018 Albert Street Canopy and Utilities Works

Evening Peak

Morning Peak

Midday Peak

Evening Peak

Western Services via Great North Road 2 Inbound

21:45

15:55

21:25

22:15 (+0:30)

16:35 (+0:40)

21:40 (+0:15)

Outbound

10:10

8:00

11:35

10:05 (-0:05)

8:05 (+0:05)

11:40 (+0:05)

2

Route shifted to new route prior to Project works. Inbound via Great North Road, Karangahape Road, Queen Street and Victoria Street. Outbound via Victoria Street, Hobson Street, Pitt Street, Karangahape Road and Great North Road

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Table 3: Modelled Journey Times

2018 Reference Case Morning Peak

Midday Peak

2018 Albert Street Canopy and Utilities Works

Evening Peak

Morning Peak

Midday Peak

Evening Peak

North Shore Services to Midtown Inbound

16:55

10:50

25:50

17:05 (+0:10)

11:00 (+0:10)

26:15 (+0:25)

Outbound

14:50

10:35

15:55

16:10 (+1:20)

10:45 (+0:10)

16:30 (+0:35)

Clockwise

31:15

27:30

36:05

32:25 (+1:10)

27:40 (+0:10)

36:25 (+0:20)

Anticlockwise

32:30

28:10

37:20

33:15 (+0:45)

28:50 (+0:40)

37:55 (+0:35)

Inner Link Services

Travel time increases for bus services are in all cases predicted to be modest, with increases of 1½ minutes or less predicted for all routes.

7.4 Pedestrian and Cyclist Effects Pedestrian and cyclist effects are expected to be limited to only minor inconvenience. All existing pedestrian routes on Albert Street, Wellesley Street West and Victoria Street West are to remain open at all times, albeit slightly diverted to allow safe passage past construction activity. Pedestrian and cyclist access to existing properties will generally be maintained. Where short closures are required, property owners and leaseholders will be consulted with in advance. As a result, the pedestrian ‘through’ and ‘access’ functions of this section of footpath will be maintained.

The works will reduce a footpath width on the west side of Albert Street, and may result in reduced business conspicuity, reduced passing pedestrian volumes, and lessened ‘place’ function of this footpath. This may have effects on businesses that front this section of Albert Street, and these effects are addressed in the Social Impact and Business Disruption Delivery Works Plan.

Existing cycle infrastructure in the area is limited to advanced cyclist stop boxes on the Victoria Street approaches to Albert Street. These will be maintained during the works.

It is noted that the intersection of Albert Street and Victoria Street West operates with a ‘Barnes Dance’ type pedestrian phase, while the intersection of Albert Street and Wellesley Street West operates with separate pedestrian phases. It may well be a necessity to temporarily operate a pedestrian Barnes Dance at this intersection during the main CRL works, and it is similarly possible that Auckland Transport will wish to operate a Barnes Dance permanently as part of the Albert Street rebuild following the CRL. Given this, and given that additional traffic capacity will be available at this intersection following the completion of the Albert Street Stormwater main works, this may be a timely opportunity to install such a Barnes Dance phase. While this is not a necessity to mitigate the temporary works being proposed, a Barnes Dance would improve the pedestrian environment overall, assist pedestrians in crossing to the other side of Albert Street and avoid the works, and assist pedestrians to and from their new bus stop locations.

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It is noted however that such a pedestrian phase will have wider implications in terms of bus operations on Wellesley Street, temporary traffic effects during CRL construction, and would need to be consistent with any long term aspirations for this intersection. As a result, this proposal will require further internal consultation within Auckland Transport.

7.5 Construction Traffic Where practicable, truck movements will be restricted to the Arterial network as defined in the AUP. Truck movements are expected to be low, at approximately four to eight deliveries per day. As a result, the congestion impacts of construction traffic are considered negligible.

Given the dimensions of the proposed utility trench, spoil volumes from the proposed utilities works will be relatively small, and much less than the main CRL tunnel boring operations. The removal of these small spoil volumes via the road network will not adversely affect congestion.

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

Where over-dimension or overweight vehicle movements are required, these will take place via the Transport Agency’s over-dimension and overweight routes, where practicable (refer CRL Condition 25.3(b)(ii)), or Wellesley Street (refer CRL Condition 25.3(c)(iv). Local access to the work site by overdimension vehicles will require the use of some arterials and local streets that are not designated as over dimension routes, such as Nelson Street, Hobson Street and Victoria Street West. This will be managed by limiting the movements of these vehicles outside of the commuter peak periods, and by applying mobile traffic management where these vehicles are required to traverse multiple lanes of traffic. Each of these streets are multi-lane arterials, and there not expected to be any issues manoeuvring over dimension vehicles.

7.6 Property Access During the works, pedestrian and cyclist access to properties on Albert Street will be generally be maintained at all times. This access will be maintained either via the existing building undercroft (99 and 101-107 Albert Street), or by providing a protected pedestrian access through the work area into buildings (109-125 and 129-135 Albert Street). Signage will be used to direct traffic and pedestrians wishing to gain access to businesses.

After hours pedestrian access will be maintained to properties at all times, either via the existing building undercroft (99 and 101-107 Albert Street), or by providing a protected pedestrian access through the work area into buildings (109-125 and 129-135 Albert Street). Consistent wayfinding signage will be used both during the day and after hours, as accesses will remain the same in each case.

Pedestrian and cyclist accesses may be closed for short periods of time for critical works. This will be minimised as much as practicable. When closures are necessary, property owners and leaseholders will be consulted with, prior to the closure.

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Existing vehicle accesses to properties on Albert Street will generally remain open (affecting 101-107 and 129-135 Albert Street). Vehicle access to these buildings will be shared with construction vehicles.

The accesses will each be staffed by a Traffic Controller, to manage conflict with pedestrians and construction activity.

Both vehicle accesses will however be closed for periods of time for critical works such as the removal of the section of canopy above each access. This will be minimised as much as practicable and when closures are necessary, property owners and leaseholders will be consulted with, prior to the event.

During these periods, alternative parking spaces will be made available to the owners/leaseholders of these spaces. In this regard, it is noted that there are a number of public and private parking buildings located within a short walk of the work area. The details of this will be agreed through the consultation avenues proposed which area outlined in Section 9 of this DWP and the Communication and Consultation Plan outlined in the CEMP. Throughout the works, the three existing informal parking spaces located under the building canopy at 101-107 Albert Street will be unavailable, and their access closed. When unavailable, alternative parking spaces will be made available to the owners/leaseholders of these spaces.

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

8 MONITORING CRL Condition 26 requires that monitoring be carried out of travel times on Wellesley Street (between Victoria Street and Princes Street) and on Victoria Street (between Wellesley Street and Princes Street). This monitoring is to be carried out to assess the effects on traffic congestion due to the CRL works. Condition 26.6 specifically seeks to identify when CRL construction works have increased average traffic delays as follows: (a) “Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition) (b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) The 30% above shall only apply for an increase predicted to be over four minutes.�

Section 7.2.2 demonstrated that the proposed works are predicted to result in travel times on city centre routes increasing by no more than approximately one minute due to the works. As a result, the 4 minute and 10 minute thresholds conditioned above are considered very unlikely to be reached.

Nonetheless, we understand that both Victoria Street West and Wellesley Street West are being monitored by Auckland Transport throughout the CRL works. This ongoing monitoring will identify

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Whether the proposed construction activity results in travel time increases in excess of those identified above.

9 CONSULTATION AND COMMUNICATION The Communications and Consultation Plan included within the CEMP sets out the communications and consultation procedures to advise affected parties and the general public of the proposed temporary traffic management works. Table 4 summarises the external communication requirements for the Project. These property owners and occupiers are noted for early and specific consultation and agreement in regards to traffic matters.

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Table 4: External Consultation Requirements

Stakeholder

Potential Issue

Resolution

99 Albert Street (the AA Centre)

Temporary closure of footpath on Albert Street footpath and diversion of pedestrians.

Consultation ongoing to establish suitable mitigation.

101-107 Albert Street (the Manhatten Apartments)

Temporary closure of footpath on Albert Street footpath and diversion of pedestrians.

Consultation ongoing to establish suitable mitigation.

Temporary vehicle and pedestrian access restrictions.

Removal of informal car parks 109-125 Albert Street (Sky City Grand Hotel)

Temporary closure of footpath on Albert Street footpath and diversion of pedestrians.

Temporary vehicle and pedestrian access restrictions.

Property owner/leaseholder to be consulted in advance of any temporary vehicle or pedestrian access closure, in accordance with CRL Condition 25.3(f)(ii).

Consultation ongoing to establish suitable mitigation.

Property owner/leaseholder to be consulted in advance of any temporary vehicle or pedestrian access closure, in accordance with CRL Condition 25.3(f)(ii).

129-135 Albert Street (Auckland Council building)

Temporary closure of footpath on Albert Street footpath and diversion of pedestrians.

Consultation ongoing to establish suitable mitigation.

The general public and wider city centre community.

Temporary changes to bus stop locations and pedestrian routes, increased truck movements.

Wider community to be consulted through the project website and Aotea Station Community Business Liaison Group Community Liaison Group

New Zealand Transport Agency.

“One Network� consultation, in accordance with Condition 18.

The proposed works were presented to the New Zealand Transport Agency for comment.

The Agency confirmed via email on 21 August 2017 that the proposed works are expected to result in only very minor effects on the State Highway network.

Public transport users and operators, taxi operators.

Emergency services.

Temporary changes to bus stop locations.

Taxis will be affected to the same extent as general traffic.

Works will not impede emergency service access to properties.

Proposed shift of Albert Street bus routes is part of background management of city centre bus routes, not part of these works.

No specific consultation taxi operators required.

New Zealand Police, New Zealand Fire Service and St Johns Ambulance will be consulted with in terms in the reduced traffic capacity along Albert St in vicinity of the works.

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APPENDIX A

37

record of CLG and independent peer review comments

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

Date

Time

Forum

Commenter

Comment

Resolution

1

24/08/17

Letter

Heart of the City Auckland

‘Active transport’ sections requested for each topic within DWP.

We consider the structure of the report to be adequate. However additional commentary has been given to active mode effects in Section 7.4, and to existing active mode facilities in Section 5.

2

24/08/17

Letter

Heart of the City Auckland

Request that additional analysis of existing footpath users on Albert Street be provided, including surveys of existing pedestrian destinations, trip purposes, etc.

Analysis added in Section 5. Pedestrian surveys are not considered necessary however as the existing footpath has very little activation, and the footpath has little ‘place’ function.

3

24/08/17

Letter

Heart of the City Auckland

Consider whether signal phasing could be adjusted to give greater priority to pedestrians.

It is noted that a pedestrian ‘Barnes Dance’ already operates at the intersection of Albert Street and Victoria Street. There is scope for similar pedestrian phasing to be introduced at the Wellesley Street intersection, and this will be investigated by Auckland Transport.

4

24/08/17

Letter

Heart of the City Auckland

There should also be greater reference about ensuring that access for pedestrians is fully accessible, i.e. ramps when the ‘footpath’ is relocated on to the roadway; clear wayfinding etc.

Additional reference to accessible pedestrians added to section 6.2 and 7.4.

Albert Street Utility Relocation and Canopy Removal Transport Access and Parking Delivery Work Plan Comment ID

Date

Time

Forum

Commenter

40 Comment

Resolution

5

24/08/17

Letter

Heart of the City Auckland

The DWP states that “pedestrian and cyclist activities to existing properties will generally be maintained, with potential short closures communicated in advance..” We do not feel that is adequate that any pedestrian/cyclist closures to properties are only “communicated to” in advance. Refer 7.6 which states “property owners will be consulted with prior to closure”, this should be reflected in 7.4. Further under 7.6 this needs to say “property owners, and leaseholders..”. There should be consistency with the approach taken for restrictions for vehicle access.

The wording has been amended to provide a consistent approach.

6

24/08/17

Letter

Heart of the City Auckland

We ask for clarity on what signage will be provided – will this include any reference to the specifically affected businesses?

Additional commentary regarding signage has been added to Section 6.2. We also refer to the Social Impact and Business Disruption DWP, which address business effects more directly.

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

Date

Time

Forum

Commenter

Comment

Resolution

7

13/09/17

Report

Commute Transportation Consultants

CRL26.1 – It is unclear if monitoring is being undertaken as part of this contract. Whilst I agree with the DWP that the thresholds for which monitoring is being established are unlikely to eventuate, the purpose of the monitoring condition is to confirm this. However the reviewer thinks that other CRL contracts are already undertaking monitoring that covers this part of the network. If this is the case, the DWP should refer to this to show compliance with the intent of the condition.

Section 8 updated to refer to Auckland Transport’s ongoing road monitoring.

8

13/09/17

Report

Commute Transportation Consultants

25.3(G) – It should be confirmed in the DWP that the parking spaces outside 101-107 Alert Street are not ‘consented’.

Section 7.6 updated: While there is no record of these spaces having a resource consent, alternative spaces will be made available to the owners/leaseholders of these retail units during the works.

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Council Reviewer Comments The following comments were received from Council’s reviewer regarding the Transport access and Parking Delivery Work Plan: Comment ID

Date

Time

Forum

Commenter

Comment

Resolution

9

10/11/17

n/a

Letter

HGT2

The applicant should confirm how pedestrian and vehicle access will be maintained for the businesses with frontage on Albert Street after work hours. This could include details of additional wayfinding signage for pedestrians.

Section 7.6 updated to include details of how after hours pedestrian access will be maintained.

10

10/11/17

n/a

Letter

HGT2

The applicant should confirm that a traffic controller will be available at all times during construction hours to assist with heavy vehicle access at 105 Albert Street.

A traffic controller will be stationed at all times during construction hours at both vehicle crossings (101-107 and 109-125 Albert Street), as per Sections 6.3 and 7.6.

Incorrect building numbers in Section 6.3 have been corrected however.

11

10/11/17

n/a

Letter

HGT2

The applicant should specify the expected duration of any lane closures on Wellesley Street and Victoria Street.

Clarification provided in Section 6.2.

12

10/11/17

n/a

Letter

HGT2

The applicant should confirm the gradient of Albert Street and the practicability of complying the standards specified in NZS 4121-2001.

Additional detail regarding this ramp provided at Section 6.2.

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