C1 transport access and parking delivery work plan by City Rail Link Ltd

Auckland City Rail Link In association with:

ENABLING WORKS CONTRACT 1 TRANSPORT ACCESS AND PARKING DELIVERY WORK PLAN

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

Revision: 7 FINAL June 2016

COMMERCIAL IN CONFIDENCE Tonkin & Taylor Ltd | 105 Carlton Gore Rd, Newmarket, Auckland 1023, New Zealand PO Box 5271, Wellesley St, Auckland 1141 P +64-9-355 6000 F +64-9-307 0265 E akl@tonkintaylor.co.nz

Version history Rev.

Date

Version details

Prepared by

Reviewed by

November 2015

Draft for Auckland Transport Review

J Ho, M Williams

P Roan, R Purdy

December 2015

Draft for CLG review

M Williams

R Jenkins

January 2016

Draft for Independent Peer Review

M Williams

R Purdy, R Jenkins

April 2016

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

M. Williams

R Purdy, P Roan

May 2016

Draft incorporating CLG review comments

M. Williams

J Urquhart, P Roan

May 2016

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

M. Williams

J Urquhart, P Roan, R Jenkins

June 2016

Final

M. Williams

J Urquhart, P Roan, R Jenkins

Distribution Date

Version

Issued to

Quantity & type

Approved for the DSBJV by

23 November 2015

Draft

Auckland Transport for review

1x Electronic

D Burtenshaw

23 December 2015

Draft

CLG for review

1x Electronic

D Burtenshaw

29 January 2016

Draft

Independent Peer Review

1x Electronic

D Burtenshaw

18 May 2016

Draft

GLG review

1x Electronic

D Burtenshaw

27 May 2016

Draft

Auckland Transport for review

1x Electronic

D Burtenshaw

2 June 2016

Final

Auckland Transport

1x Electronic 1 x Hard copy

D Burtenshaw

This document remains the property of DSBJV. Its contents are confidential and shall not be reproduced, destroyed or given away without express, written permission of DSBJV. The electronic version of this document in FULCRUM on designated serves(s) is the Master Copy and is a controlled document. Unless specifically noted, thereon, other copies of this document are uncontrolled. \\albtpfile.ttgroup.local\data\rep\auckland\live\tt\projects\30850\30850.0500 planning\30850.0502 (transport)\workingmaterial\dwp\crl-btm-env-dow-pln-000322 - final 2 june 206.docx

Transport Access and Parking Delivery Work Plan

June 2016

Table of contents 1

Introduction 1.1 Purpose of the Transport, Access and Parking DWP 1.2 Relevant Conditions 1.3 DWP Review and updates 1.4 Spatial References Project Description 2.1 Overview 2.2 Construction Methodology 2.2.1 Early activities to facilitate construction 2.2.2 Stage 1 works – Temporary accommodation works 2.2.3 Stage 2 works – Former CPO building works 2.2.4 Stage 3 works – Lower Queen Street and CPO works 2.2.5 Stage 4 works – BTC modifications and project reinstatement 2.2.6 Summary of key construction activities 2.2.7 Construction Support Areas 2.3 Construction Programme Summary 2.4 Construction Traffic Generation 2.4.1 Construction Traffic Summary 2.4.2 Construction Workforce 2.4.3 Workforce Travel Management Plan Existing Transport Network and conditions 3.1 Road Form and Use 3.1.1 Description of road network 3.1.2 Temporary Traffic Management (TTM) Levels and Road Hierarchy 3.2 Cyclists and Pedestrians 3.2.1 Pedestrian Infrastructure 3.2.2 Pedestrian Demand 3.2.3 Cycle Infrastructure 3.2.4 Cycle Demand 3.3 Public Transport 3.4 Kerbside Management and Parking 3.5 Freight 3.6 Concurrent Projects and Developments 3.6.1 AT and Other Public Works 3.6.2 Private developments Proposed Traffic Management 4.1 Temporary Traffic Management Parameters and Objective 4.1.1 Objective 4.1.2 Notable parameters 4.1.3 Applied Standards 4.2 Utilities 4.3 Traffic Sequence Summary 4.4 Traffic sequencing diagrams 4.5 Vehicle tracking 4.6 Traffic Signals 4.6.1 General 4.6.2 Queen Street / Customs Street / Lower Queen Street 4.6.3 Commerce Street / Quay Street 4.6.4 New Commerce midblock pedestrian signals 4.6.5 Lower Queen Street / Quay Street 4.6.6 Commerce Street / Customs Street

Transport Access and Parking Delivery Work Plan

1 1 2 12 12 13 13 13 13 13 14 14 14 14 16 17 17 17 18 18 19 19 19 20 21 21 21 22 23 24 25 27 28 28 29 32 32 32 32 34 35 35 37 41 41 41 41 41 41 41 42

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4.7

Lines and Signs 4.7.1 Line Markings and Delineation 4.7.2 Traffic Management Signs 4.8 Pavements 4.9 Barriers and Hoardings 4.9.1 Barriers 4.9.2 Hoardings 4.10 Hours of Work 4.11 Site Access 4.11.1 General 4.11.2 Residential Zoned Land and Educational Facilities 4.11.3 Galway Street Site Access 4.11.4 Tyler Street Site Access 4.11.5 Lower Queen Street Site Access 4.11.6 Access during Canopy Removals 4.12 Property Access 4.12.1 General 4.12.2 Alternative Parking Arrangements 4.12.3 Alternative Transport Arrangements 4.12.4 21 Queen Street service access 4.13 Construction Traffic Routes 4.14 Sediment Management 4.15 Public Transport (Bus) Prioritisation 4.16 Active Transport Prioritisation 4.16.1 Pedestrian measures 4.16.2 Cyclist measures 4.17 Travel Demand Management 4.18 Planned Mitigation measures 4.19 Potential further mitigation measures 4.20 Contingency Planning 4.20.1 General procedures 4.20.2 Emergency vehicle access 4.20.3 Adjacent building evacuation 4.21 Alternative Transport Solutions 4.21.1 Minimising Spoil Generation 4.21.2 Pre-Fabrication and Rail Deliveries 4.21.3 Alternative Transport Assessment Assessment of Traffic Effects 5.1 General Approach 5.2 Traffic Operation Tests 5.3 Traffic Modelling Summary 5.3.1 Network wide statistics 5.3.2 Travel time along key routes 5.3.3 Sensitivity testing 5.3.4 Modelling conclusions Assessment of General Effects 6.1 Public Transport 6.2 Pedestrians and Cyclists 6.2.1 Pedestrian Assessment 6.2.2 Methodology 6.2.3 Assumptions and Limitations 6.2.4 Pedestrian Reassignment 6.2.5 Pedestrian Levels of Service 6.3 Emergency Services

Transport Access and Parking Delivery Work Plan

42 42 42 42 43 43 43 43 44 44 45 48 48 48 49 51 51 51 51 52 52 56 57 57 58 59 60 61 62 64 64 64 64 65 65 65 65 67 67 68 68 68 70 77 77 79 79 79 79 79 80 80 81 82

June 2016

6.4 Taxi Operators, Parking and Service Traffic 83 Monitoring 85 7.1 Monitoring Requirements 85 7.2 On-going Continuous Monitoring of Travel Time 86 7.3 Travel Times and Additional Congestion Mitigation Triggers 87 7.3.1 Determination of Indicative Travel Time Triggers 87 7.3.2 Determination of Monitoring Travel Time Triggers during Construction Phase 87 7.3.3 Monitoring of Local Road Traffic Conditions and Temporary Traffic Controls89 Communication and Stakeholder Interface 91 8.1 General 91 8.2 All other stakeholders 91 8.3 Complaints 92 8.4 Temporary Traffic Management coordination and process 92 Review and Updating of the DWP 94 9.1 DWP Review 94 9.2 DWP Updates 94

Appendix A :

Workforce Travel Plan

Appendix B :

TTM Levels and Road Hierarchy Plan

Appendix C :

Britomart Streetscape Plans

Appendix D :

Construction Staging Plans

Appendix E :

Temporary Station Plans

Appendix F :

Vehicle Tracking Sketches

Appendix G :

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

Appendix H :

Cut and Cover Pipejack and Britomart Modelling Report – Rev 0

Appendix I :

Auckland City CBD TDM Overview

Appendix J :

Pedestrian Assessment

Appendix K :

Bus Changes Phase 1 and Phase 2

Appendix L :

Quay Street Cycleway Consultation Plan

Appendix M :

Indicative (DRAFT) Monitoring Trigger Times

Appendix N :

CLG and Independent Peer Review Comments & Response

Appendix O :

NZTA Review

Transport Access and Parking Delivery Work Plan

June 2016

Glossary of terms Term

Definition

Asphaltic Concrete

Active Transport

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

AECOM

AECOM NZ Limited

ATCoP

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

ATEED

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

ATOC

AT Operations Centre

Barnes’ Dance

An exclusive pedestrian phase that allows crossing in all directions

BTC

Britomart Transport Centre

CAR

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

CBD

Central Business District

CCI

City Centre Initiatives (an AC organisation)

CEMP

Construction Environmental Management Plan

CMJ

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

CoPTTM

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

CPTED

Crime Prevention Through Environmental Design

CPO

Former Chief Post Office building

CRL

City Rail Link

Design Vehicle

The largest vehicle able to use a section of road

DSBJV

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

DWP

Delivery Work Plan

EBD

Eastbound

ECI

Early Contractor Involvement

EED

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

ITA

Integrated Transport Assessment

MTC

Manual Traffic Controller

NBD

Northbound

NZTA

New Zealand Transport Agency

NoR

Notice of Requirement

Precinct

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

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

RCA

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

SBD

Southbound

Transport Access and Parking Delivery Work Plan

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Term

Definition

SOV

Single Occupant Vehicles

STMS

Site Traffic Management Supervisor

TAP

Transport, Access and Parking DWP

TBC

To Be Confirmed

TCC

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

TDM

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

The Project

The Britomart Enabling Works Project

TOP

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

TSL

Temporary Speed Limit

TMP

Traffic Management Plan

TTMP

Temporary Traffic Management Plan

VMS

Variable Message Sign

WAP

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

WBD

Westbound

Transport Access and Parking Delivery Work Plan

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Introduction

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden station. The works relating to this Transport, Access and Parking Delivery Work Plan (DWP) constitute part of the enabling works for the CRL. The works (the Project) involve the construction of an extension to the existing passenger rail network from the current termination point within the Britomart Transport Centre (BTC), westwards underneath the former Chief Post Office building (CPO) and lower Queen Street. The Project footprint is shown by the blue shaded area in Figure 1.1 below.

LEGEND CRL alignment BTC designation CRL designation C1 worksite

Figure 1.1: Project Footprint

1.1

Purpose of the Transport, Access and Parking DWP

This Transport, Access and Parking DWP has been prepared to manage the adverse effects of construction of the Project on the transport network. It sets the framework for the subsequent development of Traffic Management Plans (TMP) for individual activities and will be implemented throughout the Project life cycle. The DWP is required under Condition 25 of the CRL designation and Condition 24 of the BTC designation. The objective of the DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, pedestrian safety and amenity, parking and property access. This is to be achieved by: a b c d

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

The DWP addresses the following: ď‚ˇ

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

Transport Access and Parking Delivery Work Plan

June 2016

2 

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



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



Monitoring methods; and



Communications processes.

This DWP has been prepared by AECOM New Zealand Limited (AECOM) for the Downer Soletanche Bachy Joint Venture (the Contractor - DSBJV) and forms part of the Construction Environmental Management Plan (CEMP) for the Project.

1.2

Relevant Conditions

Table 1.1 outlines the designation conditions relevant to this Transport, Access and Parking DWP and where they are addressed in the document. Table 1.1: Transport, Access and Parking Conditions and section where addressed in the DWP Condition No.

Condition

Relevant section of DWP CRL Designation Conditions

CRL 18.1

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

9.1 Appendix O

CEMP Requirements CRL 20.1

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

Appendix A: Workforce Travel Plan

CEMP Construction Works Requirements CRL 21.1

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

4.11

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

4.14

Transport, Access and Parking

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3 Condition No.

Condition

Relevant section of DWP

CRL 25.1

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

This document

CRL 25.2

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

CRL 25.3

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

4.15 4.16 4.17 4.18 4.19

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

4.12

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

4.13

(b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that: (i) Form part of the regional arterial network; (ii) Are overweight / over dimensioned routes; (iii) Or other routes (specified below) where no other practical option is available.

4.13

(c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery: (i) Ngahura Road, for trucks heading to/from Eden Terrace construction site; (ii) Dundonald Street and Basque Road, for trucks heading to/from the Newton Station construction sites; (iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between Canada Street and Karangahape Road), for trucks heading to/from Karangahape Station construction sites; (iv) Wellesley Street (between Nelson Street and east of Albert Street), Cook Street (between Mayoral Drive and Hobson Street) and Mayoral Drive (between Wellesley Street and Cook Street) for trucks heading to/from Aotea Station construction sites;

4.13

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4 Condition No.

Condition

Relevant section of DWP

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

4.13

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

4.12 4.13

(f) How disruption to the use of private property will be mitigated through: (i) Ensuring pedestrian and cycle access to private property is retained at all times; (ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and (iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements.

4.12

(g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative. Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 â€œtemporary closureâ€? is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable.

4.12

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

4.12 4.15 4.16 4.17 4.20 6.1 6.2 6.3

Transport Access and Parking Delivery Work Plan

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5 Condition No.

Condition

Relevant section of DWP

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

6.4

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

8.1

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

4.21

Monitoring of Transport Network Congestion CRL 26.1

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

4.17 4.18 4.19 7.1 7.2 7.3 7.4

CRL 26.2

The purpose of the monitoring is to monitor congestion on the transport network by measuring average delays for traffic travelling along specified routes. The evaluation times will be: (a) The average travel times over the weekday two hour morning peak period; and (b) The average travel times over the weekday two hour evening peak period; and (c) The average weekday Inter-peak travel times between 9am to noon, noon to 2pm and 2 to 4pm.

7.1

CRL 26.3

The Requiring Authority shall carry out continuous monitoring for the duration that construction of the City Rail Link is occurring. The intention is that this monitoring is to be continuous, although it is acknowledged that there may be occasional malfunctions.

7.2

CRL 26.4

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

7.2 7.3

CRL 26.5

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

7.1

CRL 26.6

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

7.1 7.2 7.3 Appendix M

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6 Condition No.

Condition

Relevant section of DWP

construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) The 30% above shall only apply for an increase predicted to be over four minutes. CRL 26.7

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

4.19

CRL 26.8

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

4.19

CRL 26.9

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

7.1

CRL 26.10

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

7.1

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

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

4.3 4.4 4.6 4.15 4.16 4.17 4.18 4.19

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

4.3 4.4 4.6 4.15 4.16

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7 Condition No.

Condition

Relevant section of DWP 4.17 4.18 4.19

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

4.12

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

4.15 4.16 4.17 4.12

BTC Designation Conditions1 CEMP Requirements BTC 19.1

In order to give effect to the objective in Condition 18.1, the CEMP must provide for the following: (d) A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localized traffic effects.

Appendix A

CEMP Construction Works Requirements BTC 20.1

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

4.11

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

4.14

Conditions as attached to Auckland Transportâ€™s Confirmation Notice of 17 March 2016 on Notice of Requirement to alter the Britomart Transport Centre Designation

Transport Access and Parking Delivery Work Plan

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8 Condition No.

Condition

Relevant section of DWP

Transport, Access and Parking BTC24.1

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

BTC24.2

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

BTC24.3

This document

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

4.15 4.16 4.17 4.18 4.19

(b) Managing pedestrian safety and amenity.

4.16 6.2

4.12

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

4.12

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

Appendix C 2.3 4.3 4.4

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

8.2

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

4.3 4.12

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

2.3 4.3

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

6.4

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

4.8 4.9 4.16 6.2

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

4.3

Transport Access and Parking Delivery Work Plan

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9 Condition No.

Condition

Relevant section of DWP

(f) How disruption to the use of private property will be mitigated through: (i) Ensuring pedestrian and cycle access to private property is retained at all times. (ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure. (iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements.

4.12

(g) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through: (i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring. The objective with regard to pedestrians is to ensure that satisfactory and safe movement is maintained, at or adjacent to the construction works. (ii) With regard to public transport, prioritisation could also apply beyond intersections where travel time savings can be achieved. (iii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption. (iv) Identifying alternate heavy haul routes where these are affected by construction works.

4.12 4.15 4.16 4.17 4.20 6.1 6.2 6.3 6.4

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

4.20

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

4.4 8.1

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

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

7.3.3

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

7.3.3

(m) Inclusion of the following requirements:

7.3.3

Transport Access and Parking Delivery Work Plan

June 2016

10 Condition No.

Condition

Relevant section of DWP

(i) Traffic surveys shall be undertaken by a suitably qualified independent person, 3 months prior to construction of the Project commencing to establish a baseline of existing transport congestion. (ii) Temporary traffic control measures shall be in place between the hours of 7.30am - 9.30am and 3pm – 6pm Monday to Friday inclusive, prior to works commencing on each construction phase and remain in place for six weeks. During this six week period: a. Traffic monitoring/ surveys shall be undertaken by a suitably qualified independent person, during the first four weeks between the hours of 7.30am - 9.30am and 3pm – 6pm Monday to Friday inclusive to monitor construction traffic impacts on the identified intersections. b. At the conclusion of the four week monitoring period a written report shall be prepared by a suitably qualified independent person describing the observations and providing recommendations for the make-up of ongoing temporary traffic control during the Project construction period if required. The recommendations of the report are binding on the Requiring Authority. This report shall be available prior to the six week temporary traffic control period ending. c. The report required by condition 24.3(m)(ii)(b) shall be provided to all property owners and occupiers of the sites that are identified in Appendix 2, in accordance with condition 16.4(c) BTC24.4

No permanent closure of Tyler Street and Galway Street will be undertaken during the construction of the project.

4.11 4.11

BTC24.5

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

4.11

BTC24.6

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

4.12.1

BTC24.7

Any temporary full width road closure for three hours or less shall be upon 24 hours prior notice, and the Requiring Authority shall communicate and consult on such matters as timing and access arrangements on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party.

4.12.1

BTC24.8

Any temporary full width road closure in excess of three hours shall require 72 hours prior notice, the Requiring Authority shall communicate and consult on such matters as timing and access arrangements on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable.

BTC24.9

Communication and consultation of the advance notice of any temporary full width road closures shall be undertaken with all property owners and

4.12.1

Transport Access and Parking Delivery Work Plan

June 2016

11 Condition No.

Condition

Relevant section of DWP

occupiers of the sites that are identified in Appendix 2, in accordance with condition 16.4(c).

BTC24.10

BTC24.11

Where an affected party unexpectedly finds his/her 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.

4.12.3

If the Requiring Authority receives complaints from the public regarding the achievement of satisfactory and safe pedestrian movement being maintained, at or adjacent to the construction works, then these complaints shall be investigated. If the complaints are considered by the Requiring Authority/ Council to be justified, then mitigation measures shall be considered by the Requiring Authority which could include, but should not be limited to

8.2

(a) providing fencing to guide pedestrian movement, or (b) modifying signal timings and phases for the benefit of pedestrians, where reasonably practicable at that time. 4.7.1

BTC24.12

The Requiring Authority shall ensure that access to and egress from the Quay Street entrance to the Britomart carpark (located at 88 Quay Street) is maintained by installing a â€œkeep clearâ€? marking across the Britomart carpark entry/exit. The Requiring Authority shall ensure that no trucks larger than a 11.5m rigid truck travel to or from or make deliveries to or from the respective work site areas between the hours of 7.30am to 9.30am and 3pm to 6pm.

4.10

BTC24.13

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

4.13

BTC24.14

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June 2016

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

1.3

The Consent Holder shall, so far as is it is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved through the following objectives: a. managing the road transport network for the duration of the construction by adopting the best practicable option to manage congestion; b. maintaining pedestrian access to private property at all times; and c. providing on-going vehicle access to private property to the greatest extent possible. Advice Note 1: Condition 36 refers to objectives to be achieved. The requirement to provide mechanisms to achieve these objectives is included in the relevant CRL or Britomart Transport Centre designation conditions. Advice Note 2: This resource consent does not provide approval to close or occupy temporarily Tyler or Galway Streets. If such actions are required they will be sought and managed under the CRL designation and / or an application to vary the Britomart Transport Centre designation.

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

DWP Review and updates

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

1.4

Spatial References

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

Transport Access and Parking Delivery Work Plan

June 2016

Project Description

2.1

Overview

The Project involves the construction of an extension to the existing passenger rail network from the current termination point within the BTC, westwards underneath the CPO building and lower Queen Street. Separate works are being undertaken to continue the rail tunnels from this point under the Downtown Shopping Centre site (which is being redeveloped by Precinct Properties), and then up Albert Street. The Project will involve significant works beneath the CPO, with the construction of two new rail tunnels extending westwards beneath the basement floor level. In lower Queen Street, sheet piling will be extended across the road corridor, excavation undertaken to form the tunnels followed by reinstatement of the road corridor following the completion of works. During construction, existing ticketing and retail functions and pedestrian access to the station will be accommodated in Station Plaza, at the rear of the CPO building. Surface works will also be required in QEII Square associated with the Downtown Shopping Centre redevelopment, including construction of the CRL rail tunnels beneath this site (Precinct Properties scope of work). A detailed description of the construction works is provided in the CEMP.

2.2

Construction Methodology

The Project construction works will occur in four main stages (plus some early works activities to facilitate the Project) as outlined below.

2.2.1

Early activities to facilitate construction

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

The second phase of CBD bus changes2, which have included the removal of bus services and shelters from lower Queen Street, Tyler Street and Galway Street, along with changes to bus services and stops in Commerce Street; and



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

2.2.2

Stage 1 works – Temporary accommodation works

Stage 1 of the Project involves the construction of the temporary station facilities in Station Plaza to the rear of the BTC, including construction of a temporary extension to the existing ‘Glasshouse’ building and other enabling works. The plans for the proposed streetscape works are included in Appendix C and are in accordance with those nominated in the BTC conditions (24.3(aa)). During this stage, all work will be staged to allow continuous public access to the CPO during operating hours and the upper floors of the CPO can remain tenanted. Construction access / loading zones and set down areas will be established on the BTC site adjacent to the Glasshouse at the rear of the CPO (next to Tyler and Galway streets). Refer to Table 2.1 for a summary of key construction activities. Lower Queen Street will be closed to vehicles between Tyler Street and Galway Street however pedestrian and cycle access will be maintained in all stages and at all times. As at present, cyclists will

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

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June 2016

14 be required to dismount when moving between road carriageway and building entries via the footpath; this may occur for longer distances than is presently the case. Lower Queen Street will be used by general traffic to provide exit to Customs Street and Quay Street for general traffic from Galway Street and Tyler Street respectively. The direction of Tyler Street will be reversed prior to the commencement of the Project in order to allow construction access to the CPO loading zone on Tyler Street (Construction Support Area C).

2.2.3

Stage 2 works – Former CPO building works

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

2.2.4

Stage 3 works – Lower Queen Street and CPO works

In the early part of Stage 3, lower Queen Street will continue to be closed to vehicles between Tyler Street and Galway Street. Pedestrian and cycle movement between Quay and Customs streets will be maintained at all times. As at present, cyclists will be required to dismount when moving between road carriageway and building entries via the footpath; this may occur for longer distances than is presently the case. The closure of lower Queen Street to vehicle traffic between Galway and Tyler streets will take place after the May 2017 World Masters Games to be held in Auckland. Excavation will take place beneath lower Queen Street (between Galway and Tyler streets) and the CPO to establish the rail tunnels. Stage 3 also involves the backfilling of the lower Queen Street and CPO excavations and the commencement of reinstatement works. The CPO will also be reinstated and re-opened to the public at the end of Stage 3. Refer to Table 2.1 for a summary of key construction activities. Stage 3 of the Project will require the most traffic management and is the most significant stage in terms of potential effects on the transport network.

2.2.5

Stage 4 works – BTC modifications and project reinstatement

Stage 4 involves the reinstatement of construction areas, and works within the BTC to tie in the new rail tunnels to the existing track alignment and removal of the temporary accommodation buildings in Station Plaza.

2.2.6

Summary of key construction activities

A summary of the key construction activities to be undertaken in each Project area is outlined in Table 2.1 below. Refer to the CEMP for a detailed description of the construction works. Summary diagrams of the four main work stages are provided in Appendix D. These summary plans also indicate construction loading zone positions and traffic direction.

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15 Table 2.1:

Summary of key construction activities by location3

Construction locations

Key construction activities

CPO

          

Station Square (rear of BTC)

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

Lower Queen Street

 Closure of lower Queen Street to vehicles from Tyler Street to Galway Street  Excavation and tunnelling  Construction of temporary pedestrian footbridge over the excavation along the western footpath of lower Queen Street.  Backfilling of excavation  Reinstatement of lower Queen Street  Construction Support Area B – accessed via lower Queen Street

Galway Street

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

Tyler Street

 Direction of traffic flow on Tyler Street reversed (undertaken by others, prior to commencement of Project)  Localised footpath widening and changes to pedestrian crossings (undertaken by others, prior to commencement of Project)  Access to CPO provided by new vehicle crossing  Construction Support Area C located adjacent to the Glasshouse within the BTC site – vehicle access via Tyler Street  Changes to bus stops (undertaken by others, prior to commencement of Project)

Commerce Street

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

Queen Elizabeth II Square

Removal of the raised floor while retaining retail and heritage fixtures Saw cutting and demolition of the CPO ground floor Installation of guide walls and diaphragm walls to the designed depth Installation of underpinning structures to provide support for the CPO Excavation and tunnelling Construction of base slabs, infill walls, and structural walls Construction of structural members to replace underpinning beams Transfer load and removal of underpinning beams. Reinstatement of floors, underpasses, fixtures, and fittings Modification of stairs of suit the new configuration Tie-in tunnels to existing track alignments

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

Note these activities are not in order of programme. Works noted as being undertaken by others and prior to the commencement of this Project are required for the commencement of the Downtown Shopping Centre redevelopment and Albert Street tunnel works as well as this benefitting this Project.

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2.2.7

Construction Support Areas

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

Construction Support Areas

Construction Support Area

Location

Construction zone supported

Area

Key Plant/Activities

Galway Street

Supports temporary accommodation works in Station Square

400 m2

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

Lower Queen Street

Supports CPO and lower Queen Street construction

3,500 m2

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

Tyler Street -

Provides construction access to the CPO

400 m2

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

Figure 2.1: CRL Enabling Works C1 – Construction Support Areas

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

2.3

Construction Programme Summary

The construction works will commence in July 2016 and take approximately 48 months. A summary of the construction programme and key milestones relevant to traffic management planning are described in Table 2.3. Table 2.3:

Summary of indicative key milestones relevant to traffic management

Stage

Description

Dates

Duration

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

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

July 2016 to January 2017

7 months

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

   

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

January 2017 to May 2017

4 months

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

       

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

May 2017 to March 2020

34 months

Stage 4 – Reinstatement & station fit out

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

April 2020 to June 2020

3 months

2.4

Construction Traffic Generation

2.4.1

Construction Traffic Summary

Overall, the predicted volume of construction traffic generated by the Project will be relatively low. Traffic volumes are anticipated to average approximately seven vehicles per hour and 70 per day over a ten hour workday during the busiest stages of the Project. Construction traffic will be spread across the several site accesses and loading zones in Tyler, Galway and lower Queen Streets. Minimal workforce parking will be provided on-site and vehicle access to the Project area will be restricted to material delivery, spoil removal and service vehicles (for example sediment disposal and

Transport Access and Parking Delivery Work Plan

June 2016

18 fuel supply). The anticipated overall volume of spoil to be removed is approximately 20,000m³ which is relatively modest. Spoil is proposed to be loaded directly onto truck and trailers and transported from the site. As shown in Table 2.4, daily vehicle movements (trucks and light vehicles) during the Project are expected to vary from approximately 40 vehicles / day in Stage 1, to a peak of approximately 75 vehicles / day in Stages 2 and 3. These figures exclude third party vehicles associated with the installation changes to traffic management and temporary works installation, streetscape, service alterations or other discrete traffic events (typically weekend or night time), and the delivery of large specialist plant or road sweeping. Table 2.4:

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

Trucks Per Day

Total Vehicles Per Day

Stage 1 – Temporary western station access

4 to 10

34 - 40

Stage 2 – CPO under pinning & tunnel excavation

20 to 35

60 – 75

Stage 3 – Tunnel construction

20 to 35

60 – 75

Stage 4 – Reinstatement & station fit out

4 to 10

34 - 40

2.4.2

Construction Workforce

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

Summary of indicative Project workforce staff numbers

Construction Stage

Staff Numbers

Stage 1 – Temporary station accommodation

60-80

Stage 2 – CPO building works

20-40

Stage 3 – Tunnel construction

20-40

Stage 4 – Reinstatement & station fit out

60-80

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

2.4.3

Workforce Travel Management Plan

Minimal on-site parking will be provided for the Project workforce. It is expected that staff vehicle trips will be minimised through car sharing, use of public transport, off-peak shift starts (especially in the morning) and working during typical construction hours of 7am to 7pm Mondays to Saturdays. The Project workforce will be provided with public transport travel information, and encouraged to use public transport or car pool if they choose to drive and use nearby public car parks. Further details are provided in the full site specific Workforce Travel Plan presented in Appendix A. The low levels of parking that will be provided in the Project area, along with implementation of the Workforce Travel Plan will serve to reduce congestion in the Project area.

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Existing Transport Network and conditions

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

3.1

Road Form and Use

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

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

3.1.1

Description of road network

3.1.1.1

Lower Queen Street

The section of lower Queen Street adjacent to the BTC comprises a single lane corridor (of approximately 8 metres in width) in each direction. A number of bus stops servicing the Northern Express bus services, along with services for West Auckland and Central Auckland are located in lower Queen Street. Given its proximity to public transport services and connection between the Queen Street valley and the waterfront (and Ferry services), lower Queen Street is subject to high pedestrian flows. Between Tyler Street and Galway Street, lower Queen Street is used by buses only, however, general traffic from these streets are able to turn onto lower Queen Street towards Customs Street and Quay Street respectively.

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20 3.1.1.2

Customs Street

Customs Street is a major arterial running in the east-west direction through the CBD, and caters for all modes of transport. Customs Street is typically a seven lane corridor; however one lane in each direction caters for bus stops, vehicle parking, and taxi stands in addition to left turn movements. The centre lane provides for medians and right turn lanes. 3.1.1.3

Commerce Street

Commerce Street is located to the east of the BTC. It primarily caters for bus services using Galway and Tyler Streets, but also serves as a minor connector for general traffic traveling between Quay Street to the north and Customs Street to the south. Commerce Street has one lane in each direction and a number of bus stops and parking bays. 3.1.1.4

Tyler and Galway Streets

Tyler and Galway Streets (to the west of Commerce Street and to the north and south of the BTC) are single lane one way streets catering mainly for buses and taxis heading east from Britomart. 3.1.1.5

Quay Street

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

3.1.2

Temporary Traffic Management (TTM) Levels and Road Hierarchy

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

Road form and required TTM

Street name

Road hierarchy

TTM level

Existing typical lane arrangement

Lower Queen Street

Local

 One northbound and southbound bus lane

Queen Street (South of Customs Street)

Collector

 Two northbound and southbound general lanes

Commerce Street (North of Customs Street)

Local

 One northbound and southbound general lane

Commerce Street (South of Customs Street)

Collector

 One northbound and southbound general lane

Customs Street

District Arterial

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

Galway Street

Local

 One westbound general lane west of Commerce Street

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June 2016

21 Street name

Road hierarchy

TTM level

Existing typical lane arrangement

 One eastbound general lane east of Commerce Street Tyler Street (West of Commerce Street)*

Local

 One westbound general lane*

Tyler Street (East of Commerce Street)

Local

 One eastbound general lane

Gore Street (North of Galway Street)

Local

 One northbound and southbound general lane

Gore Street (South of Galway Street)

Collector

 One northbound and southbound general lane

Quay Street**

Strategic Arterial

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

* The traffic direction of Tyler Street is to be reversed in Stage 2 of the Project ** Quay Street lanes to be reduced and median removed typically to accommodate separated, two way cycleway along northern side prior to main enabling works

3.2

Cyclists and Pedestrians

3.2.1

Pedestrian Infrastructure

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

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



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



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



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



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

3.2.2

Pedestrian Demand

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

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



Pedestrian movements along both sides of lower Queen Street;



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

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22 

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

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

3.2.3

Cycle Infrastructure

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

Cycle Infrastructure on key corridors around the Project

Road

Cycle lanes

Cycle boxes

Other cyclist facilities

Lower Queen Street

None

Commerce Street

None

Customs Street

None

Galway Street

None

Tyler Street

None

Quay Street

None

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

Shared path east of lower Queen Street

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

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



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

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

3.2.4

Cycle Demand

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

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24 Table 3.3:

Cyclist Daily Counts (Source: AT Cycle Monitor)

Location

Average Daily Cycle Counts (2013)

Quay Street / Hobson Street

511

Quay Street / lower Queen Street

825

Quay Street / Britomart Place

182

Tamaki Drive / The Strand

1163

Auckland Ferry Terminal

516

The results show that cyclist numbers around the Project area are currently low to moderate. The Quay Street Cycleway Preliminary Design Report4 states that cyclist numbers recorded at the intersection of Tamaki Drive / The Strand, and at the Auckland Ferry Terminal have declined slightly since 2007. Cyclist numbers are expected to increase in the future as the Quay Street, Nelson Street, and Beach Road cycleway projects are completed, increasing cyclist connectivity around the city centre.

3.3

Public Transport

The BTC and the surrounding streets are a major transport hub within Auckland. In general, the following bus routes are currently served locally as shown in Figure 3.3. 

Western routes on Quay Street and lower Queen Street;



Eastern and Central routes on Galway and Tyler Streets;



Eastern and Airport routes on Commerce Street; and



Northern Express on lower Queen Street.

The Northern Express services use the Northern Busway, which together with the rail network form the Rapid Transport Network, which is strategically the highest level of PT infrastructure and service. Access to these services will be moved to the western side of lower Albert Street before the start of the Project.

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

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June 2016

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

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

3.4

Kerbside Management and Parking

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

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June 2016

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

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

Nine P5 spaces for pick up and drop off only;



Two disabled parking spaces with 30 minute time limits; and



One space for Britomart staff and operations.

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

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June 2016

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

3.5

Freight

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

Figure 3.6: CBD OD routes (source: NZTA OD map 27)

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3.6

Concurrent Projects and Developments

3.6.1

AT and Other Public Works

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

Relevant concurrent sector public projects

Project

Status

Programme

Impact to Enabling Works

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

ECI phase construction methodology development

Construction start – May 2016 Construction end – November 2018

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

PT Phase 1

In service

Complete

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

PT Phase 2

Design underway

Operational 17 April 2016

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

Nelson Street Cycleway Phase 1

In service

Complete

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

Nelson Street Cycleway Phase 2

Design to be finalised

Construction start – August 2015. Operational by – May 2016

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

Quay Street Cycleway (Stage 1)

Design to be finalised

Construction start – February 2016 Operational by start of May 2016

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

Watercare Halsey Street Rising Main

Under construction, methodology of latter stages TBC

Construction – Underway Operational by – April 2016

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

Ports of Auckland Stormwater Outfall work

Design to be finalised

TBC

Negligible traffic network impact expected with maintenance of traffic lanes.

Beach Road cycleway

In service

Complete

Off-road so negligible traffic network impact expected.

Federal Street cycleway

Design to be finalised

TBC

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

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June 2016

29 Figure 3.7 shows the location of these projects (but not all public works projects in the wider CBD such as the Nelson Street cycleway bridge works over CMJ). The Quay Street Cycleway project is located immediately to the north of the Project works, and will reduce capacity on Quay Street. This facility will be operational before the Project. In summary, the projects will cumulatively increase traffic congestion as a result of reduced lane and intersection capacity (temporary reduction during construction and permanent reduction when operational). The impacts on traffic flow within the CBD as a result of these projects have been included in the SATURN model prepared to assess the overall impact to traffic congestion and travel time during the period of the Project. Additional information on the programme and associated traffic for these and major private developments is described in the modelling report attached as Appendix G.

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

3.6.2

Private developments

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

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June 2016

30 Table 3.5:

Major concurrent private sector projects (confirmed and proposed)

Development

Status

Programme

Permitted haul route

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

Resource consents granted

TBC

35 Albert Street (Park Residences)

Under construction

Completion unknown

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

NDG Auckland Centre

Project is consented. Construction planning underway. Contractor not engaged yet.

Construction planned to start in August 2016 with perimeter piling including Victoria frontage Hotel opening mid-2019

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

51-53 Albert Street

Consented

June 2016, TBC

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

NZ International Convention Centre ( Sky City)

Consented

Construction starts â€“ November 2015. Operational by â€“ April 2019

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

75 Victoria Street residences

Under construction

Completion unknown

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

Downtown Shopping Centre redevelopment

Under construction

May 2016 to September 2018

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

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

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

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Proposed Traffic Management

4.1

Temporary Traffic Management Parameters and Objective

4.1.1

Objective

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

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

In practical terms, this means providing for the connectivity and access described in the ITA’s prepared to support the CRL NoR and alteration to BTC designation NoR processes so far as reasonably practicable, in particular maintaining access to properties on Tyler and Galway Streets, and minimising impact on the surrounding road network. Additional measures to mitigate congestion (but which would alter connectivity and community expectations as envisaged by the designations) are identified for further investigation if traffic monitoring or stakeholder feedback suggests they are warranted. The likely value of some of these additional measures has been assessed through early modelling. These and other mitigation measures (such as developing an additional left turn lane on Commerce Street) are being considered by AT’s bus and road network and road operations teams with the cooperation of NZTA for faster deployment if needed (refer to section 7 of this DWP). It is also recognised that while the effects of this Project will be relatively modest, the likely cumulative effects of the Project, along with other public and private projects proposed within the CBD will be significantly greater than previously noted. This uncertainty in the overall traffic condition and levels of congestion will persist as the timing and method of public and private developments continue to evolve. If the traffic impacts are less palatable than anticipated, then changes to traffic management measures in the wider network may be required but are not anticipated within the Britomart Precinct. The modal priorities adopted are: 1 2 3 4

4.1.2

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

Notable parameters

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

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



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



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



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

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33 

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



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



The Project area will be accessed by trucks up to 11.5m in length only during the morning and afternoon peak traffic periods5. Larger vehicles, such as truck and trailer or semi-trailers, may be used outside of these periods for discrete events; but typically only for delivery of large plant, stopping on lower Queen Street, Commerce Street, Customs Street or Quay Street, and after normal working hours.



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



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



Fire Service access will be maintained at all times to the CPO worksite and adjacent buildings. The appropriate design vehicle is the larger type 5 or 6 aerial tender, which is equivalent to a 12.6m tour coach for swept path analysis purposes.

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

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June 2016

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

4.1.3

Applied Standards

This DWP has been developed to meet the requirements of the CRL and BTC designation Conditions, and in accordance with ATCoP and CoPTTM. The individual TMP controls and drawings that will be developed for the Project will also be bound by these standards and this DWP. A number of Engineering Exception Decisions (EED) will be required under CoPTTM for a coherent and suitable TMP regime to be provided in the CBD environment, such as: due to the influence of block length on taper length and signage spacing, road / movement closures and potentially overlapping TMPs for different projects; reduced detour signage, and barrier systems6. These EEDâ€™s are consistent with those typically and previously applied successfully on similar projects in Auckland 6

Required to prevent errant vehicle access to the cut and cover tunnel excavation

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

4.2

Utilities

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

4.3

Traffic Sequence Summary

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

Traffic management features of each construction stage

Stage

Temporary Traffic Management Features

Stage 1 – Temporary western station access and streetscape

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

Footpath widening and strengthening

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

Construction of new zebra crossing and speed table

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

Footpath widening and strengthening

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

Installation of footpath protection slab

New zebra crossings, and loading zone

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

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

Remove redundant signage and update road markings

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

Remove a redundant bus stop in the northbound direction

Installing pre-formed SCATS loops and road-markings

Install new bus stops and undertake kerb cutbacks

Removal of pram crossings and redundant street furniture

Installation of new signalised crossing opposite the temporary station

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

Transport Access and Parking Delivery Work Plan

June 2016

36 Stage

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

Stage 2 – CPO Under pinning & tunnel excavation

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

Stage 3 – tunnel construction

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

Stage 4 – Reinstatement & station fit out

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

Transport Access and Parking Delivery Work Plan

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4.4

Traffic sequencing diagrams

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

Figure 4.2: Traffic sequencing and closure requirements for Stage 1

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June 2016

Figure 4.3: Traffic sequencing and closure requirements for Stage 2 June 2016

Figure 4.4: Traffic sequencing and closure requirements for Stage 3

Transport Access and Parking Delivery Work Plan

June 2016

Figure 4.5: Traffic sequencing and closure requirements for Stage 4 June 2016

4.5

Vehicle tracking

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

4.6

Traffic Signals

4.6.1

General

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

4.6.2

Queen Street / Customs Street / Lower Queen Street

Physical and phase changes will not be required at the intersection of Queen Street / Customs Street as the existing carriageway will be utilised and both lower Queen Street approaches run in separate phases, and the current approach lanes will be used by Galway Street traffic. The intersection will however need to be re-optimised by ATOC as traffic patterns will be altered due to the closure of lower Queen Street entry to general traffic and buses. The lower Queen Street departure lane from the intersection with Customs Street will be closed to general traffic, as presently exists. This lane may be used by construction traffic associated with the Downtown (Commercial Bay) redevelopment but not this Project. Signage text will be confirmed with AT road operations but will be of the type â€˜road closed (or appropriate turn ban signs), authorised vehicles onlyâ€™.

4.6.3

Commerce Street / Quay Street

No physical changes are initially proposed to the signals at the intersection of Quay Street and Commerce Street as a result of the Project (noting that they will be amended for the Quay Street cycleway project). Additional measures may be implemented for pedestrian safety and prioritisation if identified by on-going safety and performance monitoring.

4.6.4

New Commerce midblock pedestrian signals

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

4.6.5

Lower Queen Street / Quay Street

No physical changes are required to the lower Queen / Quay signals as a result of this Project, as it will use the lanes currently provided or amended by the Quay Street cycleway project. Changes to the signal control software to remove the exit phase from lower Queen Street and the shrouding of Transport Access and Parking Delivery Work Plan

June 2016

42 NBD signals will be required once lower Queen Street is closed to through traffic and Tyler Street is reversed in Stage 2. The northbound lanes will be blocked with traffic barriers unless required by the Downtown (Commercial Bay) contractor. This phase reduction (i.e. removing the phase for the exit from lower Queen Street onto Quay Street) will allow reallocation of green time to the more critical east-west movement. The amendment of signal software and phasing will be undertaken in conjunction with ATOC and the Downtown (Commercial Bay) redevelopment contractor prior to the start of work on Stage 2. Due to the reversal of Tyler Street prior to the commencement of the Project, general traffic wanting to access Tyler Street will need to use Quay Street and lower Queen Street (between Quay and Tyler Streets).

4.6.6

Commerce Street / Customs Street

As part of the assessment of traffic effects (refer to Section 5.3 of this DWP), Sidra modelling has been undertaken for the intersection of Commerce Street and Customs Street. The modelling found that an additional lane on the Commerce Street north approach is required to add capacity, and prevent queues overflowing and impeding efficient operation of the bus stops on Commerce Street. As with all signals in the Project area and wider CBD network, the intersection phasing and times at this intersection will be optimised to maximise pedestrian safety and movement in balance with the overall outcome sought of minimising network congestion and delay. The additional lane will require a new loop. This permanent traffic loop will be â€˜cut inâ€™, requiring saw cutting and closure of Commerce Street to traffic entering from Customs Street as a short duration (less than one day) discrete weekend event. Southbound buses on Commerce Street will still be able to use the intersection and service maintained by working west of the existing traffic lane. A night time closure of the intersection to complete these works is unlikely to be appropriate due to the noise of the saw cutting and its proximity to sensitive noise receivers, however, noise mitigation may be possible and this is addressed under the provisions of the Construction Noise and Vibration DWP for the Project.

4.7

Lines and Signs

4.7.1

Line Markings and Delineation

The long term nature of the Project construction works and traffic stages will require the use of painted line markings for delineation where possible. Stick on tape type line markings will be used for footpath pedestrian guidance lines between the new Britomart station entry, the Northern Busway stops on lower Albert Street and the Ferry building, as well as on Fort Street. The use of this type of marking will allow it to be removed at the completion of works with minimum damage to existing footpath surfaces. Keep clear markings will be installed across the westbound lanes of Quay Street at the entry to the public carpark located at 88 Quay Street (see also note on Figure 4.2).

4.7.2

Traffic Management Signs

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

4.8

Pavements

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

June 2016

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

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

ď‚ˇ

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

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

4.9

Barriers and Hoardings

4.9.1

Barriers

The lower Queen Street trench will be surrounded by a concrete barrier system to minimise the likelihood of errant vehicles entering the excavation (notably from the northern side where general traffic may approach the site from the direction of Quay Street). Truck and other movement within the site will be protected within the worksite by an edge restraint system atop the barriers (required to meet the requirements of working at heights as well). Concrete barriers will not be used (cones and barricades will be instead) for the streetscape or any service alteration works due to the relatively short duration and transient nature of those works, along with the need to withdraw the working area to ensure constant thoroughfare along Tyler Street and Galway Street (refer to section 4.3 of this DWP).

4.9.2

Hoardings

Work sites will be surrounded by hoardings to an overall height of at least 2 m (above the concrete barriers where relevant). Higher temporary hoardings will be provided between piling works and pedestrian areas to protect passing pedestrians from any (unexpected) debris falling from piling machines during tunnel works. Hoardings used during Stage 1 of the Project, which will be located along the Commerce, Galway and Tyler Street frontages) will be designed in a way that takes suitable account of amenity and traffic issues. In subsequent Project stages, longer-term hoardings (which are located back from the traffic lanes and therefore do not pose a distraction or side friction effect to drivers) may include Project signage and information boards and signage promoting local businesses with potentially reduced passing trade opportunities. Hoarding signage will be developed by the DSBJV and AT Communications team, in conjunction with the requirements of the Urban Design DWP and Social Impact and Business Disruption DWP. AT will engage with Cooper and Company on the design of any signage required in relation to the Britomart Precinct, as detailed in Section 6.3.2.3 of the Social Impact and Business Disruption DWP.

4.10

Hours of Work

Typical Project construction hours will be 7:00 am to 7:00 pm Monday to Saturday. As noted in Section 4.1.2 of this DWP, the BTC designation conditions prohibit trucks larger than an 11.5m rigid truck using Tyler or Galway streets during the morning and afternoon peak traffic periods. On occasion, larger vehicles (such as semi-trailer low loaders) will be required to service the Project area outside normal business hours for the delivery of large excavators, piling rig and other machinery. This restriction will be included in the individual TMPs, enforced by the contractor and all

Transport Access and Parking Delivery Work Plan

June 2016

44 Project staff, delivery drivers and sub-contractors advised accordingly during site induction, subcontract agreements and commissioning. A number of discrete events will be needed for the installation of traffic management measures, the delivery of large plant to the site and minor alterations to signals at the intersection of Commerce / Customs Streets. These activities will be undertaken as weekend works when motorised and pedestrian traffic is significantly reduced. No night works are currently envisaged. Each site access area will be attended by an MTC during operational hours to manage vehicle access, with a Project wide STMS available in accordance with normal practice.

4.11

Site Access

4.11.1

General

Access to the Project area will be undertaken with the aid of a MTC at each site access with STMS assistance. Machine and truck access directly into the CPO will be via Tyler Street, with some spoil loaded directly onto trucks and some spoil transported with a conveyor belt to the lower Queen Street loading zones where MTCs will divert vehicles around reversing trucks. The majority of spoil will be loaded from lower Queen Street on to trucks and transported off site. Galway Street will predominantly be used for material deliveries. Pedestrians will be diverted away from conflict areas on Tyler Street and Galway Street during periods of truck movement. Project related construction trucks and heavy traffic (including buses) will be banned from using Tyler Street and Galway Street east of Commerce Street (refer to Figure 4.6) . While the Project cannot ban general (non-Project related) truck use or private bus services (such as for local deliveries, private tourism bus companies or other construction projects) through general signage, this restriction will be enforced by the appointed Project contractor monitoring, driver instruction, staff induction (including for sub-contractors), sub-contractor agreements and conditions of TMP and resulting Work Access Permits. AT has notified NZBUS, AT bus subcontractors, of the heavy traffic ban via flyers providing updates on changes to traffic management (refer to Figure 4.6). This restriction is expected to be self-enforcing in large part due to the narrow nature of the streets beyond Commerce Street. The allowed haul routes for each site access confirm this and are described in Section 4.13 of this DWP.

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

4.11.2

Residential Zoned Land and Educational Facilities

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

June 2016

46 (ACDP)(Central Area Section) (refer to Figure 4.6). Accordingly, additional controls on construction traffic access are not required in this regard. Regular consultation and fore-warning of changes to traffic controls will be provided to all stakeholders in the Project area (not just limited to residential and educational facilities) and the wider community through the normal Project communication measures (refer to the Project Communication and Consultation Plan for further detail on these measures). The nearest educational facility to the Project is the New Zealand Maritime School located at 132-138 Quay Street, which is located on part of the regional arterial network. The users of this school are relatively small in number and indistinguishable from other users of local offices/properties. Accordingly, additional controls are not required in this regard to manage construction traffic in the vicinity of this facility.

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June 2016

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

Transport Access and Parking Delivery Work Plan

June 2016

4.11.3

Galway Street Site Access

As shown in Figure 4.7, material deliveries to the Galway Street construction/storage area (CSA A) will occur from the current footpath area next to the road corridor. Cones will be placed next to the kerb to separate the unloading operation from drivers and pedestrians. Vehicle movements will not be impeded although there will be some local constriction of pedestrian movements immediately adjacent to the material delivery area (the southern footpath and crossings to the east and at the loading zone will however be available to users at this time) and traffic flows are noted as very low, allowing similar informal shared zone operation of the street as at present. While trucks are accessing CSA A, the adjacent mid-block zebra crossing will be closed by the attending MTC. During this time, pedestrians will be able to use the secondary crossing located on Galway Street approximately 40 m to the west. It is noted that pedestrians will be encouraged to approach the temporary station entry from the direction of Commerce Street or use the western entry to the station at Takutai Square, and thus reduce demand on this movement and control. Vehicles delivering smaller items will park on the footpath adjacent to the CPO and unload directly into the storage area. Vehicles delivering larger items will need to park on part of the carriageway and crane the materials into the storage area. To retain access to Galway Street when larger items are being delivered, DSBJV and AT will co-ordinate delivery times to ensure sufficient space is provided for vehicles to safely pass delivery vehicles. Temporary full width road closures of Galway Street running between the eastern façade of the CPO and Commerce Street will be limited to no more than 10 closures per annum as required by BTC designation condition 24.5.

4.11.4

Tyler Street Site Access

A number of temporary footpath closures on Tyler Street will be necessary for the transport of construction machinery into the CPO. To reduce disruption to pedestrians, these closures will generally take place between 5:00 am and 7:00 am where permitted by the designation conditions. During these footpath closures, pedestrian and vehicle access to private properties on Tyler Street will be maintained as shown in Figure 4.7. Access into the CPO will be via reverse manoeuvring. Access to the western station entry will be restricted at times while the footpaths adjacent to the CPO are closed for construction truck access to the CPO and associated contractor areas. During this time pedestrian and cyclist access to the Britomart station will be maintained through diversion of pedestrians to temporary crossing points on Tyler and Galway Streets and use of alternate entries. Vehicle access will be maintained as driveway entrances into the CPO will only take place during gaps in traffic. The volume of traffic on Tyler Street is very low so there will be large gaps and driveway entrances can take place without causing any delay. One MTC will be assigned to find gaps in traffic to avoid closure of the street, a second MTC will guide the truck driver, and a third MTC will close the footpath with expandable barriers. Temporary full width road closures of Tyler Street running between the eastern façade of the CPO and Commerce Street will be limited to no more than 10 closures per annum as required by BTC designation condition 24.5.

4.11.5

Lower Queen Street Site Access

In Stage 3, there will be two accesses into the trench site – the main entry will be via a reversing movement from lower Queen Street to the south of the trench, while the auxiliary entrance will involve a direct entry from the north of the trench, and reversing back out onto lower Queen Street. Entries and exits into the work site will again be controlled by using MTC. Vehicle access on Galway

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49 Street and lower Queen Street will not be impeded as there is sufficient space for a truck to reverse into the site without blocking traffic.

4.11.6

Access during Canopy Removals

Temporary partial closures of Galway Street and Tyler Street are required to provide space for a crane to park on the shoulder. Footpaths under the canopies will need to be closed, with pedestrians diverted to the other side of the road for safety as there is a potential fall zone under the canopy roofs. The canopies will be removed in stages to retain pedestrian access into the Britomart station. When the Tyler Street canopies are removed, no works will be undertaken on Galway Street and vice versa. Vehicle access to Galway Street and Tyler Street will be maintained, although the carriageway will be narrowed to provide a safety zone adjacent to the canopy removals.

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Figure 4.8: Project area and Adjacent Property Access Transport Access and Parking Delivery Work Plan

June 2016

4.12

Property Access

4.12.1

General

Pedestrian and cycle access to buildings adjacent to the Project area will be maintained at all times. The majority of streetscape elements will be built without the need for closures. The following streetscape elements will require the works across the road to be done in two halves so that traffic flow can be maintained or as weekend closures: 

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



Mid-block zebra crossing on Galway Street;



Mid-block signalised pedestrian crossing on Commerce Street; and



Zebra crossing on Tyler Street at Commerce Street junction.

These streetscape elements will be completed with short term closures outside business hours to minimise disruption to neighbouring businesses. The closures will only be required between the eastern façade of the CPO and Commerce Street for both streets. 72 hours’ notice will be provided to the affected parties when these planned closures exceed three hours in length, and vehicles will be detoured around the worksite via Customs Street or Quay Street. For closures of less than three hours, at least 48 hours prior notice will be given. The ducting for the Commerce Street crossing will be installed as a discrete weekend event with single lane, alternating flow arrangement. The footpath extensions on Galway Street can be completed without full carriageway closures, while works on Commerce Street may require partial or one way closures. This can be achieved by reducing the speed limit to 30kph and applying minimum lane widths of 2.75m plus 0.3 m shyline against barriers consistent with CoPTTM (this speed is self-enforcing due to the tight geometry). Pedestrian safety and movements will be maintained by diverting pedestrians to the other side of the road and use of the existing station entry on lower Queen Street. On-street parking and loading in adjacent to the footpath widening will be temporarily prevented with the remaining long term alternate sites installed prior to the footpath widening.

4.12.2

Alternative Parking Arrangements

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

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



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

The Project will lease a number of car parks at either of these locations, and an assigned car park will be offered to the affected business at one of these locations for use during closures exceeding three hours. TT will also allow the use of some of the bus stop located outside 2 Queen Street and 152 Quay Street for short-term parking and as a loading zone. This will be returned to PT use at the end of the Project.

4.12.3

Alternative Transport Arrangements

Residents or tenants of buildings within or adjacent to the Project area will be informed well in advance of events, such as temporary road closures, in order to allow suitable travel arrangements to be made. Despite, this, should residents/tenants have urgent travel requirements and be unexpectedly ‘blocked in’ as the result of a temporary closure, taxi vouchers will be provided to

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52 these residents by the Project team through the contractor’s nominated Traffic Complaints Manager (refer to Section 8.2 of this DWP for details) or the Site Manager. It is a clear expectation of the Project team that residents/tenants will be provided with greater notice than the 48 or 72 hour periods (outlined in the designation conditions) of these planned, discrete events in order to allow for alternative arrangements to be made beforehand. Rental cars were considered, however the closest rental facilities are located on Beach Road, which is approximately 10 minutes’ walk away.

4.12.4

21 Queen Street service access

Although not directly impacted by this Project, it is noted that CRL designation Condition (27.2(c)(iv)) requires the provision of alternative parking for Zurich House (21 Queen Street) when the building’s current vehicle access off lower Albert Street is closed as part of the wider CRL enabling works (the Albert Street cut and cover works and the Downtown Shopping Centre (Commercial Bay) development). The existing on-street loading zones on each side of Queen Street immediately north of Customs Street and on the northern side of Customs Street immediately east of lower Queen Street will be available for the use of 21 Queen Street service vehicles. An on-street loading zone is not possible on lower Albert Street due to the construction compound and support areas for the Albert Street cut and cover tunnel and Downtown Shopping Centre redevelopment requiring the entire road frontage for safe operation and set down. Customs Street kerbside space is occupied by the Albert Street tunnel compound and Downtown Shopping Centre redevelopment loading area on the northern side of the road; and elsewhere in the adjoining blocks for bus stops. The kerbside space on lower Queen Street between Galway Street (and the tunnel works) and Customs Street may be required for site access for the Downtown Shopping Centre redevelopment and is also to be the site of activation measures by Auckland Council to ensure its ongoing vitality during the construction period and encourage foot traffic to the local area. It is noted that it is not possible to dedicate an on-street facility (e.g. loading zone or parking) to a private party under AT policy.

4.13

Construction Traffic Routes

Access is required to the Project area from the motorway network and wherever possible by the arterial network with high amenity areas avoided as far as practical. Furthermore, the travelled distance on the CBD road network has sought to be minimised. As shown in Figure 4.13, the Project construction access routes have been set to minimise coinciding with those to be used for the Downtown Shopping Centre redevelopment or Albert Street construction traffic, and to avoid large associated concentrations of traffic where possible. Secondary routes have been identified to allow for alternative paths in the event of a traffic incident and to enable AT to manage congestion on a network basis. Figure 4.9 to Figure 4.12 outline the site access routes for each construction stage.

Transport Access and Parking Delivery Work Plan

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

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

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

Transport Access and Parking Delivery Work Plan

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

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

4.14

Sediment Management

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

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

4.15

Public Transport (Bus) Prioritisation

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

Wyndham Street



Wakefield Street



Fanshawe Street and Halsey Street



Wellesley Street



Victoria Street



Hobson Street



Albert Street and Mayoral Drive.

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

Queen Street



Customs Street/ Beach Road



Britomart and the surrounding road network.

The Phase 1 works have been designed, and subsequently approved through the Traffic Controls Committee (TCC) by resolution and have been operating since mid-October 2015. The details of the Phase 2 works are currently being refined and are expected to go to consultation and TCC for legal resolution and approval in the latter part of 2015 or early 2016. The ‘Go Live’ date for Phase 1 of the bus route changes was 18 October 2015 and the Phase 2 works and changes became operational on 17 April 2016. These dates were selected so that the bus changes are in place for 2-3 weeks before the major construction activity associated disruption occurs and patrons are used to the new arrangements. The proposed alterations address and resolve changes to on-street parking and service kerbside space allocations as well as bus stops. These have also been developed and resolved with the proposed stormwater realignment and cut and cover tunnel works in mind. Schematics of the proposed bus network changes are included in Appendix K including current and proposed bus networks.

4.16

Active Transport Prioritisation

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

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58 reduction of single occupant vehicles, and achieving mode shift to reduce traffic demand and congestion.

4.16.1

Pedestrian measures

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

Footpath widening on critical sections of Galway Street and Tyler Street to increase the footpath widths of both streets to 4.5 metres and 4.0 metres respectively. This will achieve a good level of service assuming no diversion of pedestrians to other routes and will accommodate reassigned pedestrian movements comfortably. Further information on Pedestrian Assessments undertaken in the Project area are provided in Appendix J.



Pedestrians will be encouraged to use the new BTC station entrance via Quay Street – Commerce Street and Fort Street – Commerce Street or Customs Street – Commerce Street or the Takutai Square entrance to reduce pedestrian load on Galway Street. Wayfinding signs will be installed at key decision points (see Figure 4.14) on the major approach routes and between transport modes to advertise the location of the new entrance. The form of the signage is to be confirmed with AT through the Urban Design DWP but will, as a minimum, consist of construction type custom warning signage of the type shown in Figure 4.15 with the text “To Britomart and Trains” or similar. The wording of the signage will be agreed with AT and the CAR team through the CAR process and is intended to reduce the use of Tyler Street and Galway Street from lower Queen Street by pedestrians and therefore minimise potential interaction with construction traffic and associated risk.

Figure 4.14: Indicative wayfinding routes and primary sign locations

Transport Access and Parking Delivery Work Plan

Figure 4.15: Example of temporary wayfinding signage at decision points (Brisbane photo credit: M Williams)



A blue tape line will be installed between the BTC station entry, the ferry terminal, northern busway platform and Queen Street (including via Fort Street) on the footpath similar to those used in airports or hospitals.



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



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



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

4.16.2

Cyclist measures

The following specific measures will be implemented to prioritise or otherwise improve the amenity, safety and capacity of the cycling environment (refer Figure 4.16): 

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



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



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



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

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Figure 4.16: Cyclist detour destinations

4.17

Travel Demand Management

AT are undertaking a CBD wide TDM campaign and suite of interventions with the aspiration of reducing SOV trips by approximately 4000 trips (approximately 10-15% of demand) in the peak traffic periods. Achievement of this goal will reduce congestion (i.e. travel time improvements) normally associated with school and other holiday periods. This work is being undertaken separate to this Project by ATâ€™s TD Unit and is being driven by both the CRL enabling works and the large number of public and private developments occurring concurrently within the CBD. The TD campaign consists of a range of interventions which include measures such as the bus priority works described in this DWP, increased PT capacity (all modes), CBD wide active transport infrastructure improvements, and information campaigns. An overview of the campaign supplied by the AT TD Unit is presented as Appendix I. The physical and information supply tasks of this campaign along with early communications messaging have already commenced at the time of preparing this DWP; and include information sessions at major buildings and the installation of bus priority lanes for the Phase 1 bus changes. The TDM changes started with the amended bus network changes for Bus Phase 1 becoming operational on Sunday 18 October 2015. The activities of the wider TDM campaign will continue throughout the duration of the CRL project with particular effort preceding major events such as the start of this Project and the start of the main cut and cover tunnel works. This Project will contribute to the overall CBD TDM effort through the pedestrian priority and cycle measures described in Section 4.16 of this DWP, the Workforce TDM measures described in Section 2.4.3 of this DWP, and wider CRL communications measures described in Section 5.3 of the CEMP.

Transport Access and Parking Delivery Work Plan

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

4.18

Planned Mitigation measures

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

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



Active transport prioritisation as detailed in Section 4.16.



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



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



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



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



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



The Quay Street cycleway project scope and programme has been adjusted so that the interim cycleway construction works will be completed and operational before the start of the CRL main cut and cover tunnel works (and associated congestion). In addition, the interim cycleway will be off-road at the intersection with lower Hobson Street and between the lower Queen Street and Commerce Street intersections, allowing for retention of the turn pockets to improve through traffic conditions and minimise blockage potential. The tunnel works at the

Note that ‘trip suppression’ in modelling terms refers to the reduction in general traffic (e.g. private car) trips and not a suppression of journeys by people to and from work, entertainment and educational activities (and which are taken up by other modes such as walking, cycling, bus and other PT use).

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62 Albert Street and Customs Street intersection will reduce overall network east-west capacity and result in traffic diversion to parallel routes, including Victoria Street, Wellesley Street and the Quay Street corridor. During the peak periods, the capacity of the latter corridor should be maximised (i.e. construction activity requiring further lane closures should be avoided) in order to mitigate congestion around the stormwater main realignment work sites. The change in programme and scope does this to the benefit of the Project. 

4.19

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

Potential further mitigation measures

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

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



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



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



Allowing the right turn from Albert Street into Victoria Street (east) and then removing the right turn from Albert Street into Wellesley Street (east) – Wellesley Street is under more pressure than the Victoria corridor and serves an arguably higher strategic function in being one of two bus priority corridors (the other being Fanshawe / Customs Streets). As a result both general traffic and buses in Wellesley Street may benefit from travel time reductions. This intervention has not been investigated to date.



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



The displacement of through traffic onto the motorway network and localised congestion associated with weave and merge manoeuvres on the NBD lanes near the Fanshawe Street and Wellington Street on-ramps is expected to result in significant diversion of NBD traffic to

Transport Access and Parking Delivery Work Plan

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

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



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



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



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



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



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



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

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64 

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

4.20

Contingency Planning

4.20.1

General procedures

If there is a major safety incident or traffic crash on or around the Project site, staff will abide by the generic procedures described in the TMP full form pro-forma8. The major aspects of these requirements are not to interfere with the scene of an accident involving serious harm other than to prevent further harm, and provide assistance to the emergency services at their direction. Should the entry of vehicles to site cause excessive delay to following traffic (i.e. more than normally associated with use of a driveway on the roads around the Project and as defined in CoPTTM as being five minutes in duration), the MTC shall cease the site access manoeuvre (i.e. return the vehicle to a position clear of through traffic) until the localised queuing has eased.

4.20.2

Emergency vehicle access

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

4.20.3

Adjacent building evacuation

The footpaths adjacent to the work sites will be unchanged or narrowed from their present conditions, and therefore there will be no impact on the existing adjacent building evacuation procedures or paths (as no pedestrians should be entering the live traffic lanes in the existing condition). As such, no specific footpath management measures are proposed beyond the following: 

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



The site MTC or STMS will move to the footpath to discourage pedestrians from entering the relevant end of the affected footpath ‘corridor’. The public will be encouraged to use the designated informal or formal crossings at each end of the worksites in the normal way to avoid the affected footpath corridor. The TC / STMS may be helped in this by other staff members at the direction of the site supervisor. It should be noted that no Project staff

This is the standard CoPTTM document detailing the TMP details for an individual TMP application; and includes details of the road environment, proposed traffic management measures, activities and timings, contingency planning, EED decisions, communications planning, monitoring and records, key staff contact details, and RCA approval – essentially the contents of this TTMP focussed on individual TMPs and including key staff contacts

Transport Access and Parking Delivery Work Plan

65 member has any power to prevent those intent on passing through the area from using the footpath or evacuating a building. 

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



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



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

4.21

Alternative Transport Solutions

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

4.21.1

Minimising Spoil Generation

During internal demolition of the CPO ground floor, large concrete slabs will be removed from the site by rail and crushed off-site. Smaller slabs of concrete will be crushed on-site and used to back fill after construction.

4.21.2

Pre-Fabrication and Rail Deliveries

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

4.21.3

Alternative Transport Assessment

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

Alternative transport assessments

Alternative Options

Description

Transport and remove all materials by rail

Transporting materials by rail would remove a significant portion of heavy vehicle trips through the city. However the increase in rail demand would disrupt passenger train services at Britomart, ultimately resulting in a risk that patronage numbers would fall and fail to meet the targets for funding. The double handling of materials and the need for additional dust, sediment, contaminants, and water controls (and risks) both on and offsite result in this option being considered infeasible.

Remove spoil by conveyor belt and barge

A conveyor belt could be constructed along lower Queen Street to transport spoil to barges in the harbour. This would remove vehicles carrying excavation spoil from the network; however delivery of materials will still need to be transported by truck. This option is not considered feasible as the conveyor belt will need to be enclosed and the spoil dampened to reduce dust. Additional double handling and de-watering of the spoil will be required at the dump site along with containment and treatment of discharges at the

Transport Access and Parking Delivery Work Plan

June 2016

Alternative Options

Description barge loading and unloading points. The conveyor belt would also need to be built over Quay Street, creating additional traffic management requirements and imposing additional consenting and cost impacts to the project.

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

Transport Access and Parking Delivery Work Plan

Assessment of Traffic Effects

5.1

General Approach

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

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



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



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

Several rounds of traffic modelling have been completed for the overall CRL enabling works (i.e. including the various enabling works packages). Appendix G details the latest modelling covering the duration of this Project and the Albert Street CRL cut and cover works, with early modelling detailed in the Technical Note (dated 31st July 2015, by Flow Transportation Specialists) attached in Appendix H9. The modelling has been updated to assess the effects of the developed construction methodology cumulatively with other major projects in the CBD. The CBD is currently a very dynamic environment with many major private and public projects proposed and developing since the ITA was prepared. These projects either directly change the road network or generate significant construction traffic and have been incorporated with the best and most recent knowledge available. The consenting of further projects or confirmation of construction programmes may add further congestion to the network and effect travel times observed throughout the duration of the Project. As with all traffic modelling, the redistribution of traffic and resulting travel time changes implicitly assumes perfect knowledge of drivers as to the most efficient path between points. Practically this is considered to occur after a settling period of 1-2 weeks following any major traffic layout or operational change during which monitoring may yield misleading results. The modelling does not directly allow for mode shift or ‘trip suppression’ but rather shows the impact of accommodating the current traffic demands. The beneficial impact of this on network travel times (as a result of TDM) has been explored through sensitivity testing of traffic movements within the CBD (excluding reductions in traffic passing through the model with origins and destinations outside the CBD), and is discussed Appendix G. The modelling also does not allow for peak spreading of traffic demands i.e. that people will undertake their journeys earlier or later than the nominal two hour peak period modelled, thus reducing traffic volumes and the congestion experienced. Again, the model assesses impacts of current traffic demand levels with the imposed network changes. This assessment without reduction of traffic volumes as a result of mode shift or peak spreading is considered to be conservative and appropriate for the consideration of the impacts of the 9

Note that the initial modelling described in Appendix O accidentally included a Barnes Dance phase at the Victoria / Albert intersection in the basecase scenario. This addition decreased the performance of this intersection and the wider basecase network performance as a hole with the result that the comparisons of the tested options under-estimate the scale of forecast travel time increases somewhat.

Transport Access and Parking Delivery Work Plan

June 2016

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

5.2

Traffic Operation Tests

Five main scenarios were tested as described in the main CRL works modelling report attached as Appendix G. In summary: Tests 4d-6a consider different side road closure scenarios along Albert Street during the installation phases, the Wolfe Street diversion and with all the stormwater main diversion pipe-jacking shafts in place with varying levels of construction traffic from different projects and the Tyler Street reversal required for the Britomart works coming into effect in Test 6a. Test 7 has the trench installation and Customs / Albert intersection works complete and associated excavation traffic but has only the Victoria Main pipe-jacking shaft in place. The Barnes Dance at Wellesley / Albert is removed. Test 8 is similar to Test 7 but has Victoria Street back to normal configuration (i.e. the shaft removed and the Barnes Dance removed). ď‚ˇ

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

5.3

Traffic Modelling Summary

5.3.1

Network wide statistics

Network statistics provide a comparative base from which to understand how changes impact on overall travel. Network travel times and distances for each scenario have been extracted for general traffic, construction trucks and buses. Increases in person hours travelled indicate increased congestion or that people are taking a different route and travelling further. Increases in the total kilometres travelled indicate that people are changing routes to avoid congestion. Little weight should be given to the absolute values presented in Table 5.1and Table 5.2 as the total travel times and distances are largely dependent on the size of the network modelled. The statistics, however, provide an indicative measure of the potential disruption to traffic caused by each modelled scenario, relative to each other. Table 5.1shows the network wide travel times and travel distances for the modelled scenarios for general traffic. These summary statistics are compared to the revised Rev1 Base Case. The travel time and travel distance presented are in the same format as Rev1 outputs. Travel times in personhours are calculated by using 1.2 persons per vehicle and bus occupancy of 30 people. This provides consistency with earlier reports.

Transport Access and Parking Delivery Work Plan

69 Table 5.1: C2 SP1

Summary statistics â€“ General traffic Rev 1 Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

10,080 (+1,120)

10,290 (+1,330)

10,370 (+1,410)

10,000 (+1,040)

9,340 (+390)

(+1,120)

6,220 (+580)

6,790 (+1,160)

6,510 (+870)

6,340 (+710)

6,020 (+380)

(+1,330)

17,920 (+3,230)

18,380 (+3,690)

18,450 (+3,760)

17,730 (+3,040)

17,040 (+2,350)

177,380

179,750 (+2,370)

180,220 (+2,840)

181,170 (+3,790)

180,170 (+2,790)

179,280 (+1,900)

144,910

147,630 (+2,730)

147,790 (+2,880)

149,040 (+4,130)

148,350 (+3,440)

147,470 (+2,570)

195,600

200,500 (+4,900)

200,840 (+5,240)

201,830 (+6,230)

200,200 (+4,600)

199,350 (+3,750)

Travel Time (person-hours) Morning Peak Interpeak Evening Peak

8,960

Travel Distance (vehicle-km) Morning Peak Interpeak Evening Peak

All scenarios are predicted to show large cumulative impacts on the general traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. No improvement in travel times is predicted due to the reduction of Albert Street north and south approach to single lanes. Scenario 5 and 6 are predicted to result in a relatively large increase in travel time which represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 7 and 8 performs better when compared to Scenarios 5 and 6 as they represent the period where piling, the Customs / Albert intersection road deck and the stormwater main diversion are complete. All scenarios are predicted to result in longer travel distances for the network as a whole when compared to the Rev1 Base Case. Scenario 5 and 6 are predicted to result in a relatively large increase in travel distance that represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 8 results in the lowest increase in travel distance as they represent the period where piling is complete. Table 5.2 shows the network wide travel times and travel distances for the modelled scenarios, for buses and construction trucks. All scenarios are predicted to have large cumulative impacts on the buses and construction traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. The majority of this apparent worsening is due to construction trucks (which are in general traffic lanes) being coded in the model as fixed flows as are buses, and which the model reports on together (i.e. reports fixed flows without regard to mode or use of priority lanes). Scenario 7a and 8a performs better for buses and construction traffic when compared to scenario 5a and 6a as they represent the period where piling is complete â€“ as is the case for general traffic.

Transport Access and Parking Delivery Work Plan

June 2016

70 Table 5.2: C2 SP1

Summary Statistics – Buses and Construction Trucks Rev 1 Base

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

4,220

5,390 (+1,170)

5,660 (+1,430)

5,860 (+1,630)

5,670 (+1,440)

5,420 (+1,200)

1,810

2,700 (+890)

2,820 (+1,010)

3,040 (+1,230)

3,000 (+1,190)

2,860 (+1,050)

4,940

7,820 (+2,880)

8,160 (+3,230)

8,350 (+3,410)

7,630 (+2,690)

2,240

2,950 (+710)

2,990 (+760)

3,190 (+950)

1,100

1,880 (+780)

1,930 (+830)

2,120 (+1,020)

2,250

2,990 (+740)

3,030 (+780)

3,230 (+980)

3,090 (+830)

3,240 (+980)

Case Travel Time (person-hours) Morning Peak Interpeak Evening Peak

Travel Distance (vehicle-km) Morning Peak Interpeak Evening Peak

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

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



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



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



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



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

5.3.2

Travel time along key routes

Travel times along key routes specified in the CRL designation conditions have been extracted from the model. These travel times provide average travel times over an hour period. As an average these figures will under-represent the travel time when compared to more common engineering measures such as the 85th percentile and maximum travel time. It is also noted that the model cannot represent peak spreading (i.e. when motorists start their journey earlier or later in order to achieve a personally acceptable journey time and level of service) and so may conservatively overrepresent congestion to some degree. It should be noted that only around one third of the Mount Eden Road route is included in the model. This is not expected to change any conclusions of the modelling as the cumulative impacts of all the projects in the CBD are largely restricted to the area north of SH1. The ten routes specified in Condition 26.9 of the designation conditions were assessed and are shown in Figure 5.1. 

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



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

Transport Access and Parking Delivery Work Plan

71 

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



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



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



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



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



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



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



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

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

Transport Access and Parking Delivery Work Plan

June 2016

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

Journey Time Reductions

Increases under 30 seconds

Reductions under 30 seconds

Increases between 30 seconds and 60 seconds

Reductions between 30 seconds and 60 seconds

Increases between 60 seconds and 120 seconds

Reductions between 60 seconds and 120 seconds

Increases over 120 seconds

Table 5.4:

Average Morning Peak Journey Times (seconds)

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (EBD)

380

550 (+170)

560 (+180)

560 (+190)

480 (+100)

450 (+70)

Wellesley Street (WBD)

390

560 (+170)

600 (+210)

590 (+200)

530 (+140)

440 (+50)

Victoria Street (EBD)

400

630 (+230)

660 (+260)

670 (+270)

460 (+60)

Victoria Street (WBD)

450

610 (+160)

710 (+260)

610 (+160)

580 (+120)

500 (+50)

Customs Street (EBD)

210

290 (+80)

320 (+110)

330 (+120)

320 (+110)

Customs Street (WBD)

290

330 (+50)

500 (+220)

370 (+90)

350 (+60)

330 (+50)

Quay Street (EBD)

180

240 (+60)

230 (+50)

250 (+70)

Quay Street (WBD)

280

310 (+40)

380 (+100)

340 (+70)

320 (+50)

Nelson Street (NBD)

340

410 (+80)

430 (+100)

430 (+90)

370 (+40)

350 (+20)

Hobson Street (SBD)

250

320 (+80)

320 (+70)

310 (+60)

290 (+50)

280 (+30)

Queen Street (NBD)

500

540 (+40)

510 (+10)

530 (+30)

540 (+40)

500

Queen Street (SBD)

480

590 (+110)

500 (+20)

540 (+60)

570 (+90)

620 (+140)

New North Road (NBD)

190

New North Road (SBD)

150

Transport Access and Parking Delivery Work Plan

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Mt Eden Road (NBD)*

120

110

120

110

Mt Eden Road (SBD)*

Khyber Pass Road (EBD)

130

Khyber Pass Road (WBD)

120

Newton Road (EBD)

270

280 (+10)

290 (+20)

300 (+40)

300 (+30)

Newton Road (WBD)

140

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

Based on model outputs for the morning peak: 

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



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



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



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

Table 5.5:

Average Interpeak Peak Journey Times (seconds)

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (EBD)

350

410 (+60)

420 (+70)

400 (+50)

380 (+40)

Wellesley Street (WBD)

380

470 (+90)

490 (+110)

490 (+100)

410 (+30)

400 (+20)

Victoria Street (EBD)

380

630 (+250)

640 (+260)

650 (+270)

430 (+50)

Victoria Street (WBD)

390

570 (+180)

680 (+290)

570 (+180)

430 (+30)

Customs Street (EBD)

240

270 (+30)

290 (+50)

310 (+80)

290 (+60)

Customs Street (WBD)

290

340 (+50)

520 (+230)

380 (+90)

350 (+60)

330 (+40)

Quay Street (EBD)

200

250 (+60)

260 (+60)

270 (+70)

260 (+60)

Quay Street (WBD)

270

320 (+50)

410 (+140)

380 (+110)

350 (+80)

Transport Access and Parking Delivery Work Plan

June 2016

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Nelson Street (NBD)

180

250 (+70)

260 (+80)

250 (+70)

240 (+60)

230 (+50)

Hobson Street (SBD)

200

220 (+20)

210 (+20)

210 (+10)

Queen Street (NBD)

460

520 (+60)

510 (+50)

520 (+60)

540 (+80)

510 (+50)

Queen Street (SBD)

460

610 (+150)

540 (+80)

560 (+100)

640 (+190)

630 (+180)

New North Road (NBD)

130

New North Road (SBD)

140

Mt Eden Road (NBD)

Mt Eden Road (SBD)

Khyber Pass Road (EBD)

110

120

Khyber Pass Road (WBD)

130

140

130

Newton Road (EBD)

180

180 (+10)

Newton Road (WBD)

160

170 (+10)

160

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

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

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



Traffic using Wellesley Street has an increase of 70 to 110 seconds for scenarios 4d, 5a and 6a. No significant increase in travel time for scenarios 7a and 8a.



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



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



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

Transport Access and Parking Delivery Work Plan

75 Table 5.6:

Average Evening Peak Journey Times (seconds)

Route (Direction)

Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Wellesley Street (EBD)

520

730 (+210)

720 (+200)

710 (+180)

770 (+250)

780 (+260)

Wellesley Street (WBD)

470

770 (+310)

790 (+320)

790 (+330)

640 (+180)

500 (+30)

Victoria Street (EBD)

410

710 (+300)

790 (+380)

910 (+500)

470 (+60)

Victoria Street (WBD)

680

840 (+160)

1,100 (+420)

1,010 (+330)

830 (+150)

800 (+120)

Customs Street (EBD)

230

280 (+40)

330 (+90)

330 (+100)

300 (+70)

Customs Street (WBD)

330

410 (+80)

570 (+240)

460 (+130)

370 (+50)

360 (+30)

Quay Street (EBD)

190

240 (+50)

250 (+50)

270 (+80)

260 (+70)

Quay Street (WBD)

270

280 (+10)

320 (+60)

300 (+30)

280 (+20)

Nelson Street (NBD)

290

370 (+80)

410 (+120)

390 (+100)

360 (+70)

330 (+40)

Hobson Street (SBD)

560

840 (+270)

870 (+310)

830 (+270)

750 (+190)

710 (+150)

Queen Street (NBD)

590

640 (+50)

650 (+50)

640 (+50)

610 (+20)

610 (+10)

Queen Street (SBD)

680

890 (+210)

940 (+260)

880 (+200)

770 (+90)

800 (+120)

New North Road (NBD)

210

210 (-10)

210

210 (-10)

210

260 (+50)

New North Road (SBD)

150

Mt Eden Road (NBD)

140

Mt Eden Road (SBD)

Khyber Pass Road (EBD)

140

Khyber Pass Road (WBD)

170

170 (+10)

170

160

Newton Road (EBD)

160

160 (+10)

170 (+10)

Newton Road (WBD)

190

240 (+50)

200 (+10)

190

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

Transport Access and Parking Delivery Work Plan

June 2016

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

Victoria Street east and west and Wellesley Street westbound are the worst affected routes in scenarios 4c, 5, 6 and 7 with significant increase in travel time of 150 to 450 seconds. Wellesley Street westbound has an increase of 150 to 360 seconds for scenarios 4c, 5, 6 and 7. Travel time for Wellesley Street eastbound direction varies between 180 to 260 seconds for all scenarios.



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



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



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



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



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

As expected, analysis of the travel time along the city centre routes show that the biggest delay on both the Wellesley Street and Victoria Street routes occurs at the intersection with Albert Street. Figure 5.2 presents an example of the delay caused by Albert Street when travelling westbound along Wellesley Street and eastbound along Victoria Street during the evening peak period. Scenarios 4d, 5a, 6a and 7a experience excessive delays at the Wellesley / Albert Street and Victoria / Albert Street intersection. The delays at the other intersections along Victoria and Wellesley Street are similar to the Base Case. This pattern is typical across all the peak periods. The Queen Street intersection is also a notable point of delay to these cross-town routes and there is an opportunity to prioritise the cross corridors over Queen Street which is less affected by delay. Vehicles travelling westbound along Wellesley Street and eastbound along Victoria Street would have a travel time similar to the Base Case if the delay at Albert Street intersection could be reduced to the Base Case delay. The travel time and traffic volume graphs are provided in Appendix G.

Transport Access and Parking Delivery Work Plan

Figure 5.2: Example of delay at intersection with Albert Street

5.3.3

Sensitivity testing

Sensitivity testing was undertaken to assess the potential impact of banning private development (i.e. NZ International Convention Centre, NDG Auckland Centre and 1 Mills Lane) construction trucks during the morning and evening peak traffic periods, as described in the attached modelling report (see Appendix G). This shows a reduction in peak travel times across the network of 6-9%. Sensitivity testing undertaken as to the potential effect of mode shift resulting from bus priority and other TDM measures suggests an improvement of 12% with a 5% mode shift in the evening peak see Appendix H. A mode shift of 10-15% can reasonably be expected in line with Auckland and international experience.

5.3.4

Modelling conclusions

The Albert Street cut and cover tunnel works (C2) and Britomart underpinning and tunnel works (C1/this Project) are expected to have similar or lesser traffic impacts than predicted by the modelling undertaken in the ITAâ€™s prepared to support the CRL NoR and the BTC alteration to designation, along with the resource consents for the Albert Street stormwater main realignment (the CRL enabling works). Since the ITAs were prepared for the wider CRL enabling works, a large number of major public and private projects have come to fruition, or are expected to come to fruition, during the construction of the wider CRL enabling works. These additional projects are expected to significantly increase the overall extent of cumulative traffic delays within the CBD during construction of the CRL enabling works. The worst period in terms of traffic delays will be during the simultaneous construction of the Albert Street stormwater main realignment and cut and cover works, when there is also high private development activity in the CBD requiring demolition and excavation works. This is evidenced by the drop in travel time delay in test 8a, which is relatively close to current conditions and those anticipated by the modelling to support the NoRs and resource consents without the additional public and private works that have come to light in the past few months.

Transport Access and Parking Delivery Work Plan

June 2016

78 A significant proportion of the forecast travel time increases stem from a reduction in lane capacity due to the Customs / Albert intersection road deck works being done simultaneously with the stormwater main realignment works on the alternate routes. The creation of additional bus lanes and cycleways within the CBD is also a large factor in reducing general traffic capacity on the network. In addition, the cumulative impacts of private development projects in the CBD are greater than previously identified, with the NZ International Convention Centre, the NDG Auckland Centre building, and 1 Mills Lane being the largest contributors to traffic congestion. In particular, spoil removal from the Convention Centre project is expected to surpass all other projects combined and generate high construction traffic volumes along Hobson Street and Nelson Street (and also impose an additional phase at Hobson / Wellesley). Additional information on the cumulative impacts of these private developments is provided in Appendix G. Construction traffic generation for the Albert Street cut and cover tunnel works and the subject Project, is light by comparison to the Convention Centre and Downtown Shopping Centre redevelopment projects. To summarise the elements contributing to the increase in cumulative effects on the surrounding transport network, the following are noted: 

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

Victoria Street



Wellesley Street



Queen Street



Hobson Street



Customs Street



Nelson Street



Beach Road



Quay Street



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



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



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



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



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



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



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



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

Transport Access and Parking Delivery Work Plan

Assessment of General Effects

6.1

Public Transport

Bus operations will become more reliable and quicker with the proposed priority and rerouting changes (as described in Section 4.15 and Appendix K of this DWP). This will be due to both reduced impedance when travelling through the system, and lesser travel distances overall as demonstrated by the modelling (refers to Appendices G and H). Some passengers will need to walk further to their bus stops with the reorganisation of the service routes under the new network (resulting in part from the removal of bus services from Albert Street required by the CRL enabling works). There is also an increased distance between the BTC and the Northern Express services, which will be relocated to lower Albert Street. Reduction in footpath widths and the exposed nature of the route may result in fewer passengers making the transfer between BTC and the Northern Express. These effects will be partially mitigated by the use of wayfinding signage and advertising to inform pedestrians of the changes to the network.

6.2

Pedestrians and Cyclists

6.2.1

Pedestrian Assessment

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

6.2.2

Methodology

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

Britomart Pedestrian Surveys - July 2015

Total Pedestrian Demand

New Station Exit and Entry Layout

Reassigned Pedestrian Movements

Pedestrian Levels of Service

Figure 6.1: Pedestrian Assessment Methodology Overview

Transport Access and Parking Delivery Work Plan

June 2016

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

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



Pedestrian profile surveys for the whole station and for each exit at Britomart were completed by Beca in 2013 as part of the Britomart Station Modelling Report.

6.2.3

Assumptions and Limitations

Assumptions and limitations for this assessment are listed below: 

No changes are assumed to bus and rail schedules.



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



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



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



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



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



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

6.2.4

Pedestrian Reassignment

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

Reassigned movements

Original Movement

Reassigned Movement

South Door on lower Queen Street

New Galway Street door via Galway Street

Centre Door on lower Queen Street

Split 50/50 between Galway and Tyler Street doors

North Door on lower Queen Street

New Tyler Street door via Tyler Street

Galway Street Door – To and from West

New Galway Street door via Galway Street

Galway Street Door – To and from East

Commerce Street main entrance via Galway Street

Tyler Street Door – To and from West

New Tyler Street door via Tyler Street

Tyler Street Door – To and from East

Commerce Street main entrance via Tyler Street

Transport Access and Parking Delivery Work Plan

Figure 6.2: Original and Reassigned BTC Pedestrian Movements

Figure 6.2 outlines the reassignment of pedestrian movements from the closed entrances at the CPO to the new entrances at the rear of the BTC (Station Square and the Glasshouse). Following the reassignment, a number of key bottlenecks were identified. These are: 

Galway Street Footpath



Tyler Street Footpath



The new Galway Street side doors



The new Tyler Street side doors



The new station entry.

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

6.2.5

Pedestrian Levels of Service

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

AM Peak Bottleneck Analysis

Bottleneck Analysis

Pedestrians Per Minute

Required Width for LoS C

Available Width

Galway Street South Footpath

1.1 m

4.5 m

Tyler Street South Footpath

0.6 m

4.0 m

Transport Access and Parking Delivery Work Plan

June 2016

Bottleneck Analysis

Pedestrians Per Minute

Required Width for LoS C

Available Width

New Galway Street side door

0.8 m

8.0 m

New Tyler Street side door

0.8 m

4.0 m

New station entry

0.5 m

8.0 m

As shown in Table 6.2, all pedestrian movements are adequately catered for and surpass the Level of Service C requirements by some margin in the AM peak. Table 6.3:

PM Peak Bottleneck Analysis

Bottleneck Analysis

Pedestrians Per Minute

Required Width for LoS C

Available Width

Galway Street South Footpath

1.8 m

4.5 m

Tyler Street South Footpath

0.8 m

4.0 m

New Galway Street side door

1.6 m

8.0 m

New Tyler Street side door

0.7 m

4.0 m

New station entry

1.6 m

8.0 m

Table 6.3 outlines the required access widths in the PM peak. Again, all pedestrian movements are adequately catered for and surpass the Level of Service C requirements. In summary, pedestrians are provided with sufficient width to move freely along footpaths and into accesses, and a Level of Service C is attained or surpassed â€“ even in the worst case scenario where all pedestrian movements are reassigned to the closest side door. It is anticipated that pedestrian demands on Tyler Street and Galway Street will be reduced through the wayfinding measures proposed and that the above analysis is therefore conservative. The analysis suggests that there will be sufficient standing room on the western side of the new Commerce Street pedestrian crossing. If on-going monitoring suggests it is required, this pedestrian crossing could be widened and pedestrian fencing installed along the kerbline to improve safety. It is noted that users of this entry will most likely have bypassed the Takutai Square entry and that the main entry to the station is likely to be the southern one on Galway Street which will be obvious to patrons approaching from the Queen Street valley by either lower Queen Street of Fort Street â€“ Commerce Street routes. It is also noted that the amount of through pedestrian traffic will potentially be reduced with the closure of the Downtown Shopping Centre for redevelopment to the west. The walkway area through the block to the east will provide ample pedestrian waiting room on the eastern side; although if crowding because of the crossing and bus stops is judged to interfere with north-south pedestrian movement then markings or a change in paving finish / type indicating a clear path could be installed.

6.3

Emergency Services

Emergency services are not expected to be restricted in terms of connectivity or accessibility when moving under lights in an emergency due to the relatively open nature of the Project road arrangements. Additional congestion in the CBD generally may reduce response times for emergency services. However, as previously noted the increase in bus lanes which are available to them (under lights) will offset or negate much of this change by providing a means to by-pass the majority of congestion and queueing (such as on Queen, Victoria and Wellesley streets), unless specific response corridors and signal plans are developed. This change has been acknowledged in discussions with the emergency services for consideration in incident planning. Figure 6.3 shows likely response routes to

Transport Access and Parking Delivery Work Plan

83 the Project area (note that there is an Ambulance base opposite the uptown fire station on Pitt Street near the bottom right of the image). Fire service aerial tenders require 5.5 metres of carriageway width to deploy their outriggers for full boom use. The narrowed lanes on Galway Street and Tyler Street may push the outriggers onto the footpath where there is a possibility of collapse due to underground services beneath the high point loads. To mitigate this, the fire service will be advised to partially mount on the kerb before deploying outriggers to ensure they use the carriageway. The former carriageway area will be marked to guide the placement of outriggers onto the former strengthened carriageway. Any changes would be included in the building incident plans to be prepared and enacted by the fire service.

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

6.4

Taxi Operators, Parking and Service Traffic

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

Transport Access and Parking Delivery Work Plan

June 2016

84 Table 6.4:

Parking Changes and Relocation

Facilities

Existing

New

Mobility parking

2 lost due to building

2 x provided on Galway Street

BTC space

1 lost due to building

1 x provided on Galway Street

Taxi stand

3 lost due to footpath widening on Galway Street

4 provided 2 on Galway 2 on Tyler Street

P5 spaces

9 lost due to building

9 provided on Galway and Tyler Street east of Commerce Street

P10 spaces

3 lost due to footpath widening on Tyler Street

Decision made by parking not to replace these

Loading zones

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

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

On street parking

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

Replaced by P5 and taxi stands. Loss 13 CCPZ spaces.

New Bus stop by Quay Street

Existing P10 parking indented space for 1 cars

Loss of 1 P10 spaces for new bus stop

Taxi stands will be relocated from the western side of Galway Street to the eastern side of Galway Street and Tyler Street (east of Commerce Street). P5 parking spaces will also be provided in the same area. Overall there is a net loss of 13 CCPZ metered parks and up to 4 P10 spaces, while taxi and loading zones are retained. There is a public paid car park located on Britomart Place (opposite Takutai Square) available for longer term parking to mitigate the loss of Central City Parking Zone (CCPZ) metered parks and P10 parking spaces. In summary the effects are less than minor.

Transport Access and Parking Delivery Work Plan

Monitoring

7.1

Monitoring Requirements

CRL designation Condition 26 specifies monitoring of travel times on ten key main routes across the CBD, against those observed before the Project works and forecast change during the works as shown in Figure 7.1. Additional mitigation measures are required if monitoring indicates that the travel time exceeds the trigger time. The trigger times are calculated as per Condition 26 of the CRL designation regarding the monitoring requirements: ď‚ˇ

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

ď‚ˇ

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

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

Transport Access and Parking Delivery Work Plan

June 2016

7.2

On-going Continuous Monitoring of Travel Time

In order to have continuous monitoring data to hand (and not be reliant on third party data), AT commissioned a Bluetooth data mining system is to be installed on the six northern monitoring routes specified by the designation conditions. This system became operational on 2nd October 2015 and will provide a reliable and statistically significant data set on those routes. The Bluetooth system installed is currently used in central Christchurch and samples typically 10-15% of vehicles passing the sensor, providing a continuous stream of data and hundreds of data points in the peak traffic periods of particular interest. It provides real time feedback to the TOP group (and thus AT road operations, network optimisation and ATOC teams) through control room dashboard reporting and can be used to investigate congestion associated with a particular incident. It is proposed to use this improved data source to update the observed data and resulting forecast and trigger times given in the preceding section of this DWP prior to the start of construction activity (with the agreement of Auckland Council). Although not specified in the designation, it is proposed to provide monthly reporting10 of travel times on the specific routes. Reporting and active monitoring will also be undertaken by the AT road operations team after each major traffic switch. It has been agreed that a 1-2 week settling period will be made for travel time reporting after a major TMP switch. This period is typical after a network change and allows drivers to adapt to road conditions (as some will ignore on-site and more general pre-publicity). Abnormal travel times resulting from traffic incidents will be excluded from the average travel time performance figures reported and used as assessment against trigger levels. There are two types of traffic incident that will effect (and distort) average travel time assessment, planned and unplanned incidents and will justify data exclusion for a particular period. 

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



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

Long term planned events such as changes to the transport network (e.g. construction of the proposed LRT system) or major building developments may require reassessment and modelling of trigger times. To aid in this, AT also have access to the ‘Snitch’ data source (similar to the system used by NZTA), which is GPS based and will provide a cross check on the Bluetooth data and wider view of the network. A daily log of traffic events and activity will need to be maintained to enable abnormal incident days to be identified when reporting on travel time performance eon the prescribed routes and wider network. In addition, AT will continue with normal real time monitoring of traffic performance and treatment effectiveness including bus travel times (GPS linked to real time passenger information system and contract performance management) and kerbside management and adjust, optimise or improve TMP measures in conjunction with the project team.

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

Transport Access and Parking Delivery Work Plan

7.3

Travel Times and Additional Congestion Mitigation Triggers

7.3.1

Determination of Indicative Travel Time Triggers

Existing average (mean) travel times for the ten specified routes have been obtained for the 12 months to August 2015. The use of 12 month averages is considered appropriate to account for the effects of potential incidents on the wider road network and seasonal variation in traffic flow. This data has been supplied by NZTA from commercially provided GPS data11 for each of the three modelled forecast periods. The number of observations available for each route and period from this system are commercially sensitive and are not available to the Project as a third party under NZTAâ€™s data agreement. The observed average travel times before the construction works are given in the tables of Appendix M alongside the indicative forecast travel times for the two major traffic periods for the Project (i.e. before and after the start of the Britomart underpinning and Albert Street cut and cover tunnel works). The application of the scale of the travel times forecast by the modelling to the observed travel times as a percentage rather than absolute model values is considered appropriate as the 2021 SATURN models include an allowance for annual traffic growth which will not directly align with the observed 2014 / 2015 data period before the start of works.

7.3.2

Determination of Monitoring Travel Time Triggers during Construction Phase

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

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

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

Transport Access and Parking Delivery Work Plan

June 2016

88 Although the traffic models and process is considered to be robust and valuable in identifying the scale of effect and determination of mitigations measures and their potential effectiveness, it is considered that the models and this DWP should be updated during the project to provide more meaningful travel time trigger values. This should occur closer to the time of each relevant major traffic event through the course of the Project when traffic and network conditions can be more confidently agreed and assessed. The traffic models and the trigger time table in Appendix M will be updated by the following process: 

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



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



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



Update the Test 412 model 3-4 weeks before the start of physical works on the Britomart underpinning, cut and cover tunnel and Albert Street cut and cover tunnel projects13 to reflect actual road network and traffic conditions.



Compare the updated Test result against the ‘New Basecase’ to derive percentage scale of effect and then apply this to the updated observed travel time data (as done for the indicative travel time triggers and already certified trigger times of the stormwater main realignment project TTMP14. The observed travel times for this new basecase will be maintained as a comparison point throughout the project for consistency of reference (recognising that each test model includes the cumulative impact of network changes included in the ‘New Basecase’).



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





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



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



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



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



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

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

The letter following each model is due to an update or alternate scenario tested, Test 4d will therefore become Test 4e The modelling of these two projects is essentially identical with the Albert Street works being more influential in terms of changes to the physical road network. 14 It is expected that the observed data will underestimate travel times to a degree due to the reductions in road network capacity during that period due to bus, cycle lane and turn restrictions. 13

Transport Access and Parking Delivery Work Plan

7.3.3



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



Private development peak hour site access restrictions



Observed mode shift due to TDM campaign.

Monitoring of Local Road Traffic Conditions and Temporary Traffic Controls

The BTC designation conditions15 require monitoring surveys of traffic at key intersections around the Project worksite for a six week period at the commencement of the Station Plaza accommodation works (Stages 1 and 4)16 and Britomart Station modification works(Stages 2 and 3). These studies will consider the during the weekday morning (7:30 – 9:30 am) and afternoon (3:00 – 6:00 pm) peak traffic periods. A baseline traffic study is similarly required three months before the start of Project works. The traffic studies are to be undertaken by a suitably qualified and intendent person, who will then make binding recommendations to AT on on-going traffic management including any changes to the traffic management instituted at the start of works. These traffic surveys and traffic engineering assessments will be commissioned by AT directly and not the DSBJV contractor17. In making binding recommendations for any additional temporary traffic management measures or controls, the Independent Person will need to ensure that proposed measures retain sufficient flexibility for on-going operations. This will be necessary to ensure that local access and conditions are not prioritised at expense of continuing achievement of the overarching NOR and BTC designation outcome of minimising congestion and maximising pedestrian and public transport movement. Reasonable access to the construction site and support areas is also necessary. As these traffic surveys are required to be independent, it is not appropriate for this DWP to nominate the type or duration of these traffic surveys and studies however the following scope and understanding is noted. The intersections required to be monitored are: 

Quay Street / Commerce Street;



Tyler Street / Commerce Street;



Galway Street / Commerce Street; and



Customs Street / Commerce Street.

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

Lower Queen Street / Quay Street; and



Customs Street / Lower Queen Street / Queen Street.

Conditions 24.3(l), (m) and (n) Noting that changes to streetscape and bus routing are being undertaken prior to certification of this DWP and the start of this Project through a separate contract. 17 To maintain independence the following companies will be excluded from undertaking these studies: Aurecon (AT Principal Technical Advisor), AECOM (DSBJV temporary traffic advisor), Tonkin + Taylor (DSBJV planning advisor), T2 Traffic and Transportation Consultants (AC certification advisor, bus New Network infrastructure and bus change consultant, and Britomart streetscape interim changes designer), Flow Transportation Specialists (BTC traffic consultant for BTC and NOR designation), Traffic Design Group (Commercial Bay contractor temporary traffic advisor) 16

Transport Access and Parking Delivery Work Plan

June 2016

90 The following aspects of traffic operations may be monitored: 

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



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



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



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

The BTC conditions prescribe a four week monitoring period after the start of each major stage of works with report describing the observations and provide recommendations for ongoing traffic control to be implemented by AT produced by the Independent Person during the following two weeks. It is noted that the period of survey substantially includes the normally expected 1-2 week traffic settling period. Traffic studies during such settling periods are considered to be poor practice as data gained during this period generally will not provide representative data to base decisions on with respect to further mitigations. It is suggested that traffic be surveyed for two or three representative week days during Weeks 2 or 3 of the nominated six week survey and investigation period.

Transport Access and Parking Delivery Work Plan

Communication and Stakeholder Interface

8.1

General

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

AT CRL project team.



DSBJV (the Britomart contractor).



Connectus JV (the Albert Street contractor)



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



Emergency services (and especially the Fire Service).



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



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



AT PT service disruption and planning team.



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

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

NZTA (and the Auckland Motorway Alliance).



AT bus service disruption planning team.



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



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

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

8.2

All other stakeholders

All other stakeholders within Project area will be consulted with in regards to traffic matters on a regular, ongoing basis throughout construction of the project. The Project Communication and Consultation Plan outlines the strategy, tools and process to undertake and manage communication and engagement between the DSBJV, Project stakeholders and the community throughout construction of the Project. In particular, the plan sets out communication procedures in relation to the following matters for residents, road users, educational facilities and businesses potentially affected by the construction works:  18

Consultation prior to the commencement of construction; Now disestablished in favour of the Tactical Operations Plan (TOP) group

Transport Access and Parking Delivery Work Plan

June 2016

92 

Notice periods for changes to pedestrian and vehicle access;



Regular updates on construction progress;



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



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

8.3

Complaints

A complaints management process has been developed for the Project. Further details on complaint procedures and dispute resolution are provided in Section 5.3.1 of the CEMP and Section 13 of the CCP. Traffic (motorised, bus or active modes) related complaints will first be referred to the Project Director for assessment and addressed where they are judged to involve more than maintenance of agreed measures. Local traffic complaints should be addressed to: Dale Burtenshaw DSBJV Project Director Mobile: +64 21 115 1819 E-mail: Dale.Burtenshaw@downer.co.nz 130 Kerrs Rd, Wiri, Auckland 2104

8.4

Temporary Traffic Management coordination and process

During the development of the enabling works design and this DWP AT established a strategic level Traffic Management Coordination Group (TMCG) to coordinate the TMPs of the various large (and small as required) projects in the CBD. This group met fortnightly to coordinate traffic management issues between projects at a planning level and has contributed to the development and refinement of this DWP. The TMCG included representatives of major projects (including the two CRL enabling works, Precinct Group Downtown Shopping Centre redevelopment contractor and those of the other major private developers as appropriate), the AT CAR, road operations and ATOC teams, ATEED and CCI. NZTA and its agents from the Auckland Motorway Alliance (tasked with the efficient operation of the Auckland motorway network) have been involved in the development of this DWP through open invitation to the TMCG, supply of baseline travel time data, on-going review of the draft document and continuing assessment and planning of motorway management measures in conjunction with normal planning and management for recent rapid population growth traffic and events such as the upcoming opening of the Waterview connection. NZTA have confirmed that they support the project and have formed the TOP group with AT to this end. The final, formal feedback from NZTA is attached as Appendix O of this DWP with commentary provided in the response to condition 18.1 in the Independent Peer Reviewer response presented in Appendix N of this DWP. For the delivery of the project the responsibility for traffic management of the project effects (outside the immediate construction area and coordination of projects is to be passed to the established Tactical Operations Plan group which is a joint initiative of AT and NZTA to manage planned and unplanned congestion management and incident response on a ‘One Network’ basis. This group is overseen by a steering group of senior AT and NZTA managers and will draw on subject matter experts including the CRL and other project teams as needed. Monthly reporting to the PCG, Steering Group and on to the AT and NZTA boards is expected. Figure 8.1 shows the structure of the TOP group, reporting line and organisational commitment (not shown is the AMA team represented by NZTA in the working group as needed).

Transport Access and Parking Delivery Work Plan

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

Transport Access and Parking Delivery Work Plan

June 2016

Review and Updating of the DWP

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

9.1

DWP Review

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

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

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

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



Any significant changes to construction activities or methods.



Key changes to roles and responsibilities within the Project team.



Changes in industry best practice standards.



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



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



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



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

9.2

DWP Updates

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

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



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



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

Transport Access and Parking Delivery Work Plan

95 ď‚ˇ

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

Any material change proposed to this DWP relating to an adverse effect shall be submitted for approval to Auckland Council Compliance and Monitoring Officer, at least 10 working days prior to the proposed changes taking effect. If any changes are not agreed, the relevant provisions of the RMA relating to approval of outline plans shall apply. A copy of the original TAP DWP document and subsequent versions will be kept for the Project records, and marked as obsolete. Each new / updated version of this DWP documentation will be issued with a version number and date to eliminate obsolete DWP documentation being used. A summary of the review process will be provided annually to Auckland Council and otherwise be made available on request.

Transport Access and Parking Delivery Work Plan

June 2016

Appendix A:

Workforce Travel Plan

Auckland City Rail Link In association with:

ENABLING WORKS CONTRACT 1 WORKFORCE TRAVEL PLAN

Document ref: CRL-BTM-ENV-DOW-PLN-000283

Revision: 4 FINAL JUNE 2016

COMMERCIAL IN CONFIDENCE Workforce Travel Plan

FINAL

Version history Rev.

Date

Version details

Prepared by

Reviewed by

November 2015

First draft

S. Dove

M. Williams

January 2016

Draft for Independent Peer Review

S. Dove

R Purdy, P Roan

April 2016

Final draft

S. Dove

D. Burtenshaw, R Purdy, M. Williams

June 2016

Final

S. Dove

J Urquhart, P Roan, R Jenkins

Distribution Date

Version

Issued to

Quantity & type

Approved for the DSBJV by

December

Draft

Auckland Transport

1 x Electronic

D Burtenshaw

23 December

Draft

Community Liaison Group

1 x Electronic

D Burtenshaw

29 January 2016

Draft

Independent Peer Review

1 x Electronic

D Burtenshaw

April 2016

Draft

Independent Peer Review

1 x Electronic

D Burtenshaw

9 May 2016

Draft

Independent Peer Review

1 x Electronic

D Burtenshaw

18 May 2016

Draft

Community Liaison Group

1 x Electronic

D Burtenshaw

2 June 2016

Final

Auckland Transport

1 x Electronic 1 x Hard Copy

D Burtenshaw

This document remains the property of DSBJV. Its contents are confidential and shall not be reproduced, destroyed or given away without express, written permission of DSBJV. The electronic version of this document in FULCRUM on designated serves(s) is the Master Copy and is a controlled document. Unless specifically noted, thereon, other copies of this document are uncontrolled. p:\30850\30850.0500 planning\30850.0502 (transport)\issueddocuments\final 2 june\appendix a - final workforce travel plan crl-btmenv-dow-pln-000283.docx

Workforce Travel Plan

JUNE 2016

Table of contents 1

Introduction 1.1 Purpose of the Workforce Travel Plan

1 1

Project Description 2.1 Overview 2.2 Construction Stages 2.3 Project Staff

2 2 2 2

Travel Plan Objectives

Site Travel Information 4.1 Working Hours 4.2 Physical Infrastructure 4.3 Accessibility

4 4 4 5

Management 5.1 Management Structure 5.2 Parking Management 5.3 Staff Inducements

7 7 7 7

Travel Mode Measures 6.1 Introduction 6.2 Active Modes 6.2.1 Facilities 6.2.2 Promotion & Incentives 6.3 Public Transport 6.4 Car Pooling & Van Pooling 6.4.1 Car Pooling 6.4.2 Van Pooling 6.5 Organisational Measures 6.5.1 Logistics 6.5.2 Promotion 6.6 Communications

8 8 8 8 8 9 9 9 10 10 10 10 10

Expected Outcomes

Monitoring and Review

Appendix A :

Action Plan

Appendix B :

Site Layout Plans

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Glossary of abbreviations Acronym

Definition

Auckland Transport

BTC

Britomart Transport Centre

CBD

Central Business District

CPO

Former Chief Post Office Building

CRL

City Rail Link

DSBJV

Downer Soletanche Bachy Joint Venture

DWP

Delivery Work Plan

TDM

Travel Demand Management

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Introduction

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden station. The works (the Project) involve the construction of an extension to the existing passenger rail network from the current termination point within the Britomart Transport Centre (BTC), westwards underneath the former Chief Post Office building (CPO) and Lower Queen Street.

1.1

Purpose of the Workforce Travel Plan

Travel Planning is an internationally recognised process where a workplace, working in conjunction with the Council, implements and promotes safer and more sustainable travel options for its staff. Travel plan measures help communicate opportunities for staff to use sustainable travel modes safely, along with incentives to do so. This Workforce Travel Plan has been prepared to outline onsite car parking management and methods for encouraging staff travel to the site using forms of transport other than private vehicle in order to assist in mitigating localised traffic effects during the Project. This Workforce Travel Plan is required under CRL designation Condition 20.1(d) and BTC designation Condition 19.1(d). Through the development and implementation of the measures within this travel plan it is envisaged that the workplace staff will strive towards using sustainable modes of travel and thereby alleviating congestion around the construction areas of Auckland City Centre. This Workforce Travel Plan has been prepared by AECOM for the Downer Soletanche Bachy Joint Venture (the Contractor - DSBJV) and forms part of the Transport Access and Parking Delivery Work Plan (DWP) for the Project. This Workforce Travel Plan has been drafted to generally follow Auckland Transportâ€™s (AT) workplace travel plan template.

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Project Description

2.1

Overview

The Project involves the construction of an extension to the existing passenger rail network from the current termination point within the BTC, westwards underneath the CPO Building and Lower Queen Street. Separate works are being undertaken to continue the CRL tunnels from this point under the Downtown Shopping Centre site (which is to be redeveloped by Precinct Properties), and up Albert Street. The Project will involve significant works beneath the CPO, with the construction of two new tunnels extending westwards beneath the basement floor level. In Lower Queen Street, sheet piling will be extended across the road corridor, excavation undertaken to form the tunnels followed by reinstatement of the road corridor following the completion of works. During construction, existing ticketing and retail functions and pedestrian access to the station will be accommodated in Station Plaza, at the rear of the CPO building. Surface works will also be required in QEII Square associated with the Downtown Shopping Centre redevelopment, including construction of the CRL rail tunnels beneath this site (Precinct Properties scope of work). Following the completion of works, the Project area will be reinstated. A detailed description of the construction works is provided in the CEMP.

2.2

Construction Stages

The Project will take approximately 48 months to complete, between July 2016 and June 2020. The main construction work stages will be as follows: Stage 1 – Temporary station accommodation in Station Plaza and streetscape works (approximately July 2016 to January 2017) Stage 2 – CPO demolition and piling works (January 2017 to May 2017) Stage 3 – CPO and Lower Queen Street underpinning (CPO), piling, excavation, tunnel construction, backfilling and reinstatement (May 2017 to March 2020) Stage 4 – Streetscape reinstatement, removal of temporary accommodation and tie-in new tunnels with existing rail alignment (April 2020 to June 2020).

2.3

Project Staff

During the Project there is anticipated to be between 20 and 80 total staff on site for the majority of the time, based on work type activity. However, there may possibly be 100+ staff on site on two occasions; during temporary accommodation works (Stage 1 of the Project) and CPO rebuilding works (end of Stage 3 of the Project). Between 10 and 30 engineering and administration staff will be office based during the Project.

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Travel Plan Objectives

The development and implementation of this Workforce Travel Plan is required by the CRL and BTC Designation Conditions and recommended practice by ATâ€™s Travel Demand (Commute) team. This travel plan is consistent with the intent of the wider Central Business District (CBD) TDM Plan 1 being undertaken by the Commute team to support the wider CRL project and to manage and mitigate traffic congestion during the works. The main purpose of the plan is to minimise the use of private cars by staff travelling to and from the Project area during construction works, in order to assist with efficient traffic management. The following objectives are therefore key to the success of the travel plan: 1

To reduce vehicle congestion around the Project area and provide leadership by example to the CBD community in this regard.

2 3

To facilitate the uptake of sustainable travel modes by staff travelling to/from the Project area. To ensure the safety of staff travel within proximity to the Project area.

To encourage Project staff to embed physical activity into their commute.

These objectives are inter-linked, as reducing vehicle movements around the Project area has safety benefits (through reduced conflict potential), wider environmental benefits (through reduced emissions), along with health benefits for staff (through increased physical activity, especially for office staff). The benefits of implementing travel plan measures can also include improved site management and efficiency. For example, providing less commuter car parks in the Project area frees up space for other activities or greater storage capacity. In addition, reduced congestion around the Project area will lead to fewer business trip delays. Reduced congestion around the Project area will improve local accessibility for the general public and reducing the number of car trips coming into the city centre will contribute to AT meeting their TDM Plan targets.

ATâ€™s draft Travel Demand Management (TDM) Plan. This forms part of measures to reduce number of daily vehicle trips coming into Auckland City Centre by 4,000, to enable the current network functionality within the CBD to be maintained during construction works disruption. 1

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Site Travel Information

4.1

Working Hours

The Project area will typically operate during standard construction hours of 7am to 7pm Mondays to Saturdays. However, staff will potentially finish earlier on Saturdays.

4.2

Physical Infrastructure

Construction support areas (site compounds) will primarily provide for: Site offices (during Stage 1 of the Project); Material / spoil storage, set down and handling; Staff facilities (e.g. briefing and rest areas, OSH spaces including showers and first aid, toilets); Minor trades access and parking. Construction support areas may also provide for staff or visitor parking if space permits. Figure 4.1 provides an indicative layout plan of the Project area. While Figure 4.1 outlines the site layout for Stage 3 of the construction works, the offices and facilities will be in the same or similar locations throughout the Project.

Figure 4.1: DRAFT Site layout

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5 The Project area will have two main work sites as follows: Work site

Description

CPO building

This will be the main work site for the majority of the workforce. Half a floor within the CPO building will be utilised for Project office space (to house 10 to 30 office based staff). This office will have access to toilets and shower facilities currently available within the CPO building. Toilets will be provided in the temporary works station area, at ground level. Showers, lockers and a staff room will be provided on the floor above. The DSBJV is looking to provide a secure bicycle storage area, potentially in the contractor’s area south of the glass house.

Lower Queen Street Cut and Cover site

The temporary works area will also house storage areas, a first aid room, and workshops as appropriate. A small number of site car parks will be provided in the Downtown car park building for the use of Project staff.

4.3

Accessibility

As staff have not yet been recruited for the construction works, staff home locations are not known. For this travel plan it has therefore been assumed that staff will be travelling into the site from all areas around Auckland. Once staff home locations are known, the travel plan action plan can be tailored accordingly. Census 2013 ‘main means of travel to work’ data along with 2015 traffic survey data 2 has been assessed to gain an indication of the mode split anticipated by staff working at the site. Table 4.1 details percentage estimates from this analysis. Table 4.1:

Census mode of travel data

Mode of Travel

Census 2013: Main means of travel to work for employed people (%) Living in Auckland region

Car/van, as driver Car/van, as passenger Public transport Active mode Other (incl. didn’t work that day, worked from home, motorcycle etc.)

Working in CBD (workplace address)

65% 4% 7% 5%

Living in New Zealand 62% 4% 5% 8%

19%

21%

Traffic survey data 2015: Travel mode split for people entering CBD in AM peak

55%

50%

27% 12%

43% 7%

Sustainable transport mode access to the work site is good due to the central city location, therefore it is anticipated that the mode split estimates will reflect those of the Census data from CBD workers column, and also in line with the traffic survey data mode split. These percentages have been used to inform mode split targets for this travel plan. A reasonable walking catchment covers the central city residential areas, along with the closer suburbs of Newmarket, Ponsonby and Newton. Temporary workers are most likely to be 2

Auckland Transport Travel Demand team 2015 traffic survey data

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6 accommodated in central city apartments/hotels, from which access to the site would be only a short walk. Cycling access to the site is improving from Auckland Isthmus residential areas. For example, Grafton Gully cycleway now connects the Northwestern Cycleway through motorway and urban areas to Beach Road. This will soon be extended to Britomart via Quay Street, creating an almost entirely offroad cycle route from Te Atatu to the city centre and waterfront. This project is one part of the wider Auckland Cycle Network, which is improving Aucklandâ€™s cycling connections. The work site has excellent accessibility by bus, train and ferry services from all areas of Auckland as it is adjacent to Britomart train station and across the road from the bus and ferry terminals. In addition, the regional bus service terminal at Sky City is only 10 minutesâ€™ walk southwest of the site.

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Management

5.1

Management Structure

The DSBJV Project Director, will have overall responsibility to authorise and oversee the implementation and monitoring of travel management measures. To do this, the Project Director will be supported by a travel working group, along with being responsible for liaising with other CRL Project site managers on any CRL wide travel initiatives. The proposed working group would include the following members and roles: Project Director DSBJV) – Chair Administrator (DSBJV) – Secretary Zero Harm Manager (DSBJV) –Site facilities/SH&E manager Sue Philbin (AT) – CRL TDM Plan Manager (Commute team leader) Kate Brill (AT) – CBD Workplace Travel Plan Co-ordinator. This group will be responsible for driving sustainable travel and safety measures, reporting quarterly to management.

5.2

Parking Management

Car parking in the Downtown car park will be provided for senior management staff, an estimate of 10 spaces will be required. Assignment of these car parks will be at the Project Director’s discretion. There is also an option to utilise further spaces in the Downtown car park for site visitor spaces (predominantly sub-contractor and site vehicles). Specialist sub-contractors needing to bring tools or materials to site will use the designated site loading zones for delivery but will not be able to park on-site due to the sites spatial constraints. Permanent office based or field staff will generally not be provided a car parking space in line with the CBD environment and Project principle of TDM leadership and example to the wider community. Use of sustainable and public transport by Project staff will be encouraged. Van pooling will be investigated through this travel plan, in conjunction with the Project travel plan activities. This includes assessing the potential to brief staff off-site outside the city centre at a temporary park and ride site(s), and van pool staff into the site for daily work commencement.

5.3

Staff Inducements

During the staff recruitment process, work site travel information will be included in the contract pack. This is discussed in more detail in Section 6 of this Plan. There is also the option to obtain staff home locations at this stage, and the working group to assess viability for van pooling from a temporary park and ride location, in conjunction with the CRL C1 working group. Travel advice will be provided as an integral part of the staff health & safety site induction process. This will be in the form of a site access information sheet, and a tour of the active travel facilities and allocation of personal lockers as appropriate. Refer to Section 5.2.2 for AT incentives to use public transport.

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Travel Mode Measures

6.1

Introduction

The AT Commute3 programme provides Auckland workplaces the information and planning tools to help staff find more options for commuting to work. This programme, along with the draft CRL TDM Plan activities programme, has been used as the structure of this travel plan action plan, providing support to the measures and ensuring consistency across CBD workplace travel planning activities. This section provides details of the travel plan measures. These are summarised, along with timescales and delivery responsibilities in the appended Action Plan. The measures will be implemented to encourage reduced Project related vehicle trips. This will assist with the wider target of removing 4,000 vehicle trips coming into the city centre daily to alleviate congestion issues caused by construction network disruption. This target will enable the current network functionality within the CBD to be maintained, based on the Project works disrupting the city street network calculations.

6.2 Active Modes This section of the Action Plan includes means by which active travel (cycling and walking) will be promoted and encouraged by Project staff. These measures include both promotional and facilities measures and are linked with the Walking and Cycling AT Commute packages.

6.2.1 Facilities The DSBJV supports the provision of end of trip facilities designed to encourage workers to cycle/walk to work. Toilet blocks and showers are available within the Project area and 20-40 lockers will be provided. The DSBJV is also looking to provide bicycle storage racks, which will be located in the contractor’s area south of the Glasshouse. These end of trip facilities will enable staff to cycle/run to work, or do physical activity during their lunch break. Showers on the first floor of the temporary station area and within the site offices in the CPO building. Bicycle storage rack in the contractor’s area south of the glass house which will be secure and preferably covered. Lockers on the first floor of the temporary station area; it is anticipated that these are lockers are for work gear but could also be used for personal gear, with locker keys / key codes allocated during the staff induction process. Additional standalone lockers could be hired for the duration of the project, if required.

6.2.2 Promotion & Incentives Promotion of walking and cycling through health and wellbeing campaigns, and incentives for staff to use these modes include the following. The majority of these measures are supported by AT’s

https://at.govt.nz/driving-parking/commute

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9 TDM team and therefore resources are available at no cost from the AT CBD workplace travel plan co-ordinator. Provide cycle maps (e.g. https://at.govt.nz/cycling-walking/auckland-cycle-run-walkwaymaps/ Hold walk/cycle to work events, in line with national walk/cycle to work month (February) and AT’s proposed “Walk in to work out” (February) and “Love to Ride” (March) campaigns. Offer cycle training courses and/or trial bike hire scheme to staff, through AT programmes.

6.3 Public Transport The following measures are means by which public transport measures will be promoted and encouraged during the Project: Incentivise use of public transport through offering the AT ‘Give it a go’ 4 pass. This pass is offered to drivers who are travelling in the peak period (7-9am). The AT Commute team calculate the cost of each applicant’s commute by public transport and a HOP card is credited with 2 weeks funds for the applicant to trial public transport for free. The applicant will also receive journey planning advice. This is the current ‘Give it a go’ pass methodology and may change to a 2 week concession pass approach, however it will still provide an incentive for staff to trial public transport. Promotion of AT online journey planner (https://at.govt.nz/bus-train-ferry/journey-planner/) and online public timetable links (https://at.govt.nz/bus-train-ferry/timetables/) Information on how to access the site using public transport – information packs for staff for inclusion in induction, and information sheet for visitors.

6.4 Car Pooling & Van Pooling 6.4.1 Car Pooling Car pooling is a good option for staff to share the cost of travelling to work by car, especially if public transport is not a feasible option. AT supports carpooling as an alternative transport option and has established priority lanes, priority parks (at Albany Bus Station, Birkenhead Ferry Terminal and Half Moon Bay Ferry Terminal) and transit lanes across Auckland for car poolers to use. AT provides a free, secure online car pool matching service:

Let’s Carpool is open to individuals and registration is free. It enables staff to find car pool matches and choose whether to car pool on a single occasion or regularly. AT also offers workplaces the option of setting up dedicated schemes to encourage staff to register. In this instance the staff numbers are not necessarily high enough to warrant this, however, this could be an option across all CRL construction sites. Therefore the following measures can be provided for: Promote staff registration on AT’s Let’s Carpool website to find car pool matches. This can be done in conjunction with the wider AT’s city centre car pooling campaigns. Set up a Let’s Carpool scheme for all CRL construction site staff. 4 5

‘Give it a go’ pass is subject to AT Commute terms and conditions. http://www.letscarpool.govt.nz

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6.4.2 Van Pooling There is an opportunity for van pooling, to reduce congestion on site and conduct non-site based activities elsewhere. As part of wider CRL Project, AT owned site compound locations have been identified for spoil storage purposes. It is anticipated that spoil will not be stored on-site and will only be used as limited backfill in certain instances. Therefore, there is a potential opportunity to utilise one of these sites as an additional off-site compound, where staff briefings and hazard analysis could be conducted and act as a park and ride location for workers to be van pooled into site. This would free up vital space at the construction sites and reduce congestion. If this progresses there is an opportunity for such a scheme to also service the C1 site. However, further investigation work is needed to be carried out to determine the financial and practicalities of this option (including any consenting, if required) as there is potential cost to the contractors which may make this strategy impractical. Investigate additional off-site compound, in conjunction with CRL C2 site management, including park and ride and van pooling hub.

6.5 Organisational Measures The following measures will be implemented on site to encourage reduced vehicle trips. Unfortunately due to the nature of the construction site, flexitime/working from home and teleconferencing/videoconferencing will not be available as staff will be required on site full time.

6.5.1 Logistics Large construction sites create large vehicle traffic flows. To reduce the impact of these flows deliveries to the site will be consolidated. Construction traffic is already restricted to outside peak hours by consent conditions, but further vehicle trips will be removed through logistics planning and potential use of a centralised set down area / staging compound away from the main works. Consolidate material deliveries: Create a plan to manage/co-ordinate site deliveries.

6.5.2 Promotion Promotional measures have already been mentioned in previous sections, but will also be listed as individual measures here to provide further details. These measures are multi-modal and will ensure all sustainable travel mode options are considered based on applicability. Staff induction travel briefing: An information pack on travel options for Project staff, as part of the safety briefing. Sustainable travel expo: AT led expo on site in a communal area at various significant stages of construction / change of workforce. This will involve an information stand and AT advisors on standby to help staff with travel queries. This could be carried out in conjunction with the expoâ€™s at nearby tower blocks, through ATâ€™s CRL TDM Plan.

6.6 Communications Transport communications will be provided to staff through information provision at interviews/with contracts, during the staff induction process, and through promotional events/expos. All staff will be

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11 given a travel information pack at their induction which will include information on the work siteâ€™s travel policy, walking and cycling facilities, local public transport services, car pool and van pool options and parking regulations. This will be tailored in accordance with work site security. Any work site information provided to staff through an intranet will provide an opportunity to post travel links (journey planner etc). Visitors and suppliers will be provided with a site travel access information sheet, providing multimodal options and noting construction access restriction time periods.

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Expected Outcomes

The expected outcomes resulting from the implementation of the above measures are both quantitative and qualitative, and are shown as targets within the Action Plan (appended). The quantitative mode split targets have been informed by Census 2013 ‘main mode of travel to work’ data and 2015 traffic survey data, as explained in Section 4. Sustainable transport mode access to the Project area is good due to the central city location, especially with the site being located at Britomart train station and adjacent to bus and ferry terminals. Therefore it is anticipated that the mode split achievable will reflect/better this mode split accordingly. In addition, if a van pooling scheme is put in place, it is estimated that up to a quarter of workers (predominantly labourers) will be able to utilise such a service. These percentages will vary throughout the work site duration due to the transient nature of the workforce; however, these targets should be realistic when the work site is at staff capacity. Staff travel inductions should be 100% achievable, if embedded into the site safety induction process. And any sustainable travel expo’s should reach at least half of the staff at a given time. As a result of reaching the suggested targets, the expected number of vehicle trips coming into the site on a typical weekday morning would be in the order of 30, excluding deliveries. However, this is a rough estimate and more accurate traffic impact assessments are included in the Project Transport Access and Parking DWP.

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Monitoring and Review

The Action Plan (refer to Appendix A) details the responsibilities and timeframes for the implementation of the measures outlined in this Plan. This includes the site manager and facilities manager, supported by ATâ€™s CBD travel plan co-ordinator. The Action Plan is also a reference list on which to base travel monitoring and reviews during the workplace duration, to comply with consent conditions and notices of requirement. Monitoring of the outcomes of the travel plan, in relation to the targets, will be carried out biannually due to the transient nature of the size of the workforce. It is suggested that monitoring be carried out by three methods to obtain the data required: Staff travel survey: A survey of staff to determine their main mode of travel to work and reason for doing so. This will be done through a quick online survey, or alternatively a simple tick box approach on a site entry sign-in sheet. ATâ€™s Travel Demand team can provide assistance with this survey through the Commute programme, annually during October/November. Facilities survey: An administrator will carry out a quick assessment of usage of active travel end of trip facilities, and staff inductions check. Traffic survey: A survey of number of vehicles entering the site in the morning across a week. This is likely to be undertaken in conjunction with traffic surveys required for the wider Traffic Management Plan.

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Appendix A:

Action Plan

The following table provides a consolidated travel plan action plan listing the key actions, targets, delivery timeframe (assuming construction starts May 2016) and responsibility. The action delivery timeframes have been aligned with the wider CRL TDM activity schedule. This is a working action plan and can be updated as planning work progresses. Table 8.1:

Travel Plan Action Plan

Key Action:

Target:

Timeframe for delivery of measure:

Person/ Department Responsible for delivery of measure:

Walking and Cycling

10% mode share

Bike rack – secure and preferably covered

July 2016

Site Manager

Lockers

July 2016

Site Manager

Cycle maps

July 2016

Online

Promotion events

July 2017

AT CBD travel plan co-ordinator

Cycle training courses / trial bike hire scheme

July 2017

AT CBD travel plan co-ordinator

Showers

(Already provided)

Public Transport

50% mode share

Promotion of AT online journey planner and timetables

July 2016

Site Manager

PT ‘Give it a go’ passes (or alternative)

September 2016

AT CBD travel plan co-ordinator

Site access information sheets – staff and visitors

July 2016

Site Manager

Set up Let’s Carpool CRL scheme

July 2016

AT CRL Communications Manager

Promote Let’s Carpool

October 2016

Site Manager – aligned with AT’s city wide car pooling campaigns

Car pooling

Workforce Travel Plan

5% mode share

JUNE 2016

Other Van pooling

Up to 25% mode share (at site staff capacity)

July 2016

Site Manager â€“ in conjunction with other CRL site managers

Consolidate material deliveries

Logistics plan

August 2016

Logistics Manager

Staff induction travel briefing

100% of staff receive briefing

Continuous

Site Manager

Sustainable travel expo â€“ at site or in nearby tower building, in conjunction with AT CRL TDM Plan

50% of staff attend

September 2016

AT CBD travel plan co-ordinator

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Appendix B:

TTM Levels and Road Hierarchy Plan

LEGEND Level 2 Level 2L Level 1 Level L

Appendix C:

Britomart Streetscape Plans

QUEEN STREET

EXTENT OF WORK

RELOCATED PRAM CROSSING

CUSTOMS STREET EAST

3.9m

2.2m

2.3m

NEW KERB EXTENSION

TYLER STREET

REFER TO CUSTOMS STREET CONSTRUCTION PLAN

QUAY STREET

NEW DRIVEWAY

GALWAY STREET

NEW PEDESTRIAN CROSSING

NEW LOADING ZONE

2.5m

4.5m

REFER TO CUSTOMS STREET CONSTRUCTION PLAN

NEW DISABLED PARKINGS

CONSTRUCT NEW KERB AND CLOSE EXISTING VEHICLE ACCESSES

NEW RAISED PEDESTRIAN CROSSING

JOIN LINE D REV. A

DESCRIPTION ISSUE FOR CONSTRUCTION

EXTENT OF WORK

NEW PEDESTRIAN CROSSING

JOIN LINE D CHECK PM

APP'D

DATE

SCALE

PROJECT

1:500 (A3)

17/02/16

NAME

DATE

DESIGN

01/11/15

DRAWN

01/11/15

DRAWING CHECK

21/01/16

DESIGN CHECK

21/01/16

APPROVED

17/02/16

CITY RAIL LINK - BUS PRIORITY WORK BRITOMART, AUCKLAND CBD

STATUS STAMP

CONSTRUCTION DATE STAMP

TITLE Traffic & Transportation Engineers Ltd Lower Ground Floor 77 Grafton Rd, Grafton, Auckland, New Zealand T: +64 9 921 4190 F: +64 9 921 4191 E: t2@engineers.co.nz W: www.t2engineers.co.nz

GENERAL LAYOUT PLAN - AERIAL : SHEET: 1 OF 2

17 FEBURARY 2016

PROJECT No.

4205003

DWG No.

REV.

C2801

QUAY STREET

TYLER STREET

GALWAY STREET

REFER TO CUSTOMS STREET CONSTRUCTION PLAN

NEW RAISED TABLE

NEW KERB EXTENSION

JOIN LINE D

NEW PRAM CROSSING NEW PEDESTRIAN CROSSING

4.3m

3.5m COMMERCE STREET

3.0m

JOIN LINE D

EXTENT OF WORK

RELOCATED PRAM CROSSING

4.1m

3.0m

2.5m

NEW SIGNALISED CROSSING

CUSTOMS STREET EAST

NEW LANES

NEW BUS STOP

NEW PRAM CROSSING

NEW KERB RELOCATE STREET LIGHT

QUAY STREET

REFER TO CUSTOMS STREET CONSTRUCTION PLAN

TYLER STREET

GALWAY STREET

REQUIRES RESOURCE CONSENT BEFORE WORK CAN COMMENCE

EXTENT OF WORK

REV. A

DESCRIPTION ISSUE FOR CONSTRUCTION

CHECK PM

APP'D

DATE

SCALE

EXTENT OF WORK

PROJECT

1:500 (A3)

17/02/16

NAME

DATE

DESIGN

01/11/15

DRAWN

01/11/15

DRAWING CHECK

21/01/16

DESIGN CHECK

21/01/16

APPROVED

17/02/16

CITY RAIL LINK - BUS PRIORITY WORK BRITOMART, AUCKLAND CBD

STATUS STAMP

CONSTRUCTION DATE STAMP

TITLE Traffic & Transportation Engineers Ltd Lower Ground Floor 77 Grafton Rd, Grafton, Auckland, New Zealand T: +64 9 921 4190 F: +64 9 921 4191 E: t2@engineers.co.nz W: www.t2engineers.co.nz

GENERAL LAYOUT PLAN - AERIAL : SHEET: 2 OF 2

17 FEBURARY 2016

PROJECT No.

4205003

DWG No.

REV.

C2802

Appendix D:

Construction Staging Plans

QUAY ST

STAGE 1 CONSTRUCTION ACTIVITIES JULY 2016 TO JANUARY 2017

100

CONSTRUCT TEMPORARY FACILITIES (INCLUDING NEW STAIRS) REMOVE EXISTING STAIRS AND ESCALATORS REMOVE/RELOCATE PUBLIC ARTWORK ROAD AND FOOTPATH ALIGNMENTS MODIFIED

EMERGENCY EGRESS MAINTAINED WHILE UPPER CPO IS TENANTED

TRAFFIC DIRECTION REVERSED ON TYLER ST

SITE ACCESS

SITE EGRESS REMOVE CANOPIES

QUEEN ELIZABETH II SQUARE

LAYDOWN AREA

PRECINCT

SITE EGRESS

(NOT PART OF WORKS)

ORIGINAL SCALE OF MM.

CONSTRUCTION ZONE WORK PHASED TO ALLOW EMERGENCY ONLY PUBLIC ACCESS DURING OPERATING HOURS SITE ACCESS

CPO TO REMAIN OPEN. UPPER FLOORS REMAIN TENANTED LAYDOWN AREA

SITE EGRESS

SITE ACCESS COMMERCE ST

QUEEN ST

GALWAY ST

REMOVE CANOPIES

REV

AMENDMENT

BY NAME

DATE

CITY RAIL LINK ENABLING WORKS CONTRACT 1 STAGE 1 OVERVIEW TEMPORARY STATION ENABLING WORKS

CONTRACT No.

880201-250

DWG. SCALE (A3 Original)

1:500 @ A3 DRAWING No.

REVISION

STAGE 1 CONSTRUCTION

09.05.2016

QUAY ST

STAGE 2 CONSTRUCTION ACTIVITIES JANUARY 2017 TO MAY 2017

100

CONSTRUCT DUST/NOISE BARRIERS STRIP OUT CPO CPO GROUND FLOOR DEMOLITION CPO DIAPHRAGM WALL CONSTRUCTION (BEGIN) B2 TEMPORARY ACCOMMODATION WORKS

MAIN CONSTRUCTION ACCESS INTO CPO. BUS SHELTERS REMOVED. SITE FENCED AND GLASSHOUSE PROTECTED. SITE PARKING PROVIDED ALONG TYLER ST

TRAFFIC DIRECTION REVERSED ON TYLER ST

TYLER ST

PRECINCT

CONSTRUCTION ZONE ALL PUBLIC ACCESS TO CPO CLOSED. UPPER FLOORS VACATED BY TENANTS AND USED AS SITE OFFICES AND STORAGE UNDERTAKE CPO WORKS AND COMMENCE DIAPHRAGM WALL INSTALLATION

WORK AREA SECURELY FENCED

ORIGINAL SCALE OF MM.

(NOT PART OF WORKS)

DRYWALL BENTONITE TREATMENT AREA

PUBLIC ACCES NEW STATION LAYOUT IN OPERATION

NOISE/DUST BARRIER BETWEEN CONSTRUCTION AND PUBLIC AREAS

PUBLIC ACCESS

GALWAY ST COMMERCE ST

QUEEN ELIZABETH II SQUARE

QUEEN ST

GALWAY AND COMMERCE STREETS UNAFFECTED

REV

AMENDMENT

BY NAME

DATE

CITY RAIL LINK ENABLING WORKS CONTRACT 1 STAGE 2 OVERVIEW CPO DEMOLITION AND PILING WORKS

CONTRACT No.

880201-250

DWG. SCALE (A3 Original)

1:500 @ A3 DRAWING No.

REVISION

STAGE 2 CONSTRUCTION

09.05.2016

QUAY ST

STAGE 3 CONSTRUCTION ACTIVITIES MAY 2017 TO MAR 2020 B2 ACCOMMODATION WORKS & B1-B2 ESCALATOR COMPLETE QUEEN ST PILING CPO AND QUEEN ST EXCAVATION UNDERPINNING CPO BREAK-THROUGH INTO PRECINCT WORKS TUNNEL CONSTRUCTION BACKFILL QUEEN ST REINSTATEMENT STATION BOH B2 WORKS CPO REBUILD

100

SITE BOUNDARY EXTENDED TO QUAY ST

AUXILIARY SITE ACCESS

TRAFFIC DIRECTION REVERSED ON TYLER ST

TYLER ST

QUEEN ELIZABETH II SQUARE

PRECINCT

CONSTRUCTION ZONE PUBLIC ACCESS TO CPO REMAINS CLOSED. UPPER FLOORS USED AS SITE OFFICES AND STORAGE COMPLETE UNDERPINNING, EXCAVATION AND CONCRETE WORKS READY TO CPO OPEN

ORIGINAL SCALE OF MM.

(NOT PART OF WORKS)

PEDESTRIAN ACCESS MAINTAINED VIA TEMPORARY FOOTBRIDGE OVER EXCAVATION

QUEEN ST CLOSED TO VEHICLES BETWEEN TYLER AND GALWAY. PEDESTRIAN ACCESS MAINTAINED

PUBLIC ACCES

CONSTRUCTION ZONE (BACK OF HOUSE AREA)

NEW STATION LAYOUT IN OPERATION

PUBLIC ACCES

DEMOLISH OFFICES AND CUT THROUGH SECANT PILE WALL

GALWAY ST

REV

AMENDMENT

GALWAY AND COMMERCE STREETS UNAFFECTED

QUEEN ST

SITE BOUNDARY AT QUEEN ST / CUSTOM ST INTERSECTION (EXTENDED TO CUSTOM ST)

COMMERCE ST

SITE ACCESS

BY NAME

DATE

CITY RAIL LINK ENABLING WORKS CONTRACT 1 STAGE 3 OVERVIEW PILING, EXCAVATION, CONCRETE WORK AND BACKFILL

CONTRACT No.

880201-250

DWG. SCALE (A3 Original)

1:500 @ A3 DRAWING No.

REVISION

STAGE 3 CONSTRUCTION

09.05.2016

QUAY ST

STAGE 4 CONSTRUCTION ACTIVITIES APR 2020 TO JUN 2020

100

CPO OPEN REINSTATEMENT OF QUEEN, TYLER & GALWAY & STATION PLAZA TIE IN RAIL TUNNELS TO EXISTING RAIL AT STATION LINE REMOVE TEMPORARY ACCOMMODATION

NEW PUBLIC REALM REINSTATEMENT

QUEEN ELIZABETH II SQUARE

TRAFFIC DIRECTION REVERSED ON TYLER ST

TYLER ST

REMOVE TEMPORARY ACCOMMODATION BUILDING

PRECINCT

(NOT PART OF WORKS)

CPO OPEN ORIGINAL SCALE OF MM.

PUBLIC ACCESS CONSTRUCTION ZONE TIE INTO EXISTING RAIL ALIGNMENT AT STATION LEVEL

QUEEN ST REOPENED

GALWAY AND COMMERCE STREETS UNAFFECTED

QUEEN ST

REV

AMENDMENT

COMMERCE ST

GALWAY ST

BY NAME

DATE

CITY RAIL LINK ENABLING WORKS CONTRACT 1 STAGE 4 OVERVIEW UNDERPINNING REMOVAL AND CPO FIT-OUT

CONTRACT No.

880201-250

DWG. SCALE (A3 Original)

1:500 @ A3 DRAWING No.

STAGE 4 CONSTRUCTION

REVISION

09.05.2016

Appendix E:

Temporary Station Plans

LEGEND NoR DESIGNATION BRITOMART DESIGNATION EXTENT OF WORKS BOUNDARY CONSTRUCTION ZONE

CUSTOMS STREET EAST

LEVY COMMERCE STREET

EXCELSIOR

OLD SOFRANA

BARRINGTON

MERCURE

MOBILITY PARKING

DOWNTOWN SHOPPING CENTRE

ZURICH BUILDING NoR DESIGNATION FOLLOWS BOUNDARY

BRITOMART CENTRAL SOUTH

EXISTING GLASSHOUSE

CPO

CONTRACTOR MUST VERIFY ALL DIMENSIONS ON SITE BEFORE COMMENCING ANY WORK NO BUILDING WORK SHALL PROCEED UNTIL BUILDING CONSENT HAS BEEN GRANTED FOR THE WORK DESCRIBED. DO NOT SCALE OFF THIS DRAWING FOR ALL STRUCTURAL STEELWORK REFER TO STRUCTURAL ENGINEERâ€™S DRAWINGS FOR VERIFICATION OF MEMBER SIZES

BUS

NEW TEMPORARY ACCOMMODATION

EXISTING CANOPY

TE ARA TEHUHU WALKWAY

QUEEN STREET

EXIT EXIT EXIT

TAKUTAI SQUARE

STANBETH

BUS

GORE STREET

MASONIC CLUB

AUSTRALIS HOUSE

DOWNTOWN SHOPPING CENTRE

EXIT

BRITOMART CENTRAL NORTH LOADING

TYLER STREET CLIENT

CAPTAIN COOK BUILDING

NORTHERN STEAMSHIP BUILDING

MARITIME BUILDING

UNION HOUSE

HARBOUR VIEW

PREVIOUSLY CUSTOMS HOUSE

ENDEANS

HSBC

CONSTRUCTION HOARDING LINE (APPROX LOCATION)

PROPOSED WORKS TO ADJACENT SITES & ROADING ARE UNDER SEPARATE CONSENTS.

REV A B C D

DATE 19/10/15 10/12/15 11/03/16 18/03/16

REVISION DETAILS FOR COORDINATION DETAIL DESIGN 100% AT REVIEW BUILDING CONSENT

APPROVAL Liam Wythes Liam Wythes Liam Wythes

QUAY STREET

SCALE

SIZE

1 : 500

DETAILED DESIGN NOT FOR CONSTRUCTION

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

DRAWN

APPROVED

Jasmax

DATE

DESIGNED

FERRY BUILDING

Chris Jack / Martin Walton CHECKED

Liam Wythes

Martin Walton

PROJECT

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST. TITLE

Plot Date: 18/03/2016 3:38:17 p.m.

Office:

TEMPORARY WORKS PROPOSED SITE PLAN 1

TEMPORARY WORKS - SITE PLAN

0013

SCALE @ A1 1 : 500

DOCUMENT

BUILDING CONSENT ORIGINAL SIZE 0

20mm

100

200

300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 0113 700

REVISION

D 800

LEGEND BRACING ELEMENT FIRE RATING -/60/60

0220

0420

0221

0420

FIRE RATING -/60/60 EXISTING FIRE RATING -/120/120 BACK OF HOUSE ACCOMMODATION RELOCATED UP TO GROUND IN STATION PLAZA TEMPORARY ACCOMMODATION - DEMOLISH

FIRE RATING -/120/120 EXISTING CONSTRUCTION ZONE

EXISTING CONSTRUCTION

SA B2.119 B2.242 PLATFORM LEADERS OFFICE

TPTXX

GARDENS REMOVED & TEMP. FLOOR INSTALLED

STATION TEAM LEADERS OFFICE

NT E NS B2.120 O C EXISTING STAIR 4 E AT R PA E IN S T OU T I 1200 MIN WF B2.240 E QUIET ROOM N UP

EXISTING TRACK

SB TRACK BED

B2.241 TRAIN MANAGERS OFFICE

EXISTING BUFFER STOP RELOCATED TO ACCOMMODATE NEW OFFICE

PT24 : DENOTES WALL TYPES KEY, REFER TO 0800 SERIES DRAWINGS

SUBSTITUTION FOR OR AMENDMENT OF SPECIFIED DETAILS OR MATERIALS SHALL NOT BE CARRIED OUT WITHOUT PRIOR APPROVAL OF THE ARCHITECT

ALL INTERNAL PARTITIONS ARE DIMENSIONED TO THE FACE OF FRAMING UNLESS NOTED OTHERWISE. SET OUT ALL WALLS FIRST PRIOR TO FRAMING.

FOR SETOUT DIMENSION OF ALL HANDBASINS, SINKS AND CLEANER'S SINKS, REFER TO 0570 SERIES DRAWINGS

DOOR NIBS ON HINGE SIDE 100MM UNLESS DETAILED OR NOTED OTHERWISE

FOR STRUCTURAL SETOUT PLANS, REFER TO 0280 SERIES DRAWINGS

FOR REFLECTED CEILING PLANS, REFER TO 0300 SERIES DRAWINGS

FOR STAIRS DETAILS, REFER TO 0820 SERIES DRAWINGS

FOR TOILET LAYOUT AND DETAILS, REFER TO 0570 SERIES DRAWINGS

10.

FOR FINISHES PLANS, REFER TO 0880 SERIES DRAWINGS

B2.118 STAFF ROOM

B2.121 STORE

UP 4300 TEMP. STAIR T21B

FUTURE PLATFORM EDGE

BASE SLAB INFILLS TO OVER TRACK

6505

ON HOLD

EXISTING PLATFORM

NEW MANUAL GATE

3800

WALL TYPE - REFER 800 SERIES DWGS FOR DETAILS

N T I ENT U O NS T I F CO W E NE RAT PA MALEB2.150 LOCKER ROOM E S

EXISTING HELP POINT SEATING EXIST. LIFT 2

SALVAGE ID 43 VENDING MACHINE

ON HOLD EXISTING GATELINE

TRACK BED

EXIST. STAIR 2

0410

TEMP HOARDING ACCESS

NEW MANUAL GATE

TB2.102

CLEANERS STORE

CORRIDOR

B2 PLATFORM CONCOURSE - UNPAID

B2 PLATFORM CONCOURSE PAID

15300

B2.108

B2.111

EXIST. ESC 1.3

TB2.101

EXIST. ESC 1.2

CONSTRUCTION ZONE

B2.112

B2.110

Room

LIFT MACHINE ROOM

EXIST. ESC 1.1 NEW MANUAL GATE FUTURE ESCALATOR PIT. REFER ENABLING WORKS UP

TRACK BED

CLIENT EXISTING STAIR 1 EXISTING GATELINE

ON HOLD

VENDING MACHINE

SALVAGE ID 43 EXIST. LIFT 1 REUSED SEATING

REV A B C D E F

NT SE N CO

TE RA A EP B2.151 NS I FEMALE LOCKER T U O ROOM FIT 6505 W E N 3800

EXISTING PLATFORM

EXISTING HELP POINT

BASE SLAB INFILLS TO OVER TRACK

FUTURE PLATFORM EDGE

EXISTING TRACK

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

EXISTING EXCESS FARE KIOSK

2 0410

DATE 31/08/15 23/09/15 19/10/15 10/12/15 11/03/16 18/03/16

SCALE

SIZE

As indicated

4300 TEMP. STAIR T20B

B2.163

TRACK BED

SHOWER

ON HOLD

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION DETAIL DESIGN 100% AT REVIEW BUILDING CONSENT

APPROVAL

Liam Wythes Liam Wythes Liam Wythes

DETAILED DESIGN NOT FOR CONSTRUCTION

DRAWN

B2.122

APPROVED

Jasmax

STORE

DATE

DESIGNED

Chris Jack / Martin Walton

NT E S ON B2.117 C B2.160 MSB-1-1 ATE R SHOWER EPA S T IN U B2.115 ITO MSB-1 F W E N B2.113

EXISTING STAIR 3

B2.162

CHECKED

MALE TOILETS

Martin Walton

B2.161

Liam Wythes PROJECT

FEMALE TOILETS

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST.

GARDENS REMOVED & TEMP. FLOOR INSTALLED

TITLE

Plot Date: 18/03/2016 3:35:30 p.m.

Office:

TEMPORARY WORKS FLOOR PLAN - LEVEL B2 1

TEMPORARY WORKS - LEVEL B2 - SECTOR 1

0223

0222

DOCUMENT

SCALE @ A1 1 : 100

BUILDING CONSENT ORIGINAL SIZE 0

20mm

100

200

300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 0211 700

REVISION

F 800

LEGEND BRACING ELEMENT FIRE RATING -/60/60

0420

FIRE RATING -/60/60 EXISTING FIRE RATING -/120/120 FIRE RATING -/120/120 EXISTING CONSTRUCTION ZONE HOARDING & ACCESS TO UNDER TEMP STAIR. BY CONTRACTOR

SA 1

PORTION OF STONE WALL REMOVED FOR ACCESS STAIR

0822

B1.113

EXISTING CONSTRUCTION

TPTXX

WALL TYPE - REFER 800 SERIES DWGS FOR DETAILS

0828

Room

PT24 : DENOTES WALL TYPES KEY, REFER TO 0800 SERIES DRAWINGS

SUBSTITUTION FOR OR AMENDMENT OF SPECIFIED DETAILS OR MATERIALS SHALL NOT BE CARRIED OUT WITHOUT PRIOR APPROVAL OF THE ARCHITECT

ALL INTERNAL PARTITIONS ARE DIMENSIONED TO THE FACE OF FRAMING UNLESS NOTED OTHERWISE. SET OUT ALL WALLS FIRST PRIOR TO FRAMING.

FOR SETOUT DIMENSION OF ALL HANDBASINS, SINKS AND CLEANER'S SINKS, REFER TO 0570 SERIES DRAWINGS

DOOR NIBS ON HINGE SIDE 100MM UNLESS DETAILED OR NOTED OTHERWISE

FOR STRUCTURAL SETOUT PLANS, REFER TO 0280 SERIES DRAWINGS

FOR REFLECTED CEILING PLANS, REFER TO 0300 SERIES DRAWINGS

FOR STAIRS DETAILS, REFER TO 0820 SERIES DRAWINGS

FOR TOILET LAYOUT AND DETAILS, REFER TO 0570 SERIES DRAWINGS

10.

FOR FINISHES PLANS, REFER TO 0880 SERIES DRAWINGS

B1.103

B1.115 B1.114

EXISTING STAIR 4 + 14

Room

B1.111

B1.110

PLENUM

Room

TEMP. STAIR T21B UP

ALLOW TO PROVIDE TEMPORARY BALUSTRADE TO PLATFORM SCREEN WHEN TEMP STAIRS REINSTATED AFTER PORTAL IS CREATED

B1.112

UP EXISTING COLUMN

TEMP. STAIR T21A

Room

TEMP. STAIR T23

SC FLOOR ABOVE

BRIDGE ABOVE

EXISTING LIFT

EXIST. STAIR 2 UP

0410

N CONTRACTOR MUST VERIFY ALL DIMENSIONS ON SITE BEFORE COMMENCING ANY WORK NO BUILDING WORK SHALL PROCEED UNTIL BUILDING CONSENT HAS BEEN GRANTED FOR THE WORK DESCRIBED. DO NOT SCALE OFF THIS DRAWING FOR ALL STRUCTURAL STEELWORK REFER TO STRUCTURAL ENGINEERâ€™S DRAWINGS FOR VERIFICATION OF MEMBER SIZES

EXIST. ESC 1.3 SIGN ABOVE

EXIST. ESC 1.2

EXISTING SMOKE CURTAIN ABOVE

TEMPORARY HOARDING

CONSTRUCTION ZONE

EXIST. ESC 1.1 MAIN FIRE RATED HOARDING

BRIDGE ABOVE

UP EXISTING STAIR 1

TEMPORARY SERVICES CABLE BRIDGE TO BE INSTALLED ABOVE EXISTING CEILING MESH. REFER DWG-360 FOR DETAILS.

CLIENT

EXISTING LIFT EXISTING COLUMN UP

REV A B C D E F

SE TEMP. STAIR T20A

ALLOW TO PROVIDE TEMPORARY BALUSTRADE TO PLATFORM SCREEN WHEN TEMP STAIRS REINSTATED AFTER PORTAL IS CREATED

DATE 31/08/15 23/09/15 19/10/15 10/12/15 11/03/16 18/03/16

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION DETAIL DESIGN 100% AT REVIEW BUILDING CONSENT

APPROVAL

Liam Wythes Liam Wythes Liam Wythes

TEMP. STAIR T20B

SCALE

SIZE

As indicated

0410

B1.108

B1.106

B1.105

B1.104

Room

PLENUM

Room

NOT FOR CONSTRUCTION

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

DRAWN

APPROVED

Jasmax

DATE

DESIGNED

B1.102

Chris Jack / Martin Walton

STORAGE

B1.109

CHECKED

EXISTING STAIR 3

Martin Walton

Liam Wythes PROJECT

B1.107 Room

PORTION OF STONE WALL REMOVED FOR ACCESS STAIR

0820

EXISTING STATION PLANT B1

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST.

1 0826

HOARDING & ACCESS TO UNDER TEMP STAIR

TITLE

TEMPORARY WORKS FLOOR PLAN - LEVEL B1

Office: Plot Date: 18/03/2016 3:35:53 p.m.

DETAILED DESIGN

TEMPORARY WORKS - LEVEL B1 - SECTOR 1 SCALE @ A1 1 : 100

DOCUMENT

BUILDING CONSENT ORIGINAL SIZE 0

20mm

100

200

300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 0212 700

REVISION

F 800

S5 BOUNDARY LINE

T3 S3

NoR DESIGNATION FOLLOWS BOUNDARY LINE

1 0420

LEGEND

BRACING ELEMENT

0420

FIRE RATING -/60/60 FIRE RATING -/60/60 EXISTING

0230

DOWNERS PROPOSED HOARDING LINE

FIRE RATING -/120/120

0233

FIRE RATING -/120/120 EXISTING CONSTRUCTION ZONE

EXISTING CONSTRUCTION

SA LINE OF ROOF OVER

STATION ENTRY L - TEMP

BRIGADE INLET DIRECTIONAL SIGN

PROPOSED TEMPORARY CONSTRUCTION SUPPORT AREA

TPTXX

PT24 : DENOTES WALL TYPES KEY, REFER TO 0800 SERIES DRAWINGS

SUBSTITUTION FOR OR AMENDMENT OF SPECIFIED DETAILS OR MATERIALS SHALL NOT BE CARRIED OUT WITHOUT PRIOR APPROVAL OF THE ARCHITECT

ALL INTERNAL PARTITIONS ARE DIMENSIONED TO THE FACE OF FRAMING UNLESS NOTED OTHERWISE. SET OUT ALL WALLS FIRST PRIOR TO FRAMING.

FOR SETOUT DIMENSION OF ALL HANDBASINS, SINKS AND CLEANER'S SINKS, REFER TO 0570 SERIES DRAWINGS

DOOR NIBS ON HINGE SIDE 100MM UNLESS DETAILED OR NOTED OTHERWISE

FOR STRUCTURAL SETOUT PLANS, REFER TO 0280 SERIES DRAWINGS

FOR REFLECTED CEILING PLANS, REFER TO 0300 SERIES DRAWINGS

FOR STAIRS DETAILS, REFER TO 0820 SERIES DRAWINGS

FOR TOILET LAYOUT AND DETAILS, REFER TO 0570 SERIES DRAWINGS

10.

FOR FINISHES PLANS, REFER TO 0880 SERIES DRAWINGS

SECURITY GATES

TG.168

SB GL.108 EXISTING STAIR 14

TG.162

TG.164

REVENUE PROTECTION OFFICE

COMMS

RETAIL

FFL 3800 TEMP. STAIR T23

GL.109

NEW TEMP. STAIR T21

TG.166

AIR INTAKE

FIRE SERVICE ACCESS TO BRIGADE INLET ONLY

GL.110

GL.107

WATER SKYLIGHT PUMP

280

KITCHEN

HWC

WC LOBBY

CASH ROOM

FFL 3900 UP

TG.167

TG.165

TG.169

TICKETING

ACC TOILET

NEW TEMP. STAIR T21 UP

uPVC DP VRD

4265

VRD NEW AUTOMATIC DOORS THROUGH EXISTING GLASS LOUVRES, REMOVE LOUVRES, PROTECT & REINSTALL

TG.153 OFFICE

PHP EXISTING LIFT

5092

6570

EXTG. COLUMN CUT DOWN TO FIT UNDER BRIDGE EXTENSION

OVERHANG FOR NEW CANOPY

FFL 3900

TG.154 CUSTOMER SERVICE

CS1

CS2

STATION ENTRY I

1 0410

NEW BRDIGE ACCESS TO TEMPORARY STAIRS B1 CCONOURSE BELOW

TG.151 PLAZA CONCOURSE

TC 4265

CS3

CS4

6570

REUSED SEATS FROM CPO SALVAGE ID 42

EXTG. COLUMN CUT DOWN TO FIT UNDER BRIDGE EXTENSION

EXISTING LIFT

OVERHANG FOR NEW CANOPY PAYPHONE BINS

4265 VRD

VRD

TG.178 ATM TG.174 CORRIDOR

ACC TOILET

TG.172

TG.170

FEMALE TOILETS

MALE TOILETS

FIRE EGRESS

FFL 3900

TG.173 TG.181

REV A B C D E F

NEW AUTOMATIC DOORS THROUGH EXISTING GLASS LOUVRES, REMOVE LOUVRES, PROTECT & REINSTALL

uPVC DP

280

CLIENT

RELOCATED EXISTING GATE

RETAIL

AREA FOR STAFF LOCKERS SHOWN DASHED

B1 CCONOURSE BELOW

NEW BRIDGE ACCESS TO TEMPORARY STAIRS

TEMP.SLIDING CROWD CONTROL SECURITY GATES ADDITIONAL TO DOORS

TG.152

WC LOBBY

NEW TEMP. STAIR T20 UP

SICK BAY

GL.105 HWC

GL.106

TG.179

AIR INTAKE

AT STAFF LOCKERS

TG.175 ACC TOILET

TG.177

GL.104

COMS

SCALE

SIZE

As indicated

NEW TEMP STAIR 22

APPROVAL

Liam Wythes Liam Wythes Liam Wythes

DETAILED DESIGN NOT FOR CONSTRUCTION

DRAWN

APPROVED

TRANSFORMER

Jasmax

TG.176

TG.180

SWITCH ROOM

RUBBISH

DATE

DESIGNED

Chris Jack / Martin Walton

SECURITY GATES

CHECKED

Liam Wythes

Martin Walton

PROJECT

LINE OF ROOF OVER

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST.

PROPOSED TEMPORARY CONSTRUCTION SUPPORT AREA

J-TEMP STATION ENTRY

TITLE

0231

TEMPORARY WORKS FLOOR PLAN - LEVEL GROUND

0234 DOWNERS PROPOSED HOARDING LINE

Office: Plot Date: 18/03/2016 3:36:35 p.m.

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION DETAIL DESIGN 100% AT REVIEW BUILDING CONSENT

NEW TEMP. STAIR T20

RISER 5 m²

0410

DATE 31/08/15 23/09/15 19/10/15 10/12/15 11/03/16 18/03/16

TRANSFORMER

2 Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

FIRE RATED TEMPORARY CONSTRUCTION HOARDING

STATION ENTRY I

EXISTING CANOPY ABOVE

NEW DECK OVER WATER SKYLIGHT

FFL 3900

TEMPORARY CONSTRUCTION HOARDING BELOW

STATION ENTRY I

SECURITY GATES SOFFIT ABOVE

STATION ENTRY K - TEMP

7600

COMMERCE STREET

BINS

TG.161

TG.163

FIRE EGRESS

NEW FOOTPATH EXTENSION

BRIGADE INLET

WALL TYPE - REFER 800 SERIES DWGS FOR DETAILS

TEMPORARY WORKS - LEVEL GROUND SCALE @ A1 1 : 100

DOCUMENT

BUILDING CONSENT ORIGINAL SIZE 0

20mm

100

200

300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 0213 700

REVISION

F 800

TEMPORARY ACCOMMODATION

EXISTING GLASSHOUSE

EXISTING CPO CLOSED FOR ALTERATIONS

23725

CPO ROOF LEVEL

19410

CPO LEVEL 3

RL 15910 14980

TEMP ACCOM - CANOPY

CPO LEVEL 2

10580

CPO LEVEL 1

RL 8150

CONSTRUCTION ZONE

TEMP ACCOM - ROOF

RL 3900

3900

TEMP WORKS - GROUND

CPO GROUND LEVEL

RL -300 B1 WEST END CONCOURSE

RL -6750 B2 WEST END PLATFORM

LONG SECTION - TEMPORARY WORKS

0211

SCALE @ A1 1 : 200

TEMPORARY ACCOMMODATION

EXISTING GLASSHOUSE

EXISTING CPO CLOSED FOR ALTERATIONS

CLIENT

23725

CPO ROOF LEVEL

19410

CPO LEVEL 3

RL 15910 14980

TEMP ACCOM - CANOPY

CPO LEVEL 2

10580

REV A B C D E F

DATE 31/08/15 23/09/15 19/10/15 10/12/15 11/03/16 18/03/16

SCALE

SIZE

1 : 200

CONSTRUCTION ZONE

TEMP ACCOM - ROOF

Liam Wythes Liam Wythes Liam Wythes

DETAILED DESIGN NOT FOR CONSTRUCTION

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

DRAWN

APPROVED

Jasmax RL 3900

3900

TEMP WORKS - GROUND

CPO GROUND LEVEL

DATE

DESIGNED

Chris Jack / Martin Walton CHECKED

Liam Wythes

Martin Walton RL -300

PROJECT

B1 WEST END CONCOURSE

RL -1175

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST.

PLENUM LEVEL

RL -6750

TITLE

TEMPORARY WORKS SECTIONS - LONGITUDINAL SECTIONS

Office:

B2 WEST END PLATFORM

Plot Date: 18/03/2016 3:38:57 p.m.

APPROVAL

CPO LEVEL 1

RL 8150

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION DETAIL DESIGN 100% AT REVIEW BUILDING CONSENT

DOCUMENT

ORIGINAL SIZE 0

20mm

100

LONG SECTION - TEMPORARY WORKS

0211

SCALE @ A1 1 : 200

200

BUILDING CONSENT 300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 0410 700

REVISION

F 800

LEGEND NoR DESIGNATION TRACK CENTRELINE STATION BOX

CUSTOM STREET EAST

PEDESTRIAN FOOTPATHS AND ROADWAY PART OF SEPARATE URBAN REALM DESIGN WORKS PACKAGE

LEVY

OLD SOFRANA

TAXI

BARRINGTON

MERCURE

5 MINUTE PARK

GALWAY STREET

ZURICH BUILDING

STATION ENTRY

BUS

BRITOMART CENTRAL SOUTH

STATION PLAZA REINSTATED IN SEPARATE CONTRACT

QUEEN STREET

STATION ENTRY

BUS

QUEEN STREET CLOSED AS PART OF SEPARATE URBAN REALM DESIGN WORKS PACKAGE TO LATER DETAIL

STATION ENTRY

BUS

STATION ENTRY

NEW PRECINCT DEVELOPMENT NOT IN CONTRACT

BRITOMART CENTRAL NORTH

?????

DOWNTOWN SHOPPING CENTRE

EXCELSIOR

COMMERCE STREET

STANBETH

STATION ENTRY

GORE STREET

MASONIC CLUB

ROAD DIRECTION REVERSED AT END OF ENABLING WORKS (REFER URBAN REALM DESIGN)

AUSTRALIS HOUSE

EXISTING QUEEN STREET KERBLINE

? ?

BUS

TYLER STREET

CLIENT

CAPTAIN COOK BUILDING

NORTHERN STEAMSHIP BUILDING

MARITIME BUILDING

UNION HOUSE

CUSTOMS HOUSE

HARBOUR VIEW BUILDING

PEDESTRIAN FOOTPATHS AND ROADWAY PART OF SEPARATE URBAN REALM DESIGN WORKS PACKAGE

ENDEANS

HSBC

REV DATE REVISION DETAILS A 19/10/15 FOR COORDINATION B 18/12/15 PERMANENT - DETAIL DESIGN 100%

ROAD DIRECTION REVERSED AT END OF ENABLING WORKS (REFER URBAN REALM DESIGN)

QUAY STREET

APPROVAL Liam Wythes

EXISTING QUEEN STREET KERBLINE

SCALE

SIZE

1 : 500

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

FERRY BUILDING

DETAILED DESIGN NOT FOR CONSTRUCTION

DRAWN

APPROVED

Jasmax

DATE

DESIGNED

Chris Jack / Martin Walton CHECKED

Liam Wythes

Martin Walton

PROJECT

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST. TITLE

CIRCULATION DRAWING TAKEN FROM Z:\Documents\22 Queen Street Diagrams/237344-XR-C-PRO-Downtown Bus Terminal_Inset Option Plot Date: 18/12/2015 9:19:12 p.m.

Office:

PROPOSED SITE PLAN

DOCUMENT

FOR DETAILED DESIGN ORIGINAL SIZE 0

20mm

100

200

300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 1013 700

REVISION

B 800

DRIVERS REST AREA AND FACILITIES RETAINED UNTIL CRL COMMISSIONING. PROVIDE ACCESS.

4203

4204

EXISTING STAIR RETAINED

NEW ACCESS DOOR

B2.141 FEMALE TOILET

ZONE KEY

LEGEND

REAR CAVITY ACCESS REQUIRED TO SERVICE SECANT WALL DRAIN. EXISTING RETAINED

EXISTING SERVICE STAIR CUT IN HALF AND REUSED

FFL -6750

100

EXISTING STAIR

NoR DESIGNATION TRACK CENTRELINE FIRE RATING -/60/60 FIRE RATING -/60/60 EXISTING

B2.118

B2.120 EXISTING STAIR 4

FIRE RATING -/120/120

DRIVER'S REST AREA

REMOVE EXTG FIRE RATED ROLLER SERVICE DOOR

FIRE RATING -/120/120 EXISTING UP

B2.121

FFL -8050

NEW WALL

CONSTRUCTION ZONE

CORRIDOR

NEW STAIR 60

EXISTING CONSTRUCTION

-6750

TRACK ACCESS STAIR RETAINED

STONE

DOOR RETAINED AT ENABLING PHASE TO PROVIDE ACCESS TO DRIVER'S REST AREA. TO BE REMOVED AT CRL PHASE

WALL

B2.109 OHLE

ACCESS GATE & EXISTING GLASS BALUSTRADE REINSTATED. SALVAGE ITEM ID 55

NEW BARR IER

PLENUM ABOVE

NEW PLATFORM EDGE AND RELOCATED BALUSTRADE

TUNNEL TEMPORARILY BLOCKED OFF

3. ALL INTERNAL PARTITIONS ARE DIMENSIONED TO THE FACE OF FRAMING UNLESS NOTED OTHERWISE. SET OUT ALL WALLS FIRST PRIOR TO FRAMING.

PORTION OF WALL REMOVED FOR CRL MAIN

4. FOR SETOUT DIMENSION OF ALL HANDBASINS, SINKS AND CLEANER'S SINKS, REFER TO 5500 SERIES DRAWINGS

SS MESH FRAME SERVICES SHROUD TO CONCEAL SERVICES TRANSITION FROM B1 TO B2

B2.133

EXISTING PLATFORM

EXIST. LIFT 2 PHP

1 2211

SOUTH SERVICE ACCESS

EXISTING PLATFORM DIFFUSERS REMOVED

5901

CRL U P MAIN

6. FOR STRUCTURAL SETOUT PLANS, REFER TO 2400 SERIES DRAWINGS

TEMPORARY ACCESS STAIR. BUILDERS WORK

4101

5. DOOR NIBS ON HINGE SIDE 100MM UNLESS DETAILED OR NOTED OTHERWISE

4101

7. FOR REFLECTED CEILING PLANS, REFER TO 3000 SERIES DRAWINGS 8. FOR STAIRS DETAILS, REFER TO 7620 SERIES DRAWINGS 9. FOR TOILET LAYOUT AND DETAILS, REFER TO 5700 SERIES DRAWINGS

2212 10. FOR FINISHES PLANS, REFER TO 7900 SERIES DRAWINGS DB

EXISTING PLATFORM

NEW BARRIER

EXISTING TRACK

2. SUBSTITUTION FOR OR AMENDMENT OF SPECIFIED DETAILS OR MATERIALS SHALL NOT BE CARRIED OUT WITHOUT PRIOR APPROVAL OF THE ARCHITECT

NEW BALUSTRADE MESH COVER & GLASS BOX REMOVED FROM COLUMN

11. SELECTION AND DISTRIBUTION OF VRD TO BE CONFIRMED BY CLIENT PRIOR TO FRAMING OF WALL

UP SMOKE CURTAIN LINE ABOVE MODIFIED FOR ADDITIONAL DROP

B2.125 COM

B2.116 PLATFORM CONCOURSE - PAID

FFL -6750 EXIST. ESC 1.3 UP

Room

B2.129 CORRIDOR

B2.138

CLEANERS ROOM

B2.136

AREA WEST OF DASHED RED LINE INDICATES AREA PART OF CONTRACT

ESCALATOR STEP STORAGE

EXISTING ESCALATORS

EXIST. ESC 1.1 UP

EXISTING TRACK

B2.126

1 4102

B2.110 LIFT ROOM

REAR CAVITY ACCESS REQUIRED TO SERVICE SECANT WALL DRAINS

B2.128 SIGNAL

B2.135 NEW ESC 1.4

GAS

B2.127 FCU

EXIST. ESC 1.2 UP

NEW ESCALATOR

B2.108

B2.137

EXISTING PLATFORM

UNALLOCATED

EXISTING PLATFORM

4102

12. FOR REINSTATED SALVAGE ITEMS REFER SCHEDULE CRL-BTM-ARC-000SCH-0007

B2.124

EXIST. STAIR 2

1. PT24 : DENOTES WALL TYPES KEY, REFER TO 7500 SERIES DRAWINGS

NEW ROLLE FIRE RAT E R SER VICE D D OOR

STONE WORK OVER NEW AND EXISTING WALL

B2.123

EXISTING TRACK

CHIEF POST OFFICE (CPO)

1 4201

... | DRG | 2112

BRITOMART STATION

NEW OPENING AND DOOR IN EXISTING BLOCK WALL

QUEEN STREET

PSD

DOOR SIZE

UP UP UP

CLIENT

NEW STAIR 1 substrate

B2.130 FIRE INTERVENTION STAIR

2214

2213 PHP

EXIST. LIFT 1

B2.132 CORRIDOR

4103

B2.131

NEW STAIRS SUPPORTED ON CORBELS

EXISTING PLATFORM

4103

B2.134

NORTH SERVICES ACCESS

PLENUM ABOVE

B2.112 POLICE BOX

NEW BARRIER

DATE 31/08/15 23/09/15 19/10/15 18/12/15

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION PERMANENT - DETAIL DESIGN 100%

APPROVAL

Liam Wythes

TEMPORARY ACCESS STAIR. BUILDERS WORK

ACCESS GATE & EXISTING GLASS BALUSTRADE REINSTATED. SALVAGE ID54

EXISTING TRACK

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

REV A B C D

NEW BARRIER

EXISTING PLATFORM

SS MESH FRAME SERVICES SHROUD TO CONCEAL SERVICES TRANSITION FROM B1 TO B2

NEW BALUSTRADE

NEW DOOR FOR ACCESS TO DECOMMISSIONED ROOM

TRACK ACCESS STAIR RETAINED

NEW ACCESS DOOR

PORTION OF WALL REMOVED FOR CRL MAIN

NEW STAIR 61

TUNNEL TEMPORARILY BLOCKED OFF

SCALE

SIZE

As indicated

CRL DOWN MAIN

DETAILED DESIGN NOT FOR CONSTRUCTION

DRAWN

APPROVED

Jasmax

STONE WALL

DATE

DESIGNED

Chris Jack / Martin Walton UP

B2.113

B2.117

EXISTING STAIR 3

FFL -8050

B2.122

CHECKED

CORRIDOR

Liam Wythes

Martin Walton

FFL -6750

MSB-1.1

B2.114 PROJECT

PLATFORM MANAGERS ROOM

EXISTING SERVICE STAIR CUT IN HALF AND REUSED

B2.115 MSB-1

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST.

DOORS & WINDOWS REMOVED STONE WORK OVER WITH NEW CONC. BLOCK LINTEL

Office: Plot Date: 18/12/2015 9:34:53 p.m.

COM

EXISTING STAIR RETAINED

SG TITLE

BRITOMART STATION PERMANENT WORKS FLOOR PLAN - LEVEL B2

EXISTING STATION SERVICES DECOMISSIONED

4201

4203

4204

DOCUMENT

ORIGINAL SIZE 0

20mm

FLOOR PLAN - LEVEL B2 - BRITOMART STATION SECTOR

1101

SCALE @ A1 1 : 100

100

200

FOR DETAILED DESIGN 300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 2111 700

REVISION

D 800

S1 CANOPY REINSTATED WHERE REMOVED FOR CONSTRUCTION WORK

CANOPY REINSTATED

IN SEPARATE CONTRACT

4201

4203

4204

BRITOMART STATION

STATION ENTRY I

WAYFINDING INFORMATION SIGN B ACCESS HATCHES FOR UNDERGROUND SERVICES. REFER TO CIVIL PACKAGE

QUEEN STREET

CHIEF POST OFFICE (CPO)

ZONE KEY EDNE

... | DRG | 2132

LEGEND NoR DESIGNATION TRACK CENTRELINE FIRE RATING -/60/60 FIRE RATING -/60/60 EXISTING

GLASSHOUSE RAILINGS REINSTATED. SALVAGE ID 66

FIRE RATING -/120/120

BICYCLE PARKING 25 SPACES

FIRE RATING -/120/120 EXISTING CONSTRUCTION ZONE

GL.108

EXISTING CONSTRUCTION

EXISTING STAIR 14

ARTWORK REINSTATED

GL.109 AIR INTAKE

GL.107 BRIGADE INLET

BARRIER ALONG GRID 3 BEAM FACE WHERE REMOVED FOR TEMPORARY STAIR REINSTATED. SALVAGE ID 40

GL.110

2. SUBSTITUTION FOR OR AMENDMENT OF SPECIFIED DETAILS OR MATERIALS SHALL NOT BE CARRIED OUT WITHOUT PRIOR APPROVAL OF THE ARCHITECT

STONEWALL PLANTER AND STAINLESS STEEL POLES REINSTATED. SALVAGE ITEMS: ID36, ID26. GARDEN TO LATER DETAIL

L AL W

WATER SKYLIGHT PUMP 5 m²

1. PT24 : DENOTES WALL TYPES KEY, REFER TO 7500 SERIES DRAWINGS

ED AT ST IN RE

Sim

GLASSHOUSE LIGHTING REINSTATED. SALVAGE ITEM ID 67

1 4101

3. ALL INTERNAL PARTITIONS ARE DIMENSIONED TO THE FACE OF FRAMING UNLESS NOTED OTHERWISE. SET OUT ALL WALLS FIRST PRIOR TO FRAMING. 4. FOR SETOUT DIMENSION OF ALL HANDBASINS, SINKS AND CLEANER'S SINKS, REFER TO 5500 SERIES DRAWINGS

FIRE EGRESS I

GLASSHOUSE LOUVRES, STEEL COLUMN, NIBS AND FINISHES REINSTATED WHERE OPENING REMOVED. SALVAGE ID 34

MESH SCREEN ENCLOSURES REINSTATED WHERE REMOVED AS PART OF TEMPORARY WORKS. SALVAGE ID 37

1 5801

UP 5. DOOR NIBS ON HINGE SIDE 100MM UNLESS DETAILED OR NOTED OTHERWISE

6. FOR STRUCTURAL SETOUT PLANS, REFER TO 2400 SERIES DRAWINGS

1 7686

EXISTING GLASSHOUSE CHANNEL DRAINS AND GRATINGS

1 4101

EXIST. LIFT 2

8. FOR STAIRS DETAILS, REFER TO 7620 SERIES DRAWINGS

NEW STAIR 11

B1 CONCOURSE LEVEL BELOW

GLASSHOUSE LOUVRES, NIBS AND FINISHES REINSTATED WHERE OPENING REMOVED. SALVAGE ID 34

7. FOR REFLECTED CEILING PLANS, REFER TO 3000 SERIES DRAWINGS

9. FOR TOILET LAYOUT AND DETAILS, REFER TO 5700 SERIES DRAWINGS 10. FOR FINISHES PLANS, REFER TO 7900 SERIES DRAWINGS UP

REINSTATED ESC. 6.2 Sim

1 7417

11. SELECTION AND DISTRIBUTION OF VRD TO BE CONFIRMED BY CLIENT PRIOR TO FRAMING OF WALL

EXISTING GLASS GATES REINSTATED. SALVAGE ID 68

12. FOR REINSTATED SALVAGE ITEMS REFER SCHEDULE CRL-BTM-ARC-000SCH-0007

VRD

REINSTATED ESC. 6.1

1 GLASS BRIDGE BAUSTRADES REINSTATED. SALVAGE ID 39

7590

GLASSHOUSE AUTODOORS AND OPENING REINSTATED. SALVAGE ID 52

1 COMMERCE STREET

REINSTATED STATION PLAZA. WORKS IN SEPARATE CONTRACT

4102

WATER SKYLIGHT REINSTATED. SALVAGE ID 15

STATION ENTRY I

BOLLARDS FOR DOOR SECURITY 1.5m CTRS

G.112

G.111

GATE LINE GLASS BRIGE - UNPAID

GLASS BRIDGE - PAID

4102

FFL 3900

NEW ACO DRAIN AND HEELGUARD CHANNEL DRAINS AND GRATINGS TO MATCH EXISTING REINSTATED ACROSS ENTRANCE

GLASS BRIDGE BAUSTRADES REINSTATED. SALVAGE ID 39

EXISTING GLASS GATES REINSTATED. SALVAGE ID 68

VRD

CLIENT

REINSTATED ESC. 5.1

7417 UP

NEW ESC. 5.2 GLASSHOUSE LOUVRES, NIBS AND FINISHES REINSTATED WHERE OPENING REMOVED. SALVAGE ID 34

MESH SCREEN ENCLOSURES REINSTATED WHERE REMOVED AS PART OF TEMPORARY WORKS. SALVAGE ID 38

EXIST. LIFT 1 B1 CONCOURSE LEVEL BELOW

NEW STAIR 10

4103

BARRIER ALONG GRID 3 BEAM FACE WHERE REMOVED FOR TEMPORARY STAIR REINSTATED. SALVAGE ID 40

WA LL RE INS TA TE D

FIRE EGRESS I

GLASSHOUSE LOUVRES, STEEL COLUMN, NIBS AND FINISHES REINSTATED WHERE OPENING REMOVED. SALVAGE ID 34

GL.105

REV A B C D

1 7686

DATE 31/08/15 23/09/15 19/10/15 18/12/15

STONEWALL PLANTER AND STAINLESS STEEL POLES REINSTATED. SALVAGE ITEMS: ID36, ID26. GARDEN TO LATER DETAIL

GLASSHOUSE LIGHTING REINSTATED. SALVAGE ITEM ID 67

GL.106

Liam Wythes

5801

AIR INTAKE

SCALE

SIZE

As indicated

GL.104 Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

APPROVAL

TRANSFORMER

DETAILED DESIGN NOT FOR CONSTRUCTION

DRAWN

ARTWORK REINSTATED

APPROVED

Jasmax

5915

DATE

DESIGNED

Chris Jack / Martin Walton DGE.001.1

CHECKED

BICYCLE PARKING 25 SPACES

GLASSHOUSE RAILINGS REINSTATED. SALVAGE ID 66

7415

PROJECT

STATION ENTRY I

ACCESS HATCHES FOR UNDERGROUND SERVICES. REFER TO CIVILS PACKAGE

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST. SG TITLE

BRITOMART STATION PERMANENT WORKS FLOOR PLAN - LEVEL GROUND

Office:

EDNE

NEW MIMIC PANEL BRIGADE ASSEMBLY FOR INTERVENTION STAIRS

BICYCLE PARKING

CANOPY REINSTATED WHERE REMOVED FOR CONSTRUCTION WORK

CANOPY REINSTATED IN SEPARATE CONTRACT

FLOOR PLAN - LEVEL GROUND - BRITOMART STATION SECTOR

1103 ORIGINAL SIZE

20mm

4201

4203

4204

100

200

DOCUMENT

FOR DETAILED DESIGN

SCALE @ A1 1 : 100

300

Liam Wythes

Martin Walton

WAYFINDING INFORMATION SIGN B

Plot Date: 18/12/2015 9:24:04 p.m.

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION PERMANENT - DETAIL DESIGN 100%

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 2131 700

REVISION

D 800

... | DRG | 2131

01 STATION ENTRY H

4206

VRD

4207

VRD

PHP

NEW STAIR 33

NEW STAIR 34

G.021

4104

BRITOMART STATION

CHIEF POST OFFICE (CPO)

ZONE KEY

LEGEND

4104

RETAIL

NoR DESIGNATION

G.022

G.023

RETAIL

CORRIDOR

ENTRY

G.015

STATION ENTRY G I

QUEEN STREET

1 4205

... | DRG | 2133

TRACK CENTRELINE FIRE RATING -/60/60 FIRE RATING -/60/60 EXISTING INFORMATION BOARD

2231

FIRE RATING -/120/120 FIRE RATING -/120/120 EXISTING

CONSTRUCTION ZONE

EXISTING CONSTRUCTION PHP

G.014

VRD - WM

MSB

1. PT24 : DENOTES WALL TYPES KEY, REFER TO 7500 SERIES DRAWINGS

G.013

VRD - WM

MSB

STATION ENTRY A

G.012

VRD - WM

MSB

2. SUBSTITUTION FOR OR AMENDMENT OF SPECIFIED DETAILS OR MATERIALS SHALL NOT BE CARRIED OUT WITHOUT PRIOR APPROVAL OF THE ARCHITECT EXISTING CANOPIES RETAINED

3. ALL INTERNAL PARTITIONS ARE DIMENSIONED TO THE FACE OF FRAMING UNLESS NOTED OTHERWISE. SET OUT ALL WALLS FIRST PRIOR TO FRAMING.

G.010

2232

FIRE EGRESS

EXCESS FARE WINDOW

EXISTING RAMP REINSTATED

G.011 CPD

STATION ENTRY B

1 NEW STAIR 11

4105

4. FOR SETOUT DIMENSION OF ALL HANDBASINS, SINKS AND CLEANER'S SINKS, REFER TO 5500 SERIES DRAWINGS 5. DOOR NIBS ON HINGE SIDE 100MM UNLESS DETAILED OR NOTED OTHERWISE 6. FOR STRUCTURAL SETOUT PLANS, REFER TO 2400 SERIES DRAWINGS

1 4105

7. FOR REFLECTED CEILING PLANS, REFER TO 3000 SERIES DRAWINGS 8. FOR STAIRS DETAILS, REFER TO 7620 SERIES DRAWINGS 9. FOR TOILET LAYOUT AND DETAILS, REFER TO 5700 SERIES DRAWINGS

FUTURE KIOSK ZONE

10. FOR FINISHES PLANS, REFER TO 7900 SERIES DRAWINGS UP

EXIST. LIFT 1

REINSTATED ESC. 6.2

11. SELECTION AND DISTRIBUTION OF VRD TO BE CONFIRMED BY CLIENT PRIOR TO FRAMING OF WALL

12. FOR REINSTATED SALVAGE ITEMS REFER SCHEDULE CRL-BTM-ARC-000SCH-0007

REINSTATED ESC. 6.1 D6

EXIST. LIFT 2

G.001

PHP

CPO -UNPAID

FFL 3900

G.002

G.006

CPO GATELINE - PAID

VESTIBULE

FFL 5225

NEW STAIR 39

CPO ENTRY I

G.111 GLASS BRIDGE - PAID

4106

NEW STAIRS TO REPLACE EXISTING

FUTURE KIOSK ZONE

EXIST. STAIR UP

EXIST LIFT

REINSTATED ESC. 5.1

CLIENT

NEW ESC. 5.2 UP

NEW STAIR 10

STATION ENTRY C

1 4107

FIRE EGRESS

EXISTING STAIR UP EXISTING RAMP REINSTATED

STATION ENTRY D

VRD - WM

1 2234

1 4107

1350

1 VRD - WM 7636

REV A B C D

DATE 31/08/15 23/09/15 19/10/15 18/12/15

APPROVAL

Liam Wythes

1 2233 EXISTING CANOPIES RETAINED

REVISION DETAILS FOR COORDINATION FOR COORDINATION FOR COORDINATION PERMANENT - DETAIL DESIGN 100%

VRD - WM

SCALE

SIZE

As indicated

DETAILED DESIGN NOT FOR CONSTRUCTION

Filename: C:\Revit\CRL_BTM_ARC_000_MD3_STATION_R15_JAT.rvt

7635

G.035 3

APPROVED

Jasmax

7635

DATE

DESIGNED H6

Chris Jack / Martin Walton

CHECKED

Liam Wythes

Martin Walton

FIRE EGRESS

FIRE DOORS ON AUTO HOLD OPENS

SG STATION ENTRY E

Office:

G.027

G.026

G.025

CUSTOMER SERVICE

TICKETING

RETAIL

G.034 LOBBY

AUCKLAND CITY RAIL LINK EC1 BRITOMART & LOWER QUEEN ST.

ENTRY

STATION ENTRY F

PROJECT

4108

Plot Date: 18/12/2015 9:22:16 p.m.

DRAWN

STATION LOCATOR SIGN & INFORMATION. SIGNAGE OVERLAY B

VRD - WM

FIRE INTERVENTION STAIR 30

. PHP

G.033 VRD - WM VRD - WM VRD - WM

OFFICE CSC

G.032 G.031 STAFF WC

TITLE

4108

G.030

G.029

G.028

STAFF KITCHENETTE

CORRIDOR

CASH ROOM

CHIEF POST OFFICE (C.P.O.) - PERMANENT WORKS FLOOR PLAN - LEVEL GROUND

CORRIDOR

ORIGINAL SIZE 0

20mm

FLOOR PLAN - LEVEL GROUND - CPO SECTOR

1103

SCALE @ A1 1 : 100

100

DOCUMENT

4206

FOR DETAILED DESIGN

4207

200

300

400

500

600

PROJECT

ZONE

DISCIPLINE

ELEMENT

TYPE

SHEET

CRL BTM ARC 000 DRG 2132 700

REVISION

D 800

Appendix F:

Vehicle Tracking Sketches

12.50

2.20

6.85

SU TRUCK

meters

Width Track Lock to Lock Time Steering Angle

: : : :

2.50 2.50 6.0 36.6

11.50

1.30

7.10

LARGE RIGID TRUCK meters Width Track Lock to Lock Time Steering Angle

: : : :

2.50 2.50 6.0 41.6

11.50

1.30

7.10

LARGE RIGID TRUCK meters Width Track Lock to Lock Time Steering Angle

: : : :

2.50 2.50 6.0 41.6

Appendix G:

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

Auckland CRL Enabling Works 23-Nov-2015

City Rail Link Enabling Works Traffic Modelling Albert Street Tunnel & Britomart Underpinning Scenario Testing

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\CRL main enabling works Report\CRL EW main_ModellingReport-Rev2-V3.docx Revision A – 23-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

City Rail Link Enabling Works Traffic Modelling Albert Street Tunnel & Britomart Underpinning Scenario Testing

Client: Auckland Transport ABN: N/A

Prepared by AECOM New Zealand Limited 8 Mahuhu Crescent, Auckland 1010, PO Box 4241, Auckland 1140, New Zealand T +64 9 967 9200 F +64 9 967 9201 www.aecom.com

23-Nov-2015

Job No.: 60344327

AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.

© AECOM New Zealand Limited (AECOM). All rights reserved. AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Quality Information Document

City Rail Link Enabling Works Traffic Modelling

Ref

60344327

Date

23-Nov-2015

Prepared by

Sebastian Lourdusamy, Michelle Ye

Reviewed by

Andrew Foy

Revision History Authorised

Revision Date

Details

13-Nov-2015

23-Nov-2015

Revision

Name/Position

Signature

For issue to client

Marcus Williams – CRL ECI Phase Traffic Manager

Original signed

For re-issue to client

Marcus Williams – CRL ECI Phase Traffic Manager

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Table of Contents 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0

Overview Model and Software Version Control Modelling to date Rev2 C2 SP1 Modelling Scenarios Construction Trucks Signal Phasing and Node Graphic Traffic Flow Difference Plots Network Statistics Travel Times Travel Times for Consent Conditions Sensitivity Analysis of Construction Truck Volumes Conclusions

1 1 1 2 3 4 4 5 6 12 13 15

Appendix A Details of PJ 4a Scenario

Appendix B Construction Truck Routes and Frequencies

Appendix C Development Programme for Construction Works

Appendix D Base Case Flow Plots and Scenario Flow Difference Plots

Appendix E Travel Time Bar Graphs

Appendix F Travel Time and Volume Graphs

Appendix G Signal Phasing & Node Graphics

Appendix H Intersection VC Plots

Appendix I Travel Times against Observed Travel Times

AECOM

1.0

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Overview

The purpose of this report is to document the outputs of traffic modelling tests undertaken to replicate the proposed temporary traffic management associated with the construction that involves cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1). The scenarios tested are therefore for periods after 2 May 2016. A report from AECOM, dated 11 September 2015, reports on the revised modelling tests of the proposed temporary traffic management associated with the pipe jacking works that are based on the original SATURN model provided by Flow. The revised modelling tests were based on the existing 2021 Auckland City Centre SATURN model (AM, Interpeak and PM peak periods), consistent with previous traffic modelling of the project for consent and as used for initial SP2 pipe jack TTMP planning and assessment. This report summarises the outputs for the updated modelling tests undertaken for each scenario that includes traffic management during construction for cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1). The revised Pipe Jacking Test 4a model (from September 2015 – Rev1 SATURN Model) was used to create models for each scenario. The travel times reported are average travel times over a one hour period.

2.0

Model and Software Version Control

As per report dated 11 September 2015, to ensure consistency in calibration and comparisons the same software version has been used for traffic assignment. SATURN version 11.2.05 is used for all model assignments. Prior to undertaking the Rev1 scenario tests for revised SP2 pipe jack TTMP planning and assessment, a complete set of results for Rev0 was created and compared to previously assigned networks. This confirmed that acceptably consistent model outputs were generated.

3.0

Modelling to date

The modelled scenarios to date are: ·

July 2015 - Rev0 modelling to test the proposed temporary traffic management associated with the pipe st jacking works within Auckland’s city centre (technical note, 31 July 2015).

September 2015 - Rev1 modelling to report on the revised modelling tests for the proposed temporary th traffic management associated with the pipe jacking works within Auckland’s city centre (report, 11 September 2015).

Early November 2015 – Rev1 C2 SP1 to report on traffic management operations during construction for proposed cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1).

Late November 2015 – Rev2 C2 SP1 with updates to Rev1 C2 SP1 (summarised in this report). The Rev2 C2 SP1 models have been updated prior to issue to include: o o o o

o o

Addition of construction traffic and controls associated with the New Zealand International Convention Centre, NDG Auckland Centre 1 Mills Lane developments. Refined tunnel works sequencing. Lower Albert / Quay Street intersection with a kerbside bus only lane, shared left and right middle lane and right turn only outside lane at the southern leg. Existing lane arrangement for Quay Street retained between Lower Queen and Commerce streets in all periods, i.e. there is separated right turn bays into Queens Wharf (WBD) and Commerce St (EBD) and the cycleway will be off-road. Quay Street cycleway modelled as per th consultation plans supplied by Auckland Transport dated 19 November 2015. Tyler Street one way direction reversed for Scenario 6a, 7a and 8a. Construction trucks not allowed to turn right from Quay Street into Lower Queen St during the PM peak. General traffic wanting to access the properties on Tyler St will still be able to do this. All Precinct and C1 trucks were routed to access the worksite from the east during the PM peak via Quay Street. Construction trucks travelling into Mills Lane during the PM peak will access via Beach Road for Scenario 8a.

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4.0

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Rev2 C2 SP1 Modelling Scenarios

Five Scenarios (4d, 5a, 6a, 7a and 8a) have been modelled to include the traffic management proposed during construction for cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1). The scenarios include proposed CBD developments, Auckland Transport and Auckland Council projects, CRL pipe jack works (C2-SP1) and CRL Britomart/ CPO works. The revised Pipe Jacking Test 4a model is used as a basis to create models for each scenario and includes: ·

CRL Pipe jack works - Construction at Victoria main shaft, Swanson Shaft and Wellesley shaft. OMS shaft works complete but interim lane arrangement in place due to Victoria main shaft works

Public transport changes - Phase 1 and Phase 2 PT changes in place

Nelson Street cycleway - Stage 1 operational and construction of Stage 2

CRL cut and cover trenching works - Enabling works at Albert / Customs consisting of the removal of one WBD through lane and the OMS work site works complete, and the interim two-lane traffic arrangement in place. East-west lanes at the Customs / Albert intersection reduced to a single through and left turn lane with NBD traffic on Albert diverted to Customs Street and Hobson Street by reversal of Wolfe Street (Wolfe Street reversal in scenarios 4d and 5a only).

CRL Britomart and Precinct works

The details on the network operations of PJ 4a are provided in Appendix A. The modelled scenarios are as follows: ·

Scenario 4d (TMP Stage 1): Represents the traffic conditions at the commencement of piling for cut and cover works along Albert Street (C2-SP1). o o o o o o o o o o

Scenario 5a (TMP Stage 3): Represents the period that has greatest traffic restrictions due to piling for cut and cover works along Albert Street (C2-SP1) and is the same as Scenario 4d with the following changes. o o o

Albert Street north and south approach reduced to single lanes Victoria 2 shaft open (OMS) and, therefore, a single lane for Victoria Street east approach Increase Customs Street east approach to two lanes Increase Customs Street west approach to two lanes Remove Wyndham Street east approach closure Wyndham Street east and west approach reduced to single lanes Albert Street southbound traffic to use service lane between Wyndham and Victoria Street Additional through phase at Hobson / Wellesley Street intersection for construction trucks Albert / Quay Street intersection with a kerbside bus only lane, shared left and right middle lane and right turn only outside lane at the southern leg Existing lane arrangement retained between Lower Queen and Commerce streets in all periods, i.e. there are separated right turn bays into Queens Wharf (WBD) and Commerce St (EBD) and the cycleway will be off-road

Reduce Customs Street east approach to a single lane Both Wyndham Street east and west approach closed Albert Street southbound traffic not on service lane between Wyndham and Victoria Street

Scenario 6a (TMP Stage 8): Represents the period that has greatest traffic restrictions due to piling for cut and cover works along Albert Street (C2-SP1) and is the same as Scenario 5a with the following changes. o o o o o o o o o

Albert Street south approach to Customs Street open to left turn only traffic Customs Street west approach reduced to a single lane Wolfe Street diversion removed, modelled as existing one way, but left out only Wyndham Street east and west approaches open to traffic, but left in left out only Swanson Street east approach open to traffic Left in left out for the Albert / Swanson Street and Albert / Wyndham Street intersections Tyler Street one way direction reversed Victoria Street shaft 2 (OMS) removed Albert Street southbound traffic to use service lane between Wyndham St and Victoria Street

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Scenario 7a (TMP Stage 10): Represents the period where piling is complete, and the trench along Albert Street (C2-SP1) restricts east-west traffic movements between Customs Street and Wyndham Street and is the same as Scenario 6a with the following changes. o o o o o o

Albert Street south approach to Customs Street open to left, through and right turn traffic Customs Street west and east approach to two lanes Mills Lane approach closed, left in from Albert Street only Swanson Street east left out into Albert Street only, i.e., no vehicles left in from Albert St Left in left out for the Swanson Street west approach, Albert / Wyndham Street and Wolfe / Albert Street Intersections Wellesley / Albert Street intersection works complete shaft removed and Barnes Dance phase removed to alleviate corridor congestion by green time reallocation.

Scenario 8a (TMP Stage 10): Represents the long-term traffic conditions that will exist with the trench and service lanes in place. It is the same as scenario 7a but with the PT phase 1 scenario at Albert Street / Victoria Street intersection without a Barnes Dance phase. PT phase 1 is the scenario representing approximately October 2015 traffic conditions, following the first phase of bus priority measures intended to mitigate the effects of the CRL construction.

The period after the completion of the Albert Street works has not been modelled as it will be clearly much improved. Key features during this non-modelled period include the permanent lane reductions for bus and cycle lanes, reduced Albert Street lanes for the urban design (TBC), new bus routes (TBC), C1 Britomart works and the private development traffic.

5.0

Construction Trucks

The model includes truck traffic from a number of construction projects occurring in the model area. The construction truck volumes and routes are shown in Appendix B. The following parameters and assumptions were used to model the construction trucks: ·

Construction trucks were not allowed to turn right from Quay Street into Lower Queen St during the PM peak. General traffic wanting to access the properties on Tyler St will still be able to do this. All Precinct and C1 trucks were routed to access the worksite from the east during the PM peak via Quay Street.

Construction trucks travelling into Mills Lane during the PM peak will access via Beach Road for Scenario 8a.

Daily construction truck volumes are distributed evenly across a working day of 10 hours. A range of sizes of construction trucks is expected to operate during construction.

A factor of 2 was used to convert heavy truck vehicles into PCU’s (average of regional truck fleet) that is consistent with original assessment. Using a factor of 3 is expected to have marginal impact on the model outputs.

Construction trucks from SP2 of CRL C2 were not included. It was assumed that due to their low truck volumes, these would not have any noticeable impact.

Construction trucks for other CBD developments, Auckland Transport and Auckland Council projects, as well as CRL pipe jack works (C2-SP1), are included.

Where there were multiple routes to one construction site, the model assumes an even split in traffic volumes. The one exception to this is the Sky City Convention Centre construction site, where it was assumed that half the construction traffic would use the eastern entrance, and a quarter would use each of the western and southern entrances.

Although modelled as fixed flows like buses, construction trucks are assigned to general traffic and not bus lanes.

The development programme for the construction works is provided in Appendix C.

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6.0

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Signal Phasing and Node Graphic

The signal phasing and node graphics for the C2 SP1 intersections affected by the cut and cover works are provided in Appendix G, for the following intersections. ·

Albert Street / Customs Street

Albert Street / Wolfe Street

Albert Street / Swanson Street

Albert Street / Wyndham Street

Albert Street / Victoria Street

Albert Street / Wellesley Street

Hobson Street / Wellesley Street

Victoria Street / Federal Street

Halsey Street / Fanshawe Street

Quay Street / Commerce Street

Lower Albert Street / Quay Street

Queen Street / Quay Street

Gore Street / Quay Street

Commerce Street / Quay Street

Queen Street / Tyler Street

Commerce Street / Tyler Street

The volume capacity plots for nodes within the network for all scenarios are provided in Appendix H.

7.0

Traffic Flow Difference Plots

The traffic flow difference plots for C2 SP1 models are provided in this report. The plots illustrate the predicted traffic effects of the various scenarios assessed, by comparing the modelled traffic flows of each C2 SP1 scenario with those of the Rev1 Base Case. All scenarios display redistributions when compared to the Rev1 Base Case. Based on our model outputs, there are: ·

Reduced traffic on Albert Street due to reducing the north and south approach to single lanes during all peak periods, for all scenarios

Increased traffic on Nelson Street and Hobson Street due to lane reduction on Albert Street during all peak periods, for all scenarios

Reduced traffic on Quay Street due to increasing capacity on the east and west approach of Customs Street during all peak periods, for all scenarios

Custom Street typically decreases in traffic volume although there are some increases when capacity increases through phase reductions

Reduction in traffic on Wyndham Street due to approach closures and left restrictions during all peak periods

A similar pattern of traffic redistribution observed for Scenario 7a and 8a

Increased pressure on the motorway network for all scenarios during the evening peak period due to northbound traffic rerouting to the port onramp from Tamaki Drive and the eastern parts of the CBD.

Flow difference plots comparing the modelled traffic flows of each scenario with the Rev1 Base Case are provided in Appendix D. These plots show the traffic redistribution. Note that the scale used is greater than that used by Flow consultants.

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8.0

Network Statistics

Network statistics provide a comparative base from which to understand how changes impact on overall travel and include the sum effect of changes on local and other roads not reported on otherwise. Network travel times and distances for each scenario have been extracted for general traffic, construction trucks and buses. Increases in person hours travelled indicate increased congestion or that people are taking a different route and travelling further. Increases in the total kilometres travelled indicate that people are changing routes to avoid congestion. Little weight should be given to the absolute values presented in Table 1 and Table 2 as the total travel times and distances are largely dependent on the size of the network modelled. The statistics, however, provide an indicative measure of the potential disruption to traffic caused by each modelled scenario, relative to each other. Table 1 shows the network wide travel times and travel distances for the modelled scenarios for general traffic. These summary statistics are compared to the revised Rev1 Base Case. The travel time and travel distance presented are in the same format as Rev1 outputs. Travel times in person-hours are calculated by using 1.2 persons per vehicle and bus occupancy of 30 people. This provides consistency with earlier reports. Table 1

Summary Statistics – C2 SP1 General Traffic

C2 SP1

Rev 1 Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Travel Time (person-hours) Morning Peak

8,960

10,080 (+1,120)

10,290 (+1,330)

10,370 (+1,410)

10,000 (+1,040)

9,340 (+390)

Interpeak

5,630

6,220 (+580)

6,790 (+1,160)

6,510 (+870)

6,340 (+710)

6,020 (+380)

Evening Peak

14,690

17,920 (+3,230)

18,380 (+3,690)

18,450 (+3,760)

17,730 (+3,040)

17,040 (+2,350)

Travel Distance (vehicle-km) Morning Peak

177,380

179,750 (+2,370)

180,220 (+2,840)

181,170 (+3,790)

180,170 (+2,790)

179,280 (+1,900)

Interpeak

144,910

147,630 (+2,730)

147,790 (+2,880)

149,040 (+4,130)

148,350 (+3,440)

147,470 (+2,570)

Evening Peak

195,600

200,500 (+4,900)

200,840 (+5,240)

201,830 (+6,230)

200,200 (+4,600)

199,350 (+3,750)

All scenarios are predicted to have large impacts on the general traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. No improvement in travel times is predicted due to the reduction of Albert Street north and south approach to single lanes, and overall reduction in lane capacity due to replacement with cycle and bus lanes. Scenario 5a and 6a are predicted to result in a relatively large increase in travel time which represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 8a performs better when compared to scenario 5a and 6a as it represents the period where piling is complete. All scenarios are predicted to travel longer distances when compared to the Rev1 Base Case. Scenario 5a and 6a are predicted to result in a relatively large increase in travel distance that represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 8a results in the lowest increase in travel distance as they represent the period where piling, Victoria Street and Wellesley Street works are complete. It should be noted that all periods improve in scenario 8a when the pipe jack works are complete and the constraints on Victoria Street and Wellesley Street are removed. This improvement is muted by the permanent lane reduction to accommodate bus lanes however.

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Table 2

Summary Statistics – C2 SP1 Buses and Construction Trucks

C2 SP1

Rev 1 Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Travel Time (person-hours) Morning Peak

4,220

5,390 (+1,170)

5,660 (+1,430)

5,860 (+1,630)

5,670 (+1,440)

5,420 (+1,200)

Interpeak

1,810

2,700 (+890)

2,820 (+1,010)

3,040 (+1,230)

3,000 (+1,190)

2,860 (+1,050)

Evening Peak

4,940

7,820 (+2,880)

8,160 (+3,230)

8,350 (+3,410)

7,630 (+2,690)

Travel Distance (vehicle-km) Morning Peak

2,240

2,950 (+710)

2,990 (+760)

3,190 (+950)

Interpeak

1,100

1,880 (+780)

1,930 (+830)

2,120 (+1,020)

Evening Peak

2,250

2,990 (+740)

3,030 (+780)

3,230 (+980)

3,090 (+830)

3,240 (+980)

Table 2 shows the network wide travel times and travel distances for the modelled scenarios, for buses and construction trucks. All scenarios are predicted to have large impacts on the buses and construction traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. Bus travel times and distances are predicted to increase for all scenarios due to the removal of bus lanes and reduction of Albert Street north and south approach to single lanes. Scenario 8a performs better for buses and construction traffic when compared to scenario 5a, 6a and 7a as it represents the period where piling Victoria and Wellesley Street works are complete. The increases seen are primarily due to the addition of construction trucks rather than bus changes. Based on our revised model outputs, we note the following: ·

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

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

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

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

Scenario 8a performs better for general traffic, buses and construction traffic when compared to scenario 5a and 6a as it represents the period where piling and the pipe jack works are complete.

9.0

Travel Times

Travel times along key routes associated with the consent conditions have been extracted from the model. These travel times provide average travel times over an hour period. As an average, these figures will under-represent th the travel time when compared to more common engineering measures such as the 85 percentile and maximum travel time. It is also noted that the model is based on annual dates and does not represent yearly or major event high downward periods. The ten routes assessed are as follows. ·

Route 1: Wellesley Street between Victoria Street and Princes Street

Route 2: Victoria Street between Wellesley Street and Princes Street

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

Route 4: Quay Street and Lower Hobson Street between Fanshawe Street and Tangihua Street

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

Route 6: Queen Street between Mayoral Drive and Customs Street

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

Route 8: Mount Eden Road between Symonds Street and Enfield Street

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Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Route 9: Khyber Pass Road between SH 1 motorway ramps and Symonds Street

Route 10: Newton Road between SH 16 on ramps and Symonds Street

The NoR defines the Mount Eden Road route between Symonds Street and Normanby Road. The SATURN model does not extend beyond Enfield Street and only covers approximately a third of the Mount Eden Road. However, traffic using the route via Mount Eden Road is expected to have no significant difference in travel time and flows between scenarios as Mount Eden Road is located far (approximately three kilometres) from the construction site with no alternate route to the city centre. Figure 1 shows the travel time routes. The levels of impact1 and forecast changes in travel times are colour coded as shown in Table 3. Travel time plots comparing the modelled scenario for the ten key routes are provided in Appendix E. Table 3

Colour Scale for Changes to Travel Times

Level of Impact

Travel Time Increases

Travel Time Reductions

Negligible

Increases under 30 seconds

Reductions under 30 seconds

Minor

Increases between 30 seconds and 60 seconds

Reductions between 30 seconds and 60 seconds

Major

Increases between 60 seconds and 120 seconds

Reductions between 60 seconds and 120 seconds

Significant

Increases over 120 seconds

an arbitrary definition used to express the level of impact

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Figure 1

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Travel Time Routes

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Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Table 4 to Table 6 present the revised modelled travel times for the ten routes assessed. Table 4

Average Rev2 Morning Peak Travel Times (seconds)

Route (Direction) Base Case Scenario 4d Scenario 5a Scenario 6a Wellesley 550 560 560 380 Street (EBD) (+170) (+180) (+190) Wellesley 560 600 590 390 Street (WBD) (+170) (+210) (+200) Victoria Street 630 660 670 400 (EBD) (+230) (+260) (+270) Victoria Street 610 710 610 450 (WBD) (+160) (+260) (+160) Customs Street 290 290 320 210 (EBD) (+80) (+80) (+110) Customs Street 330 500 370 290 (WBD) (+50) (+220) (+90) Quay Street 240 230 250 180 (EBD) (+60) (+50) (+70) Quay Street 310 380 340 280 (WBD) (+40) (+100) (+70) Nelson Street 410 430 430 340 (NBD) (+80) (+100) (+90) Hobson Street 320 320 310 250 (SBD) (+80) (+70) (+60) Queen Street 540 510 530 500 (NBD) (+40) (+10) (+30) Queen Street 590 500 540 480 (SBD) (+110) (+20) (+60) New North 190 190 190 190 Road (NBD) New North 150 150 150 150 Road (SBD) Mt Eden Road 120 120 110 120 (NBD)* Mt Eden Road 40 40 40 40 (SBD)* Khyber Pass 130 130 130 130 Road (EBD) Khyber Pass 120 120 120 120 Road (WBD) Newton Road 280 290 300 270 (EBD) (+10) (+20) (+40) Newton Road 140 140 140 140 (WBD) *The SATURN model only covers the northern half of the Mt Eden Road route

Scenario 7a 480 (+100) 530 (+140) 670 (+270) 580 (+120) 330 (+120) 350 (+60) 250 (+70) 320 (+50) 370 (+40) 290 (+50) 540 (+40) 570 (+90)

Scenario 8a 450 (+70) 440 (+50) 460 (+60) 500 (+50) 320 (+110) 330 (+50) 250 (+70) 320 (+50) 350 (+20) 280 (+30) 500 620 (+140)

190

150

120

110

130

120

300 (+40)

300 (+30)

140

Based on model outputs for the morning peak: ·

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

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

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

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Table 5

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Average Rev2 Interpeak Travel Times (seconds)

Route (Direction) Base Case Scenario 4d Scenario 5a Scenario 6a Wellesley 410 420 420 350 Street (EBD) (+60) (+70) (+70) Wellesley 470 490 490 380 Street (WBD) (+90) (+110) (+100) Victoria Street 630 640 640 380 (EBD) (+250) (+260) (+260) Victoria Street 570 680 570 390 (WBD) (+180) (+290) (+180) Customs Street 270 270 290 240 (EBD) (+30) (+30) (+50) Customs Street 340 520 380 290 (WBD) (+50) (+230) (+90) Quay Street 250 250 260 200 (EBD) (+60) (+60) (+60) Quay Street 320 410 380 270 (WBD) (+50) (+140) (+110) Nelson Street 250 260 250 180 (NBD) (+70) (+80) (+70) Hobson Street 220 220 210 200 (SBD) (+20) (+20) (+20) Queen Street 520 510 520 460 (NBD) (+60) (+50) (+60) Queen Street 610 540 560 460 (SBD) (+150) (+80) (+100) New North 130 130 130 130 Road (NBD) New North 140 140 140 140 Road (SBD) Mt Eden Road 80 80 80 80 (NBD)* Mt Eden Road 50 50 50 50 (SBD)* Khyber Pass 110 120 120 120 Road (EBD) Khyber Pass 130 130 140 130 Road (WBD) Newton Road 180 180 180 180 (EBD) Newton Road 170 170 160 160 (WBD) (+10) (+10) *The SATURN model only covers the northern half of the Mt Eden Road route

Scenario 7a 400 (+50) 410 (+30) 650 (+270) 570 (+180) 310 (+80) 350 (+60) 270 (+70) 350 (+80) 240 (+60) 210 (+20) 540 (+80) 640 (+190)

Scenario 8a 380 (+40) 400 (+20) 430 (+50) 430 (+30) 290 (+60) 330 (+40) 260 (+60) 350 (+80) 230 (+50) 210 (+10) 510 (+50) 630 (+180)

130

140

120

130

180 (+10)

160

Based on the model outputs for the interpeak the following can be observed: ·

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

Traffic using Wellesley Street has an increase of 70 to 110 seconds for scenarios 4d, 5a and 6a. No significant increase in travel time for scenarios 7a and 8a.

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

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

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

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Table 6

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Average Rev2 Evening Peak Travel Times (seconds)

Route (Direction) Base Case Scenario 4d Scenario 5a Scenario 6a Wellesley 730 720 710 520 Street (EBD) (+210) (+200) (+180) Wellesley 770 790 790 470 Street (WBD) (+310) (+320) (+330) Victoria Street 710 790 790 410 (EBD) (+300) (+380) (+380) Victoria Street 840 1,100 1,010 680 (WBD) (+160) (+420) (+330) Customs Street 280 280 330 230 (EBD) (+40) (+40) (+90) Customs Street 410 570 460 330 (WBD) (+80) (+240) (+130) Quay Street 240 250 270 190 (EBD) (+50) (+50) (+80) Quay Street 280 320 300 270 (WBD) (+10) (+60) (+30) Nelson Street 370 410 390 290 (NBD) (+80) (+120) (+100) Hobson Street 840 870 830 560 (SBD) (+270) (+310) (+270) Queen Street 640 650 640 590 (NBD) (+50) (+50) (+50) Queen Street 890 940 880 680 (SBD) (+210) (+260) (+200) New North 210 210 210 210 Road (NBD) (-10) (-10) New North 150 150 150 150 Road (SBD) Mt Eden Road 140 140 140 140 (NBD)* Mt Eden Road 60 60 60 60 (SBD)* Khyber Pass 140 140 140 140 Road (EBD) Khyber Pass 170 170 170 170 Road (WBD) (+10) Newton Road 160 170 170 160 (EBD) (+10) (+10) (+10) Newton Road 240 240 200 190 (WBD) (+50) (+50) (+10) *The SATURN model only covers the northern half of the Mt Eden Road route

Scenario 7a 770 (+250) 640 (+180) 910 (+500) 830 (+150) 330 (+100) 370 (+50) 270 (+80) 280 (+20) 360 (+70) 750 (+190) 610 (+20) 770 (+90) 210

Scenario 8a 780 (+260) 500 (+30) 470 (+60) 800 (+120) 300 (+70) 360 (+30) 260 (+70) 280 (+20) 330 (+40) 710 (+150) 610 (+10) 800 (+120) 260 (+50)

150

140

170

160

170 (+10)

190

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

Victoria Street east and west and Wellesley Street westbound are the worst affected routes in scenarios 4d, 5a, 6a and 7a with a significant increase in travel time of 150 to 500 seconds. Wellesley Street westbound has an increase of 180 to 330 seconds for scenarios 4d, 5a, 6a and 7a. Travel time along Wellesley Street eastbound direction varies between 180 to 250 seconds for all scenarios.

Traffic using Nelson Street northbound will have an increase in travel time from 80 to 120 seconds for scenarios 4d, 5a, 6a and 7a.

Traffic using Hobson Street southbound will have an increase in travel time from 120 to 260 seconds for all scenarios.

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Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

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

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

As expected, analysis of the travel time along the city centre routes show that the biggest delay on both the Wellesley Street and Victoria Street routes occurs at the intersection with Albert Street. Figure 2 displays an example of the delay caused by Albert Street when travelling westbound along Wellesley Street and eastbound along Victoria Street during the evening peak period. Scenarios 4d, 5a, 6a and 7a experience excessive delays at the Wellesley / Albert Street and Victoria / Albert Street intersection. The delays at the other intersections along Victoria and Wellesley Street are similar to the Base Case. This pattern is typical across all the peak periods. The Queen Street intersection is also a notable point of delay to these cross-town routes and there is an opportunity to prioritise the cross corridors over Queen Street which is less affected by delay. Vehicles travelling westbound along Wellesley Street and eastbound along Victoria Street would have a travel time similar to the Base Case if the delay at Albert Street intersection could be reduced to the Base Case delay. The travel time and traffic volume graphs are provided in Appendix F.

Figure 2

10.0

Example of delay at intersection with Albert Street

Travel Times for Consent Conditions 2

The consent conditions state that additional mitigation measure may be required if monitoring indicates that the delay to traffic has increased: a.

Either by more than 10 minutes above the previous monitoring

Or if the surveyed times are more than three minutes or 30% greater than the modelled forecast. The 30% increase to derive consent trigger only applies if the difference between the Base Case and the modelled scenario forecast is greater than four minutes. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by Auckland Transport). The forecast change has been applied to annual observed travel times on the ten monitoring routes as a percentage rather than absolute change.

The percentage changes and resulting monitoring travel times are given in Appendix I along with the forecast model times for the ten routes that must be monitored in accordance with consent condition 15. These tables show that the 10-minute threshold from the Base Case generally far exceed the modelled increases in travel and the 3 minute or 30% thresholds for each corridor.

Condition 15 of the Main Decision regarding the monitoring requirements

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11.0

Sensitivity Analysis of Construction Truck Volumes

A sensitivity analysis was undertaken to test the impacts of private development construction truck volumes based on the worst case scenario (Test) 6a that has high construction truck generation and the overall worst network performance. The original analysis is based on daily construction truck volumes that are distributed evenly across a working day of 10 hours. The sensitivity analysis test the impacts of the trucks operating during the interpeak hours in between 10 am to 4 pm across a working day for the NDG Auckland Centre, (SkyCity) NZ International Convention Centre (NZICC) and 1 Mills Lane building projects undertaken by private developers. The following parameters were used to undertake sensitivity analysis for the construction trucks: ·

Trucks are distributed evenly during the inter-peak hours for the NDG tower, SkyCity Convention Centre and Mills Lane project. No construction trucks allowed during morning and evening peak period and volumes reassigned to the inter-peak.

Additional through phasing at Hobson Street / Wellesley Street intersection for construction trucks exiting the NZICC Hobson loading zone removed and green time reallocated to Wellesley Street.

Table 7 shows the hourly construction truck volumes used for the original and sensitivity analysis for all peak periods. The sensitivity analysis is based on the construction trucks operating during interpeak hours when traffic flows are lower so that access can be carried out with impact on other road users. Table 7

Hourly Construction Truck Volumes

Inbound Construction Activity

Scenario 6A

Outbound

Scenario 6A_S

Scenario 6A

Scenario 6A_S

All Peak

AM / PM

Interpeak

All Peak

AM / PM

Interpeak

NDG tower via Southern

SkyCity West Entry

SkyCity East Entry

SkyCity South Entry

Mills Lane via Southern

Table shows the summary statistics for the general traffic and buses and construction trucks for the original and sensitivity analysis for all peak periods. A negative difference represents an improvement to the overall network performance. Table 8

Summary Statistics – Sensitivity Analysis

Rev 2 C2 SP1

General Traffic Scenario 6A

Scenario 6A_S

Buses and Construction Trucks Difference

Scenario 6A

Scenario 6A_S

Difference

5,860

5,000

-15%

(+1,630)

(+780)

3,040

3,810

(+1,230)

(+2,000)

8,350

6,540

(+3,410)

(+1,610)

3,190

2,700

(+950)

(+460)

2,120

2,440

(+1,020)

(+1,350)

3,230

2,740

(+980)

(+490)

Travel Time (person-hours) Morning Peak Interpeak Evening Peak

10,370

9,730

(+1,410)

(+770)

6,510

6,870

(+870)

(+1,240)

18,450

16,700

(+3,760)

(+2,010)

-6% +6% -9%

+25% -22%

Travel Distance (vehicle-km) Morning Peak Interpeak Evening Peak

181,170

180,130

(+3,790)

(+2,750)

149,040

149,860

(+4,130)

(+4,950)

201,830

199,690

(+6,230)

(+4,090)

-1% +1% -1%

-15% +15% -15%

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

*Scenario 6a_S is the modelled scenario for sensitivity analysis of construction truck volumes. Table 9 shows the forecast travel times for the key corridor for the original and sensitivity analysis for all peak periods. Table 9

Peak Hour Travel Times – Sensitivity Analysis

Route (Direction) Wellesley Street (EBD) Wellesley Street (WBD) Victoria Street (EBD) Victoria Street (WBD) Customs Street (EBD) Customs Street (WBD) Quay Street (EBD) Quay Street (WBD) Nelson Street (NBD) Hobson Street (SBD) Queen Street (NBD) Queen Street (SBD) New North Road (NBD) New North Road (SBD) Mt Eden Road (NBD)* Mt Eden Road (SBD)* Khyber Pass Road (EBD) Khyber Pass Road (WBD) Newton Road (EBD) Newton Road (WBD)

AM Peak Scenario 6A 6A_S diff 560 550 -10 590 570 -20 670 660 -10 610 650 40 320 310 -10 370 370 0 250 240 -10 340 330 -10 430 420 -10 310 300 -10 530 520 -10 540 550 10 190 190 0 150 150 0 120 120 0 40 40 0 130 130 0 120 120 0 300 280 -20 140 140 0

Interpeak Scenario 6A 6A_S diff 420 410 -10 490 480 -10 640 650 10 570 580 10 290 290 0 380 390 10 260 260 0 380 360 -20 250 260 10 210 220 10 520 520 0 560 560 0 130 130 0 140 140 0 80 80 0 50 50 0 120 120 0 130 130 0 180 190 10 170 170 0

PM Peak Scenario 6A 6A_S diff 710 650 -60 790 660 -130 790 730 -60 1,010 890 -120 330 320 -10 460 390 -70 270 260 -10 300 320 20 390 390 0 830 600 -230 640 640 0 880 800 -80 210 210 0 150 150 0 140 150 10 60 60 0 140 140 0 170 170 0 170 160 -10 200 200 0

The impacts of the sensitivity analysis by comparing scenario 6a and 6a_S are: ·

No noticeable difference in network travel distances between scenarios 6a and 6a_S for general traffic.

15 to 22% reduction in network travel time during the morning and evening peak period, and 25% increase in travel time during the interpeak period for scenario for 6a_S.

15% reduction in network travel distance during the morning and evening peak period, and 15% increase in travel distance during the interpeak period for scenario 6a_S.

Slight improvement in travel time of 10 to 20 seconds typically for the key routes during the morning peak, except traffic using Victoria Street westbound has an increase of 40 seconds for scenario 6a_S.

No noticeable difference in travel time for the key routes during the interpeak, this shows that construction trucks cause less inconvenience during the interpeak period.

Significant improvement in travel time (of up to 30% compared to basecase) for the routes along Wellesley Street, Victoria Street, Hobson Street, Customs Street westbound and Queen Street Southbound during the evening peak for scenario 6a_S.

Removal of construction trucks has reduced travel time by 120 and 60 seconds for the westbound and eastbound traffic along Victoria Street and Wellesley Street during the evening peak. Reduction in travel time of 70, 80 and 230 seconds along Customs Street westbound, Queen Street southbound and Hobson Street southbound during the evening peak.

The modelled and observed travel time for all scenarios including the scenario 6a_S modelled for sensitivity analysis is provided in Appendix I along with the changes in percentage delay growth.

Scenario 6a_S is the modelled scenario for sensitivity analysis of construction truck volumes.

AECOM

12.0

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Conclusions

Based on the modelled scenario outputs and travel time analysis the impacts of the scenarios assessed are: ·

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

Reduced traffic on Albert Street due to reducing the north and south approach to single lanes during all peak periods, for all scenarios.

Increased traffic on Nelson Street and Hobson Street due to lane reduction on Albert Street during all peak periods, for all scenarios.

Reduced traffic on Quay Street due to increasing capacity on the east and west approach of Customs Street during all peak periods, for all scenarios.

Increased traffic on Customs Street due to increasing capacity on the east and west approach during all peak periods, for all scenarios.

Wellesley Street westbound and eastbound has a significant increase of 180 to 330 seconds and 180 to 260 seconds for scenarios 4d, 5a, 6a and 7a during the evening peak period.

Victoria Street westbound and eastbound has a significant increase of 160 to 400 seconds and 300 to 500 seconds for scenarios 4d, 5a, 6a and 7a during the evening peak period.

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

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

Increased pressure on the motorway network for all scenarios during the evening peak period.

Increase in construction trucks volume causes less inconvenience to road users during the interpeak period. Removal of construction trucks during the peak period provides significant travel time benefits during the evening peak and slight travel time benefits during the morning peak. Site access to off-road developments should be restricted to the inter-peak period only.

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix A

Details of PJ 4a Scenario

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

Details of Pipe Jack Scenario 4a Scenario Basic description Pipe Jack A July 2016 traffic scenario with works Testing 4a (PJ associated with the CRL enabling works at 4a) Britomart, Albert Street and at the

Work

Network Changes

CRL PJ Works

Victoria Street west shaft, Victoria Street east shaft and Wellesley Street shaft in operation Bus lanes on Wellesley Street, Victoria Street, Hobson Street, Halsey Street and Mayoral Drive;

Bus Phase 1

Bus routes shifted off Albert Street (north of Victoria Street), some North Shore services shifted to Wellesley Street

Bus Phase 2

Bus lanes on Queen Street and Customs Street/Beach Road;

Downtown Shopping Centre that includes: 1) Work at all four pipe jack work sites and the second phase of bus priorities

Nelson Street 2) Quay Street cycleway under construction Cycleway and one pipe jack work site open to traffic; and major development traffic included (e.g. Quay Street C1 and Precinct) cycleway City Rail Link cut 3) CRL enabling works at Albert / Customs and cover and consisting of the removal of one WBD Britomart works through lane; and the OMS work site works complete and the interim two lane traffic arrangement in place 4) First TBM drive being to Swanson Street and the east-west lanes at the Customs / Albert intersection reduced to a single through and left turn lane with NBD traffic on Albert diverted to Customs Street and Hobson Street by reversal of Wolfe Street.

Bus routes shifted off lower Queen Street Stage 1 operational on Nelson Street between Union Street and Victoria Street Stage 2 under construction (Lower Hobson Street southbound service lane closed) Under Construction on Quay Street (two lanes each direction during the commuter peaks, with a shared right turn and through lane; two eastbound lane off peak with right turns banned except at Queen Street) Cycle & pedestrian phase (25 + 5 secs) at Commerce / Quay intersection Queen Street closed (Customs Street to Quay Street), except to construction traffic; Right turn into Federal Street from Victoria Street is banned, and east approach reduced to 2 lanes (bus & general lane) Wyndham Street (east) closed at Albert Street One westbound through lane removed on Customs Street at Albert Street intersection Removed bus only restrictions on Halsey Street Updated intersection layout at Halsey / Fanshawe Street intersection Right turn ban from Wellesley Street (east) into Albert Street (north) removed & split approach phasing for east leg, Intergreen time of 8 seconds changed to 5 seconds Swanson Street approach to Albert Street closed Customs Street approach to Albert Street reduced to one lane for both approaches OMS shaft now open, i.e. traffic restrictions removed Wellesley / Albert - Left turn ban removed from SBD Albert Street to Wellesley Street Wellesley / Albert - Right turn ban into Albert Street (north) removed & split approach phasing for east leg, Intergreen time of 8 seconds changed to 5 seconds Wolfe Street – Wolfe Street one way direction reversed Wolfe / Albert – Left turn into Wolfe Street from Albert Street included Wolfe / Albert – NBD through from south approach banned Wolfe / Albert – NBD left turning vehicles from Albert St to Customs St redirected through Wolfe St Wolfe / Hobson – Left turn into Wolfe Street from Hobson Street removed Lower Albert Street northbound only from Customs Street to the HSBC building access; Double left turn from Lower Albert Street into Quay Street;

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix B

Construction Truck Routes and Frequencies

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

Construction Truck PCUs per hour Route Name Route Description 4D 5A Scenario 6A 7A 8A

WQ (Rev 0) Wynyard Quarter via Southern 3 3 3 3 3

WQ (Rev 0) Wynyard Quarter via Northwestern 3 3 3 3 3

Pre

NDG

SkW

Precinct* 42 40 45 35 40

NDG 20 19 19 19 8

Skycity West entry 7 8 8 8 4

SkE

SkS

Skycity East Skycity South entry entry 15 7 16 8 16 8 17 8 8 4

Mil

C1Q

Mills Lane 10 14 18 10 10

CRL C1 (via Quay St) 3 3 9 9 6

C1C

C2A

CRL C1 (via CRL C2 SP1 Customs St) (via Albert St) 3 6 3 8 9 8 9 8 6 20

*Note: Construction trucks will not be allowed to turn right from Quay St into Lower Queen St during the PM peak. This only affects the Precinct route, which travels into Precinct via Quay St (instead of Nelson St) in the PM peak.

Daily Construction Vehicles C2- SP1 Trucks Light veh Nov-15 Dec-15 Jan-16 Feb-16 Mar-16 Apr-16

C2 - SP2 Trucks Light veh 16 8 41 8 45 8 56 8 43 8 43 8

Trucks

C1 Light veh

PRECINCT Trucks Light veh

13 13 13

NDG Trucks Light veh

24 24 24

SKYCITY Trucks Light veh 0 17 10 17 30 17 30 17 140 17 120 17

MILLS Trucks Light veh

0 10 25

9 9 9

TOTAL Trucks Light veh 16 25 51 25 75 25 99 58 206 58 201 70

May-16

120

235

100

Jun-16

130

306

100

Jul-16 Aug-16 Sep-16 Oct-16 Nov-16 Dec-16 Jan-17 Feb-17 Mar-17 Apr-17 May-17 Jun-17 Jul-17 Aug-17 Sep-17 Oct-17 Nov-17 Dec-17 Jan-18 Feb-18 Mar-18 Apr-18 May-18 Jun-18 Jul-18 Aug-18 Sep-18 Oct-18 Nov-18 Dec-18 Jan-19 Feb-19 Mar-19 Apr-19 May-19 Jun-19 Jul-19 Aug-19 Sep-19 Oct-19

24 24 38 38 38 38 38 38 38 67 67 67 81 98 123 71 99 45 45 45 45 45 17 17 17

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

27 47 23 19 19 19 19 19 19

8 8 8 8 8 8 8 8 8

10 10 10 10 10 50 50 50 50 50 50 50 50 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 10 10 10 10 10 10 10

30 30 30 30 30 80 80 80 80 80 80 80 80 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 30 30 30 30 30 30 30

50 200 188 188 250 175 213 163 138 163 163 150 150 188 175 138 113 113 113 63 63 50 50 50 50 50 50 50 38 38 38 38 38 38 38

24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24

120 140 150 150 140 150 160 160 50 50 50 50 50 70 70 70 40 60 60 60 40 40 40 40 40 40 40 40 40 40 40 20 20 0

17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17

45 45 45 65 65 85 85 45 45 45 45 45 45 45 45 45 45 45 20 20 20 20 20 20 20 20 20 20 20 20

9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9

282 562 544 560 612 607 655 565 430 485 395 382 406 470 466 377 380 336 311 257 237 244 216 216 216 199 199 199 167 142 122 102 108 88 78 40 20 20 20 0

112 112 112 112 112 162 162 162 162 154 154 154 154 114 114 114 114 114 114 114 114 114 114 114 114 102 102 102 102 92 83 83 83 83 66 42 12 12 12 12

6 96 90 90 90 90 90 90 90 110 20 20 30 34 18 18 48 38 38 34 34 54 54 54 54 54 54 54 34 34 34 34 40 40 30 30 20 20 20 0

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

Scenario 4 Scenario 5

Scenario 6 Scenario 7

Scenario 8

Mili - Mills Lane in*

Milo - Mills Lane out

*Note: In Scenario 8, construction trucks travelling into Mills Lane during the PM peak will go via Beach Road.

SkEi - Skycity East in

SkEo - Skycity East out

SkSi - Skycity South in

SkSo - Skycity South out

SkWi - Skycity West in

SkWo - Skycity West out

NDGi - NDG in

NDGo - NDG out

Prei - Precinct in*

Preo - Precinct out

*Note: Construction trucks will not be allowed to turn right from Quay St into Lower Queen St during the PM peak. The Precinct route "Prei" will travel into Precinct via Quay St (instead of Nelson St) during the PM peak.

C1Qi - C1 via Quay in

C1Qo - C1 via Quay out

C1Ci - C1 via Customs in

C1Co - C1 via Customs out

C2Ai - SP1 via Albert in

C2Ao - SP1 via Albert out

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix C

Development Programme for Construction Works

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct

PJ1

Scenario 5A

Redirection 1 Lane each way Closed SBD closed

Stage 1: Temporary western station access and streetscape

Phase 1 operational Phase 2 construction + phase 1 operational Halsey: Gaunt-Pakenham shut Halsey: Vic park TBM Phase 1 cons Phase 1 operational Quay St construction Operational

Phase 2 construction

Phase 2 operational Operational with RT ban into Queen

5/12/2016

28/11/2016

21/11/2016

7/11/2016

14/11/2016

31/10/2016

24/10/2016

17/10/2016

3/10/2016

10/10/2016

26/09/2016

19/09/2016

12/09/2016

5/09/2016

29/08/2016

22/08/2016

15/08/2016

8/08/2016

1/08/2016

25/07/2016

18/07/2016

11/07/2016

4/07/2016

27/06/2016

20/06/2016

6/06/2016

13/06/2016

30/05/2016

Scenario 4D

C1 - BRITOMART Lower Queen Tyler St reversal

CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE

23/05/2016

PJ3

OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway

16/05/2016

9/05/2016

2/05/2016

25/04/2016

18/04/2016

11/04/2016

4/04/2016

28/03/2016

21/03/2016

7/03/2016

PJ2

14/03/2016

29/02/2016

22/02/2016

15/02/2016

8/02/2016

1/02/2016

25/01/2016

18/01/2016

11/01/2016

4/01/2016

28/12/2015

21/12/2015

14/12/2015

2016 7/12/2015

30/11/2015

23/11/2015

9/11/2015

16/11/2015

2/11/2015

2015

C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct

OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE

Stage 2 - CPO under pinning and tunnel excavation

Stage 3 - tunnel construction

Phase 1 and 2 operational

26/02/2018

19/02/2018

5/02/2018

12/02/2018

29/01/2018

22/01/2018

8/01/2018

15/01/2018

1/01/2018

25/12/2017

Scenario 8A

Redirection 1 Lane each way Closed SBD closed

18/12/2017

4/12/2017

Scenario 7A

11/12/2017

27/11/2017

20/11/2017

13/11/2017

6/11/2017

30/10/2017

23/10/2017

9/10/2017

16/10/2017

2/10/2017

25/09/2017

18/09/2017

11/09/2017

4/09/2017

28/08/2017

21/08/2017

14/08/2017

7/08/2017

31/07/2017

24/07/2017

17/07/2017

3/07/2017

10/07/2017

26/06/2017

19/06/2017

5/06/2017

12/06/2017

29/05/2017

22/05/2017

8/05/2017

15/05/2017

1/05/2017

24/04/2017

17/04/2017

3/04/2017

10/04/2017

27/03/2017

20/03/2017

6/03/2017

13/03/2017

27/02/2017

20/02/2017

6/02/2017

13/02/2017

30/01/2017

23/01/2017

16/01/2017

9/01/2017

2/01/2017

26/12/2016

C2 SP1 - CUT AND COVER WORKS STAGE Customs/ Albert Lower Albert SBD closed Albert NBD closed NBD 1 lane, LT to Fanshawe NBD 1 lane, TH/ LT/ RT to Fanshawe 2 Lane Customs EBD 1 Lane 3 Lane Customs WBD 2 Lane 1 Lane Reverse Wolfe Closed Mills Closed East closed Swanson West closed East closed Wyndham West closed Swanson Albert St (EBD/ WBD) Wyndham Albert St (NBD/ SBD) 2 lanes C1 - BRITOMART Lower Queen Tyler St reversal

19/12/2016

12/12/2016

2017

OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE

11 - Decomission

Stage 4 - reinstatement and station fitout

3/06/2019

27/05/2019

20/05/2019

6/05/2019

13/05/2019

29/04/2019

22/04/2019

8/04/2019

15/04/2019

1/04/2019

25/03/2019

18/03/2019

11/03/2019

4/03/2019

25/02/2019

18/02/2019

11/02/2019

4/02/2019

28/01/2019

21/01/2019

14/01/2019

7/01/2019

31/12/2018

24/12/2018

17/12/2018

3/12/2018

10/12/2018

26/11/2018

19/11/2018

12/11/2018

5/11/2018

29/10/2018

22/10/2018

15/10/2018

8/10/2018

1/10/2018

24/09/2018

17/09/2018

3/09/2018

10/09/2018

27/08/2018

20/08/2018

6/08/2018

13/08/2018

30/07/2018

23/07/2018

9/07/2018

16/07/2018

2/07/2018

25/06/2018

18/06/2018

4/06/2018

11/06/2018

28/05/2018

21/05/2018

7/05/2018

14/05/2018

30/04/2018

23/04/2018

9/04/2018

16/04/2018

2/04/2018

26/03/2018

2019

Redirection 1 Lane each way Closed SBD closed

19/03/2018

5/03/2018

C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct

12/03/2018

2018

C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct

Redirection 1 Lane each way Closed SBD closed

28/10/2019

21/10/2019

7/10/2019

14/10/2019

30/09/2019

23/09/2019

9/09/2019

16/09/2019

2/09/2019

26/08/2019

19/08/2019

5/08/2019

12/08/2019

29/07/2019

22/07/2019

8/07/2019

15/07/2019

1/07/2019

24/06/2019

17/06/2019

10/06/2019

2019

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix D

Base Case Flow Plots and Scenario Flow Difference Plots

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2770 27

506050

3020

2060 20

SATURN

860

60 20 30

506 0

27 70

1090

0 86

20 302 50 0

Atkins Ltd / DVV / ITS

190

0 69 80

300 78

30 0

0 14 50

11 0

900

130

78 30

70 260

300

210

73 0

10 0

14 0

340

30 0

35 0

370

450

34 0

45 0

990

250

1030

940

11 0

1010

240 100 20

240

105 0

70 0

230 0

0 64

990

82 0

79 0

68 0

900

194 0

100

540

29 40

750

26 90

900

540

51 0

68 0

37 0

430

280 89 0

88 0

0 43

12 70

264 040 0

55 0 10 30

0 84 440

200 380

440 490

850

1410

63 0 850 74 0

7 20

12 70 86 0

13 70

810 860

12 00 30 80

137 0

870

81 0 191 0

840

115 0

810

880

46 0

91 0

81 0

910

480

10 40

63 0

650

1020

150

310

430

440

200

250

640

260

130

190

820

850

59 0

920

58 0

130

91 70

560

7010

8320

610

470

880

170

690

860 1480 46

0 670

500

1090

770

680 600

420 170

640

920

130

170

39 0

10 0 190

580

680

68 0

51 120

440 530

80 0

820 820

77 0 210

630

340

260 660

100

180

13 10 82 0

810

740

160 950

490

1610

1100

540

27 0

60 60 50

280

18 0

48 0

120

60 210 12 0

50 14 0

12 0

190

65 0 90

0 65 70

6 50

64 0

12 80

89 0

18 0

75 0

18 0 750

180

100

1100

702

1160

1150

1100

20 0

720

670

130

1000

90 190

100 60

310

150

350

230 26 0

26 0 21 0

14 0 15 0 12 0

310

1160 12 00

13 60

69 0

21 0

19 0

210

180

750

1610

170

100

140

47 0

180

22 0

300

0 73

730 85 0

39 0

27 0 30 0

15 0

44 0 98 0

38 0 21 0

670

1090

49 80

15 0

17 0

20 0

51 0

160

17 0

200

34 0

180

29 0

80 30 0

32 0

320 0

23 029 0

23 029

28 57 0 0

580

76 0

900

58 0 580

550 490 210

38 0

54 0

98 0

80 160 80

980

1480

0 42

10 70

12 0

440

360

81 0

16 80

0 21

1617 900

56 0

1627 000

230 23016 80

17 00 24 0

0 16 50 43

100

70 16 70 106 0

17 80

106 0

78 0

36 0

40 20 65 0

21 90

14 80

1850

16 80 3290

980

780

1330

49 80

4210

18 0

35 011 00

0 21

35 0

23 00

24 50

32 10

3130 0

119

1480

50 18 80 14

18 50 13302350 1480

23 50

14 80

4210 1480

11 10

41 0

0 45

10 15

240

23 30

13 60

180

210 60

32 50

32 10

87 0

360

0 177

530

1610

68 0

330

390

182 0 51 0

150

360 950

960

630

850 0 390

40 16

640

1520

49 0

10 0

10 0 60 50

29 60

0 63

110

11 010011 0

60 0 20

120

350

290

21 0

89 0

410

360

20 0

41 0

42 0

0 85 0

41 0

330

180

35 0

37 0

16 30

440

390 0

32 0

18 0

53 0

940

1080

12 70

18 0

980

13 90 97 0

960

1020

420

590

45 0

710

720

0 58

60 12

0 81

1050

94 0

89 0

780

630

240

0 58

0 0 15 126

0 13

37 0

12 0

832

438

0 89 0 51

710

0 96

0 80

210

630

0 79

0 86

500

0 54

0 40

510

0 11

620

640

420

64 10 0 20

47 0

66 0

640

18 20

59 0 0 52

1110

Colour Bands 0.00 100.00 500.00 1000.00 2000.00 4000.00 6000.00

1050

630

0 44

110

1020

114 0

0 62

0 52

100

820

80 0

570

700

690

80 0

1460

790

71 80

142

1140

690 0

250 62

95 0

Bandwidths = 1250./mm

1400

1050

630

0 97

660

170

99 0

15 0

17 0

25 0

75 00

1400

152

980

0 62

1020

130

610

570

1200

0 18

146

64 0

20 12

00 75

90 51

1520

1020 108

0 50

110

950

0 59

62 120 0

0 10

0 13

0 62

200

23 0

110

1520

13 40 0 54

10 0

80 0

0 28 0 11

110

14 0

10 19

330 1000

980

1580

80 19

510 421

20 00

0 32

110

80 30

70 66

180 10 0 900

0 55

50 11

0 21

0 17

66 70

2000

1070

Demand flow

500

270

110

0 80

240

12 60

56 0

1070

00 20

390

1770

0 85

0 10

160

110

610

40 29

16 0

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2330

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520

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Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15

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23-11-15 AECOM AUSTRA

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67 -2

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23 13 6

63 -2

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98 20

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Atkins Ltd / DVV / ITS

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Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15

23-11-15 AECOM AUSTRA

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280

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154

91 2

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164

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Link Annot:

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102

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483

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Scale 14449

-73

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60 -1

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22 5

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156

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6 30 -1 -14 -1-2

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229

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280

483

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44 -2

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183

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136

32 -2

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108

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107

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10 7

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137 -2

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173

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483 -59

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110

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10 0

19 0

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250

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131

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0 -3

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-11

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-3

-9

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-8

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135

-16

13 36

Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15

-14

6 -4

-5

-199 -189

-221

26 17 4

149

10 8

-5 1

-49

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1_fpm21_CRL_ Basecase.ufs L_Scenario4D

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100

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11 7

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4 -7

66 -3

19 0

13 2 -1 22

-76

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67 2

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105

19 9

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-46

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149

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6 -5

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483

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129

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435 -247

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356 -182

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181

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287

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149

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25 -2 5

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129

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25 131

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28 7

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291 -15

-1 84

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483

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180

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3 48

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8 34 -178

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112

30 8

-194

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97-52 -200

-11

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662

292

450

-38

-1 96

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260

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475

222

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292

129

22 1

375

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24 4

225

332

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225

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-45

101

37 5

-28

Atkins Ltd / DVV / ITS

-3

-8 -8

-31

-6 6

-2

-48

-30

-3

52 -31

SATURN

4 4

-1

23-11-15 AECOM AUSTRA

-8 2

-1

50 -7 7

-7

-1 2

-1

-2 4

-1 9

-2

-4 0

SATURN

82 87

-1

-19

-1 50

-1 43

-314 -2 16

14 5

-9 1

6 -9 6

-1 6

229

198 62

-1 06

22 9

10 2

-2

-7

75 78

74 79

-11

-1

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137

-1 -5 3

-5

-52

-1 6

5 16

-7

13 5

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-2

53 -12

-3

73 34

-6

11 9

-6

-4

-5

-3 2 -6

-48

-8 0

14 6

11 9

-2

-3

-1 2

-5

-64

-4

-4 59

-5

-4

-5

-7 0

-4 -8 -5 6

69 109 172 17 2

13 7 9

6 -1

-3

175 1

154 15 4

10 969 135

21 0

14 2

-1

5 -2

-1 07

-14

-1

3 14

-78 -6

9 20

-176

75 12 8

12 8

15 4

-9

-10

-31 9

-30-139 3

-2 56

-4 -2 12

-1 06

-20 62

-5

-13

6 -1 7 -11

-17

-207 -2 61 -261

63 63

-3 70

-258

-4 18

-6 -1

-37 3 -26

51 9

-1 06 7 33 -1

-1 00

33 7

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369 149

38 62

38 38

150

136 62

62 62 131

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-1 6

70 -1

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-1

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36 4

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25 -1 69 -4 9

22 -259

121

121 19 3

-170

10 2

6 -1 52 0

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36 9

-1 1

-1

-6 -79

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64 4

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27 -1

36 9

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-3

78 4

8 11

29 -5 2

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01 -2

23 -2 60

27 -2 8

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102

8 20

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7 10

127

13 3

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12 3 13

7 12

131-6

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-7

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3 15 7

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123

102

-74

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-1 1

1 11

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-6

298

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99 -15

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-154

33 9

-20

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-2

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-75

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29 63

-3 9

2 64

-1

10 2

-4

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-1 3

-1

55 32

10 3

165

-11

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192

-38

-2

-1

-38

-2

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Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15

-3

-9

3 2

-1

-11 3

-10

-12

-2

-109

-2

-1 -8

155

-1

-15

-5

13 1

-1

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28 2 31

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-9

11 3

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16 7

-2

6 -1

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10 7

4 -3

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3 77

-8

10 3

100

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0 16

-6

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-67

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-2

-9

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-1 2

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155

121

-2

10 1

-20

6 -63 -56

-8

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-8

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3 -2 8

-4

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Bandwidths = 100./mm

-9

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-2 -8

-1 2

-6

-8

130

-1

-13

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-1

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121

-1

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-2

6 -1

5 -1

-6

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122

-1 -5

-1

-8

112

21 161

122

3 12

-2

45 17 -1 28 2

Differ: 2-1

-2

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+ Demand flo - Demand flo

8 16 -2

7 -2

-11

-3

-1

-5

-87

102

6 13

2 16

-5

1 7 17 3

23 2

-2

-1

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-7

20 -1 61

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108

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-9

154

0 -2

-66

16 4

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-1 30

-66

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11 55

230

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Link Annot:

-9 155

11 11 -4

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2 -1 150

4 -3 -12

5 -30

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20 8

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-2

-59

113 33

5 -3

34 -1

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-7

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-6

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-1

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-1 -1

-2

13 0

-4

-11

-2

-267

12 9

-20

Scale 14449

-5

-44

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-4

-3 83

-1 25

-109

-2

-3

-1 75

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1 -20

-78

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42 -3

108

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-217

150

-20

141

-3

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-4

1 -2 4

102

-2

-3 82

-4

-2 14 -2 2

-4 8

-4

2 33 -23 -8 2-6

-1 0

-1

-11

102

-1

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138

-20

141

-4 15

-3

-23

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-3

42 -6

90 -2

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-50

-17

-1

10 2

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-7

-6 -6 19

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15 4

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262

-36

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-87

-3

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1 -3 -5 0

-31 15

-19

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-9

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-37

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21 -1

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-39

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1_fam21_CRL_ Basecase.ufs L_Scenario5A

-1 12

-7

-78

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139

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-164

-188 -36

-36

-399 -3

-5 -9 0

-1 83 18 2

-416

-125

-168

-148

-4

-3 -1

-6

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138

-20

141

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-5

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4 -2

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-143

-73

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-2

-51

-50

16 3

-5 08 -1 28

-1

-19

-6

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-188

-1

9 -1

-1 7

-24

3 99

-53 21

-222

-4 39 79

-1

23 6

120

-408

-30

-2

-6

38 3

64 21 2

87 -1

1 28

-6

-116

-187

-4 10

-21

-82

65 -6

-239

58 3

0 10

10 7

47 -5 2 183

154

-5

-1

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-113

-6

-20

-2

4 -21 -78 -267 -214 -78 -181

-239

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138

141

-2

-82

224

2 -1

-52

-51

-424

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-20

-4 7 95

-56

-3

-74

154

10 6

233 -78

-3

-2 21

141

0 -2

-65

-80 -154

1 -3 14

-20

-3

181

-177

312

-124

Atkins Ltd / DVV / ITS

-127 1 -96

-10

-1 1 31 16

27 29

-184

-78

13 8

85 -185

-14

-127

21 9

2 -270

10 31 3

-1

411

194

-2 92

-9

-4

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-70

247

16 3

72 -272

141

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127

-2

0 -2

-21 5

224

8 13

-1 69

13 52 23 5

-3

-2

224

-416

-2 5

-1 1

-23

-4

-2

-3 1

21 1

-2

626

33 -1 0

-2

197

106

8 141

-24

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197

-42

19 4

-13

-26 8

138 -2 6 0

-1 00

-7 4

-21 5

-143

-1 59

-1

-38

-18

-1

-21

-2

39 -1 50

-74

-1 74

-2

-12

-74

-24

-2

-77

15 14 2

1 1

23-11-15 AECOM AUSTRA

-1

7 2

-7

-3

-1 69

-6

-1

-7

-2

SATURN

-1 -7

-169

-8

-7

-1

-6 7

-1

-20

-1 1

-2

-1 69

-67

Atkins Ltd / DVV / ITS

-6

-2 3

-2 4

137

18 6

-1 1

132

9 13 7

-5

132

-27

-2

-32

-7

-2

98 54

18 4

99 18

-3 8

-6

-3

60 94

96 38

41 -6

-3 0

-1

59 -1 0

-2 3

-4

3 -23

-3

14 16

-1

-2

186

-4 9

-2

154

56 12 8

-3

-4

-7 7

-1

-1 3

-1

-2 8

22 0 19

22 0

-8

14 0

18 7

-2 7 18

-4

-50 6

-5 0

-1

-29 17 -73 5

4 -11 6

220

20 91

13 3

1 -1

-2

-20

-8 2

-3 2

-82 -14

2 -13

-36

63 -4 98 19

-2 19

-1

-3 5 -1 11

-1

125

1 -278

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-11 -33 8

-43

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-19 -108 1

-5 6

4 23 -1 9

23 3 20

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-276

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13 7

139 9

104 23

10 4

79 1

-5 87

-2

-5

-7

-6

-9

-3

-2

10 2

-9

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-5 2

-259 60 -1

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10 0

37 12 8

-23 8

-1 10

10 4

-160

-54

62 4

-7 1 -7 8

-2

29 0 39

10 3

-1 2

-1 2 12 9

-17 -1

11 2

11 3

-11

44 8

12 3

-58

-3

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3 -1

41 53 0 -1 2

44 8

92 17

-1 32 4

-1 5

3 -1

12 3

-68

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65 42 26

10 4

Bandwidths = 100./mm

14 3

2 10

-4

-1

-18

Differ: 2-1

-5

-3

-5

-32

-1

-8 1

7 13

-4

-4 5

-7

2 -5 10

-5 19

8 15

64 15 3

-3

-1

-7 17

-7

10 2

-2

-71

2 -1

-6

-7

102

40 7 -2

13 7

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-7

-5

-3

104

-63

-3

136

-5

1 4

5 -2

-10

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71 -5

-8

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7 73

-3

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-1

48 32

20 -13

26 13 3

178

-7

-1

-28

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26 30 2 -1

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-4 7

-1

6 11

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53 -5

31 -3

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104

2 10

102

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7 7 80

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-7

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2 -1

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104

-3

16 8

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87 -6

-16

-3 -15

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-4 5

-48

2 -1

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194

11 24 9

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+ Demand flo - Demand flo

20 -2

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-7

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215

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142

-17

142

-17

-8

6 13

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104

31 -3

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17 8

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0 -2

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9 11 2

7 5

-9

13 0

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11 9

91 15

13 5

17166

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18 8

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-17

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135

-10

62 -2

Link Annot:

227

-2

104

-10

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-4

-2

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152

13 -1 5

10 7

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14 0

156

41 -1

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0 -1

-3

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27 -1

7 -5

22 8

-2 3

20 31

-17

2 -1

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-43

-6 2

-1 7

-21

-3

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-2

Scale 14449

-8

-2

-8

-21

-2 -8 0

-1 33

-1

43 50

-1

-1 67

-1 7

-2

-57

-4

3 33

-2

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11 -9 2

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1 19

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14 0

-1

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9 42

-1 40

-8

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-5

1 -1

-1

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8 -1

-6

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156

-205

-5

1 -5

-24

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-1

170

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3 31

-1

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76 -3

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181

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167

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1 -2 -1

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-7

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12 8

-7

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2 151 -1

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11 17

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92 33

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18 -1

-93

1 -3

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-4 1

1_fin21_CRL_ Basecase.ufs L_Scenario5A

-5 9

-48

-8

-46

-35

-71

-1

19 8

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-116

-115 -48

-44 -5

-11

-5

-13

-136

-11

-167

-35

38 -75

-69

-17

-108

-1

-3 39

-5

-6

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-92

-105 39

-1

-141

-5 6

-1 70 20 7

-120

-40

-63

-42

-3

-34

-1

-2

-162

-133

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-33

-1 21

-3 47

-29

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-1 62

158

-192

-115

-2

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1 8

26 -2 2

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-52

-1 2

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13 6 -2 81

-9

-3

22 2

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-36

-30

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-16

-14

-83

-4 27

-1

-8

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-38

-84

63 -1

-2 53

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-40 -13

-16

22 9

-13

-1

-263

-14

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-14

-1

-94

-41

-64

-97

-1

-4

-1

Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15

-5

-4

-28

-17 94

-1

-4

1 -8

-5

20 -1

-2

-13

156

-1

-2

-28

-17

-8

-7

-2

-1

37 17

-3 8 -135

2 4 -26-185

-264

-168

-1

-71 372

-94

-19

189 -263

-1

-248

-3 7

-26

-28

-97

-346

-14

-1

-152

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-33

-14

-2

4 3

-68

113

-318

82 -31

-41

-36

-41

93 66

-1 40

439

-14

-1

100 98

-118

-126

-16

6 43

-96

-173

310

-1 54

-43

179

9366

-1

35 -235

44 0

-2

-24

-1 3

120

-2

597

16 5

100

-21 19

122

100

-60

16 3

3 93

-2 3

-1 3

-15

122

-1

-2

-3

45 7 -60

-21 4

-1

-2 -3

-1

12 0

-1 1

-16

-1

-8

-2 11

-1

23-11-15 AECOM AUSTRA

-2 5

-1

4 62

-1

-4 8

-2 8

3 -3

-9

49 -4 9

SATURN

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21 15

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24 94

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259

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159

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Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15

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Link Annot:

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Scale 14449

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Atkins Ltd / DVV / ITS

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23-11-15 AECOM AUSTRA

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203

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Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15

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113

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Bandwidths = 100./mm

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Differ: 2-1

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118

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105

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Link Annot:

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1_fam21_CRL_ Basecase.ufs L_Scenario6A

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Atkins Ltd / DVV / ITS

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SATURN

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23-11-15 AECOM AUSTRA

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17 3 -6

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20 4

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111

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87 -1

Differ: 2-1

6 -2

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29 8

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107

122

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106

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+ Demand flo - Demand flo

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13 5 20

159

21 18

3 -1

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66 3

11 2

12 6

119

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242

123

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12 3

2 -3

4 21

-74

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Link Annot:

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12 3

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214

Scale 14449

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1 -1

22 25

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16 0

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1139

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41 -3

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2 -3

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192

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185

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212

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175

152

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3 -1

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1_fin21_CRL_ Basecase.ufs L_Scenario6A

-6

131

-9

-1

-13

-71

-53

-54

-94

-22

-112

112

-25

-6 -5

-8 9

-4 1

-1 4

-83

-8

-20

134 -8

-61

15 3

-5 4

-3 59

-4

-114 -83

-42

-220

-61

-30

-92

-6 9

-2

192

-56

-48 -5

127

21 9

-1 50

-6

214

-8

9 25

-8

17 -3

-4

8 78

-28

34 -9

39 25

-2

194

15 8

-4

-32

-30

-6

-2 2

-1

-4 8

-5

-2

-2 8

-22

-5

-6

-48

-1

116

-1

-15

-9

-2

187

-1

11 -1

-1

-2

-32

-30

-5

-1

-2

Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15

-2

-4

-32

108

-1

-5

-7

-2

-30

8 -1

-1

-138

-5 2

-4 7

-1

-138

-128

-144

-61

-453

-37

-4

-11

-22

171

-114

152

41 29

-44

-23

179

-1 18

154

-1119

-18

-101

189

154

-9 9

-3

189

-14 189 -14

-36

-1 3

5 11

-14 -102

-1

192

-118

-5 3

-14

-34

19229

-86

-234

-79

-8 2

1 -3 7 -104

-74 355

1 3 -23-188 -14

-233

-234

-1

30 4

186

-319

-14

-8 6

-1 27

244

-95

10 1

-1

-117

19 2

-8

-18

-14

217

-85

-37

120

-291

-30

-74

-94

4347

-7

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-9

-56

-41

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115 10 6

-44

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-35

10 4

-93

-66 -157

21 7

-6

-2

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99 92

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320

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-1

36 2 42

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186

2 19

-27

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-29

17 2

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125

17 0

2 43

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-5

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125

-27

-2 3

-1

-3

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17 192

11 -3 -4

-8

-13

-8

-1

Atkins Ltd / DVV / ITS

-1

1 17

-5

-1

-7

-6

8 17

SATURN

-1 4

-1

7 3

-7

-2

-1

23-11-15 AECOM AUSTRA

-4 6

-1

-8 53

-4 4

-2 0

-3

-4 8

-3

22 3

-20

-309

-3 7

-22

10 2

-4 2

-2

-1 24

222

12 12

3 22 2

-1

261

265

1 13 8

-3

-5

-2 7

-4

12 5 70

-1 0

-9

112

-2 0

-107

-6

-4

-3 4

-1 0

14 2

2 16 198

-5

134

21 3

142

13 9

112

-5

1 90

-2 84

198

24 9

-6 3

13 5

-22

13 44

-1

-5

46 -1

26 7

10 7

15 -7257 7

-2

-19

-2

-8

-4

-5

-4 7

10 7

26 7

-17

-3

75 125

-2 34

-4 5

101 52

-10

12 4

-1

-8 2

-1 44

-2

-3

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130

-3

16 0

-1

-9 8

20 6 -1 0

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164 1 130 16 1

16 1

284 1

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-2

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-2

293

-16

-20

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-37

-4

-50

-7 -6 20 -591

-9 3

-30

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-36

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8 20

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301 216

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1 22

385

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22 1

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221

-9

37 -1312 2 16 -136

-3

2 -25

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21 21

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17 8

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30 1

-2

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-3

135 -4

-50

162

-68

-86

-124 102

46 144 61

-36 -99

-1 51 -1 23 -138

-6 50 -55 4 18 0

37 0

-1

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171 7

-3

58 -1 90

-5 0

-225 -2 39

13 1 -1 27

9 -9

-1 37 0

-1 5

-291 -2 28

-389

-3 56

-1 01

-2 02

18 0

-16

50 23 4

24 7

32 1 -1 5 -1

-1

-4 5

-3

-1 8

18 0 31 9

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-96

408

3 -6

2 9

9 13

-7

2 27

-3

20 6

-2 1

-4

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3 29

6 20

284 5

-28

-37

-7

221

-10

-6

108

2 16

3 10 8

-3 -2-2

2 16 2

54 -2

11 12

-8

-2 6

-6

-1 3

-7

-6

-11

-14

-7 -3

2 2

Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15

-1

-12

-4

-10

-7

-6 37

-27 -11 151

185

-3

-14

34 40

303

-7

-2

29 -2

130

-21

-2

105

12 40

11 0

9 -1

-30

3 19

-4 4

5 4

108

-2

-30

-110

-7

3 24 9

-3 -7 82

-6

31 9

10 11 8

137

-300

1 11

-1 6

4 33 1 -7 -3 6

6 32

14 6

-33

2 -1 39

-9

103

4 -1

28 4

164

8 10

49 -19

130

161

-3

-6

0 -3

-4

-2

-20

4 -3

161

-2

221

4 12

-1

2 31 1

-1

-20

-45

11 5

1 55

Bandwidths = 100./mm

-1 3 13

-4 7

-1

11 9

3 -1

-38

10 1

-50

Differ: 2-1

164

221

-85

-2

-118

-37

-43

-1 07

-2

-130

-1 5

-1 3 -4

-130

-2

22 29

101

-3

-1

221

108 -1

+ Demand flo - Demand flo

-3

-2 2

-13

-1

-16 19 3

-1

-16

14 2 12 18

-9

33 18

181

-2

-110

193

2 -2

158 1

-8

-1

-2

2 11

158

212

-2

108

-7

17 2

1 56

-24

-4

1 16-2 2

3 21

-6

7 -3

-15

5 38

174

9 -1

41 10

5 -2

-5

2 11

-1

-1 12

2 14

-5

-9

-3

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6 10

107

93 15

10 2

15 2

1 10 7

-5

-9

144

1 1

-7

10 7

-2

126

3 -5

-5

4 16

9 3 13

-1

-20

-9 0

10 9

241

-1 1

-2

-6

-1

151

101 2

7 -5

-1 66

1 -3

10 8

-79 23

-50

-3036

20 5

-6

14 4

-2 2

-224

-4 5

-10

302

-7

-1 66 -1

-18

-3 49

0 -7

03 -1

1 17 3 32

-3 89

17 4

-11 3 3 12

-1

-2

-4 4

-5 5

Link Annot:

155

Scale 14449

-3

302

-8

-44

20 -2 6 -1

-2

-195

4 10 8

-3 78

24 90

-25

-8 1

-212

164

1 17

-1 4

1 17

-38

-2

173

2 -105

-2

-4 5

495

-2

-117

-7

-104

-4 7

-7 2

9 29 0

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41 35

12 -34

-34

-1

-7

-1 2

-26

30 0

-9 13

12 -14

-26

-2 8

7 -11 -2

153

101

-4364

-1 2

-59

9 -9

-4

-7 9

-2 3

23 3

-8

7 25 -3 8 32 -19 -16 -1-2

292

46 8 -1

408

495

173

-2 41

32 39

-18

100

51 -2

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158

-4 -2

-4

24 6

2 18

136

131 86

361 18

7 24

-1

-309

-306

-8

6 -3-1

14 119

109

90 -3

-2 85

-1 79 11

-18 -2 11 9

-1

11 9

-3

-8

-9

-1

-82 -22

-2 87

-187

-177

14 9

135

-27

-218

-308

-4 13

27 -1

173

495

-218

-209

-4 7

4 -1

0 -4

-1

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149

-6 0

1 -4 -129

-1 1

34 -27

1_fpm21_CRL_ Basecase.ufs L_Scenario6A

-365

-183 12

-54

-235

-171

-1 4

16 1

-169

50 0

-32

187

-1 73

-169

-18

-160

-334 -407

-3

-224

-133

-3 6

-211

-2 0

-60

-1 32

-1

17 5 -62

-3

-110 134

-7

-778

-40

-15

-7

1 -5

-6 1

495

-4

-1

-10

-221 20 7

2 11

-7

-133

-74 -133

-167

-352

20 67 21

-74

-182

-13

-133 -74

-4

-1 79 61

0 38

117

-41

-485

-492

-299

-3

-190 -13

-41

300

-100

-184

-117

183

117

11 5

87 -3 3

-33

-26

-168

-33

-13 -368

21 1

33 125

-2 6 170

-106

-5 4

-59

-3 5

13 2

-1

-39

-11

146 -336

-204

-1 4

-47

-117

-211

-338 428

216

-338

-3 76

-44

-480

295 -15

184 18

-11 64 29

-180

182

173

-44

-200

-182

-471

495

-13

17 3

5 49

-48

-451 28 3

-15

55 71

-4

29 6

-1

668

-1 0

444

258

-3

-1 84

5 10 -52

24 6

-1 0

-2

-1 98

-1 337

-45

284

98 -298

-48

-42

-84

88 43

-1

-5 4

284

-1 5 -7

-7

32 4

-35

3 17

495

822

21 5 10

366

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Atkins Ltd / DVV / ITS

43 -128

140

-9 4

-169

324

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-1 3

220

-1 7

220

102

-43

173 53 18 2

-1 28

-2 0

36 6

-27

64 60

223

-8

36 6

-44

-40

-8

-2

10 52 0

-4

-9

53 -20

-8

36 6

SATURN

-4

-43

47 -4 7

14 29 -2

23-11-15 AECOM AUSTRA

-8 5

-7

-1 5

-2 4

-1 8

-7 8

-3 2

-2

-3 9

-3 2

-24

-15 37

-262

-3 -312 02

-416

13 8

-6 6

197 53

-57

6 -6 8

-1 6 8

170

175

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17 0

-4

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115

11 7

-1

-6

-2

19 147 17 150

12 13

-15

11 5

-1 12

-4

12 9

14 51 5

-4

152

121

12 9

16 6

1 66

-4

29 51

1 22

44 2

-5

-2

-2 1

36 6 -9

-3

-6

-3 2

-5

-1 2

64 -6 1 131

-1 9

1 42

-5

-27

11 0 -1

86 14

-3

-43

-4

-26

-1

-116 12

129

51 145 74

15 9

-2 58

-1

1 -6 4

-2

-127

-15

-1

2 43 21

-82 -3

-31 -28

-68

-223

30 10

-3 63

11 -254

-3 6

-9

-6

-34 8 -26

-15

-31 4

-31-142 2

-1 16 2 25 1

-3 -1 14

25 2 -1 2

-1 15

10 2

28 7 10 8

55 1 -2

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-1 42-1 59 27

-3 89

-35 9 45 1

-35 9

28 9

290

59 59 59

170

98 59

-1

115

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-1 43

-2 -201

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-48 9

24 7

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-6

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15 8

-4 -1 85

-2 5

14 1 14 1

-24

16 0 6

-1 32

-4 9 -1

-1

24 9

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-1

-3

-1 74

-5 2

20 -4 75

-1 67

1 -1

-1

10 6

-4 9

-63

83 -1 32

-2 2

-296

-2 0

3 -7

16 0

-2

-34

26 53

-2 6

-65

-19

-7

-2

-4 7

-1

-2

-4

-9

-4

-1

-2

-54

-23

-6

-2

-3 7

-6 8

-1 8

-108

-1

-16

-1

-37

-9

-1 6

-34

-3

-1 -3

-1

-34

10 -71 -61

-1

2 9

170

93 -3

6 12

-106

-70

0 -4 69

1 4

-2

-106

Bandwidths = 100./mm

-9 -8

-7

112

-40

-1

1 -4

0 -1

-3

-7 0 10

-76

116

-11

-7

20 7

120

-7

-5

116

-4

6 126

117

-11

11 0 -1

Differ: 2-1

-2

1 -2

-6 10

-1

+ Demand flo - Demand flo

-2

-81

110

-4 8

-8

9 6 16 4

-4 4

-4

-6

-1 29

5 17

-6

-9 22

-3 0

16 2

-66

14 8

3 30

-66

12 84

-54

4 -4

130

Link Annot:

-10 139

-3 -3

-9

-1

230

-3

-12

-2 4 170

-25

-3 0

-1 4

-71

-35

8 -7

-6

-7 29

-4

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-3 -1 6

-6 20

4 -4

-5

-2

20 5

-19

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-7

-2

-3

-1 02

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-3

-46

-2 6

-2 50

-1 5

-2 75

-8

-2

-297

-2

10 -1 15

-5

-26

29 6

-1 51

-1 53

-2

-91 -3

-5

Scale 14449

-2

-3 4

8 12

-1

2 51

-9 6

-217

170

-4

8 12

-4 26

-12

66 -4

-67

-8

-5

-1 09

-1

-38 -6 1-5

-1 39

-1 5

33 12

-6 0

-13

-11

95 -2

-3

26 -1

-2

-6

-1

-10

-1

-288 90

-1

-4

-1 -13

-6

-14

166

-2

4 -1

-248 -297

-30

-8

4 -6 3

18 8

-2 7

-5

-172 3

-8

-54 19

104

178

14 -1

-2 11

-1

-3

0 -1

-69

-83

-36

182

94 8

-15

-7

-1-1 2

175

-2

-2 15

-7

-5

-1

121

17 5

-11 2

17 0

-37

-10

-18

-14

-21 7

0 -1

-26

-49

-5

-2 31

-4 6

-2

-124

-5

-8

-1 7

-103

-50

-2 45

-1

-2

166

-133

-59

-2

-93

-133

-121

-2

-7

-19

-81

-6 -100

-200

1_fam21_CRL_ Basecase.ufs Scenario6A_S

-7 0

-148

-22

170

-1 0

-47

12 41

49 40

-2 7

-1 6

7 48

-4

98 16

-9

1 11

1 7

4 19

-9

-7

-1

-6

-1 -9

-27

-4 7

-1 7

-27

41 24

-36

1 -1

21 11

-9

-14

-36

4 4

Auckland CBD Model: 2021 AM Peak: Basecase 25-11-15

-2

-15

-36

-16

5 16

-11

-1

-3 -15

0 -2

-5

-200

-4

-163 -82

-156

-61

-5

18 1

-80

-9

-2 33

-1

-12

-1

8 -1

-133

-163

-6

-408

-40

-25

-11 4

-1 98

-18

-2 0

118

-50

-2 7

-7

-20

20 3

-18

-2

-1

166

-8 82

217 -56

140

-212

-2 14

97 -11

-11 97

2 85

-11

-153 -77 -181

144

-77-153

-240

-270

20 9

-2

-28

302 -25

-77 -256 3 -15

-153

-5

-1

-70

-2 6

-112

-20

-1

-1 56

11 1

223

-186

183

-357

-77

1 43 7

11 0

-50

-47

-74

144

240

-204

-3

-2 07

-224

-20

-78 -144

98 -6

0 -2

-40

-55

-3

10 6

-77

181

-183

-3

-164

-20

-124

-133

-259

-9

22 8

16 6

62 -162

6 -95 31

-31

-13

-110

-6 98

-1

-4

06 -206

-35

-2

17 0

-2 92

413 41

-6

-16 8 -16

-50

222 32

402 -5 0

-2

237

-4 3 91

8 -2

6 16

-1

141

-8

-39

15 50 22 5

-144

-3 2

20 1

222

-3

8 98

13 2

-2 5

-1 5

188

-2

-26

188

106

-16 8

166 -19 7 8

-15

-7 0

-1 09

-41

-16

-8

Atkins Ltd / DVV / ITS

-3 2

-70

-3

-70

-18

-78

SATURN

-3

-1

7 1

1 1

25-11-15 AECOM AUSTRA

-2

-1

-3

21 2 -5

-1

-7

-2

-1 -7 1

-7

-1

-3

14 9

-22

-7

-5

-2

8 21

SATURN

-1 4

-1

7 3

-7

-2

149

1 8

-206

-6

-13

-8

10 2

-4 9

3 83

146

11 3

-3 5

19 -1

-2

12 8

-2

13 2

176

-9

-21

182

134

21 8

-2

20 176

17518

-1

-5

-1 1

-1020 9

-1

152

5 101 15 2

10 2

15 2

19 7

-2 1

10 8

-5

-1

-1 7

-1 3

-2

-4

-7

-13

-5

-1 8

-8

-1

-2

156 84

-2 2

-3 1

79 -15

-87

-1

-6 -91

-55

-101

-49

57 67

-248

-2 19

-1

-4 0 -1 28

-1

-4 48

-1

-1 2

110

-5 -3

11 7

-1

-3

13 2

-18

-7 5

19 2

3 -15

-300

-3 43

-2 -31 3

-37

-31 6

-20 -108 8

-2 6 7 19 15

19 6 -1

2 92

132

34 -3 2

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-82

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40 -3 75

33 5 -33 5 -25 3 -25 3

20 4

204 76

45 96

45 45

219

10 3

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-2 37 -237

19 0

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-4 66

19 1

-17

15 6

33 5

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2 -31 14 7 -31

12 3

12 0

-1 1

-13

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-6

18 4

21 4

11 2

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4 -1

14 2

5 14 20 9

-1 0

18 4

23 96

-116

43 45

-2

11 5

4 -4

-5

-1

11 4

114

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-3

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21 24 3

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58 -1

-102 14 3

1 23

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-4

4 4

219

-4

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-2

-1

-4 1

-2

177

54 -4

-15

89 8

-1

-15

-1

17 7

-15

-1

-5

16 77

9 -1 63

7 11

-6

-36

-7

-42

219

45 96

-1

-1 3

-4 2

-2

-33

-2

91 -1

-1

-3

Bandwidths = 100./mm

2 -4

-1

-1 -1

-3

-37 -2 -39

-37

1 12 24

-1

-6

-41

26 7

-42

4 -1

-8

-5

-3

-37

1 12

-1

-5 1

-41

-8

110

125

-3

17 4

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1_fpm21_CRL_ Basecase.ufs Scenario6A_S

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Auckland CBD Model: 2021 PM Peak: Basecase 25-11-15

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-1

-2 4

-48

-1

-5 0

-5 2

-1

32 19

-3

-24

-2

-1

-80

SATURN

-5

-3

-1

-2 1

-2 4

-1

-8 0

-5

8 -2

-2

-2 1

11 11 1

-3

23-11-15 AECOM AUSTRA

-1

-7 1

-3

-7

-2

10 7

1 -2 8

-75

-7 1

10 8

105

8 -4 9

15 0

-8

18 0

180

15 0

-3 2

-13

-35 67

-39

-1

-3

36201

102

-1

-2

-9

12 0

-3 0

-1

13 6

-1 26

2 113

-1

14 0

1 11 4

137

-1

-11

116

-1 141

17 4

21 2

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-3

14 9

-1 5

-1

102

-1

-1 5

2035 0

-2

-12 -1 2 -5

-3 5

14 -1 3

-2

-2 -1 0

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-6

30 8

-2 5

-1

-9

-26

38 -17

-5 6

25 30

-4

-1 2

-3

-1 4

-5 6 -1

1 -1

-1 9

-5

-2

-1

-2

-10

74 77

-1 2

-28

-8

-2 9

-5

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-82

-50 19

-17

-15-7 8 41 -161

-17 23

-2 26

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18 8 9

9 99 43

11 2 -9

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-6 5

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-287

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16 9

-28 1

-2 6 8 18

-15

-2 -2

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-54

-246

67 -4

-38

36 8 -1

239

25 36 -1 8

-1

-20

-1 7

-1

-18

4 12

-2

-13

Bandwidths = 100./mm

-16

100

102

-1 00

-248

-1 58

-1

-1 07

11 2

-54

-4

-2 47

14 1

-1 41

-2 7

-4 1

-1 1

-17

-36

20 3

-5

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-8 4

17 6

14 1

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10 2 80

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72 70

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45 21

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78 13 2

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70 9

-8

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100

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10 6

-9

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239

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106

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-7

-5

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-2 7

-4 9

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11 24

-5

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106

-1

-17

-5

-15

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1 95

-1

Differ: 2-1

100 83

-1

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175

38 -4

-9

-10

-4

-1

-3

-4

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-3

-1

107

-1 -10

-9 -9

-1

-5

15 -1

-5

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-1

-5

-7

191

19 3

-4

-3

-28

-2

-11

-1

-3

-28

-2

-7

9 -2

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97 75

-2

2 -38

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9 14

-1 14

-4

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-3 8

-1

239

-18

-15

-26

-1

-15

-2

-8

-2

-20

16 5

-7

-1

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-1

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-8

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-1 -1

-3

-20

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2 21

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6 -7

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129

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1 -1

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-2

-9

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5 1

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38 16 6

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-7

-1

-8

12 3

+ Demand flo - Demand flo

-3

-7

14 12

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102

10 2

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139

-28

9 23

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-1 8

-1 -2

-6

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22 -40

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0 -2

3 -3

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-3 -1

1 -6 24

Link Annot:

-2

-2 3

-2

-5

-2

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29 21

-3 5

-3 4

-3

-1 80

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-9

Scale 14449

-17

-1 8

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36 5

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-7

1 -101

-61

67 6 -3

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11 1

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-4

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239

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9 96

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107 108

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213

14 82

207

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180

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213

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3 -1

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-130

70 -3

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222

18 2

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90 38

19 2

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18 1

-5

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1 1 -4

-13

-6010

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171

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-102

-17

102

-112

-25

182

19 5

-28

-72

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-37

-16

-9 6

-1

-1 1

-61

-18

-4

1 2

-3 51

214 -10

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-4 3

-1

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1_fin21_CRL_ Basecase.ufs L_Scenario7A

-80

-1

213

-1

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257 -7

-105 -80

-8

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365

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-94

-89

-33

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-22

-1

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-2 37

-27 23

-1

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117

2 -15

153

117

-217

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-1

255

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-14 142

-2 13

143

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7 -141

122

213

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374

8 16 6

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243

-8

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-376

-1 30

249

-94

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-37

193 -375 -375

-14

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-12

26 10

-19

-98

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-45

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-6

-41

130

-7 2

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128

-358

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12 9

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54 43 -2

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21 3

-9

10 8

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0 -64 34

10 5

-44

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297

31 51

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177

-3

20 -320

-10

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2 3

39 -204

-1

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3 21

-8

15 5

105

-1 54

284

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105 -2

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-12

119

-2

15 2

2 31

-5

-8

Atkins Ltd / DVV / ITS

137 -28

-1

119

-8

-7

-3

213 28 6 5

-2 0 -34

-2 3

-1

-1 5

-13

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107

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-7 3

1 23

258 03

-24

-7

-1

-7 3

-5

-1

5 23

-1 -7

-7

-1

-8

SATURN

-1 5

3 -5

-1

7 3

-7

-2

-1

-7

Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15

23-11-15 AECOM AUSTRA

-8 5

52 3

-8 5

-4 6

-4

-9 5

-1

-157

-3 8

-7 2

-1 24

228

-6

22 8

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218

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12 1 55 28

119

221

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-9

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123

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91 101

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21 5

10 1

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81 58

96 10 6 1

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-9

52 7

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36 10

23 6

14 2 -7 84 4

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29 29

- 26

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-2

-8

-3

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-6 0

-4

26 -4

-2

-11

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-8 1

28 5

-1

-2

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146

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-8

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2 -10

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276

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98 5 13

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102 -16 102 11 9

155

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119

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273

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275

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155

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3 97

8 -2

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201

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-6

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-6

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155

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170

21 9

14 9

-1 17

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81 57 37

-17

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-82 -94

140 -57

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-12 -38

-19

37 36

37 -6

-21

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-148

-49

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-351

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-7

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-35 7

-7 9

-7

47 46

-6 19 20

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0 10

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19 8

20 1

202 161

-48

4 15

-4 8 8

196

-4

374

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-4 8

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155

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-2 90 -43

-2 -2

-1 43

-6 96 -6

-1 17

-46 5

-4

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-5 0

-225 -1 05

-1 25

33 -2 85

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13 1 15 4

-1 5

19 8

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-5 83

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175 7

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-7

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3 -3 6

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17 9

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344

3 -4

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-1 3

-8

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-1 90

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4 -7

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-5

4 -7

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-134

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-7 0

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144

-4

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-13

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1 -1

Bandwidths = 100./mm

119

Differ: 2-1

-3

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-1 2

-4

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7 -2

0 -5

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14 2

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-6

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+ Demand flo - Demand flo

5 26

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-7

201

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4 4 21

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102

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155

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20 5

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1 -1

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7 -3

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42 -5

-5

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130

239

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222

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130

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185

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61 -4

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317

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204

48 196

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Link Annot:

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2 -5

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8 -23 5

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30 2

-8

153

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03 -1

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19 5

-1 1

9 -4

17 3

-2 1

6 -8

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5 17304

-2

-8

-9

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9 7 13

Scale 14449

317

-9 43

-5

-1 47

-41

12 -2

-1

32 9

7 13

-1 -1

16 -2 83

16 1

-171

-90

24 -2

9 -1

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3 -2 73

-4 11

-4 4

5 -3 -18 5 -3

-18

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08 -1

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-21

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160

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196

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479

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2 7

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35 33

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29 -1

23 0

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23 9

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5 -1-3 6 9 34 -22 -9 -1 2

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1 -1 53 -10

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344

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191

479

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6 -8

3 72

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10 1 55

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270

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109

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8 -7

1 -7

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115

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118

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3 31

121 -2

5 24

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115

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16 116

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108

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-15

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32 5

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-7

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191

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479

112

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1_fpm21_CRL_ Basecase.ufs L_Scenario7A

-4 3

-369

1 -4 -1 1

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-70

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3 -14

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-1

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13 0

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-1 99

-2 48

7 -5

0 11

42 -170

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-292

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13 3

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-4 -74

-1 70

-291

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-1

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195 85

30 0 -1

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220

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-1-73 87

-1 -2 0 23

-9 8

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265

180

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11 0

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-74

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12 2

12 5

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-17

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265

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15 186

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6 -344 23

1 16

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-7

0 -5 -1

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8 14

17 6

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29 6

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121

-1

107

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137

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143

141

-8 12

-10

15 5

-9

-27

-1

4 74

-7

-18

-2

-15

-1

-5

-7

-1

-2

Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15

-8

-1

1 1

-14

-3

-7

-3

-8

-1

-4

-7

-8 -1

-27

166

-13

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-1 3

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266

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-11

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-25

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100

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479

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40 -430

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191

-4 83

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336

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-11

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479

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660

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19 1

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138

6-52

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128

32 7

13 -203

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356

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260

124

6 -3 81 -381

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33 7

87 43

70 35

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122

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817

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Atkins Ltd / DVV / ITS

-2 42

22 6

-62

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337

6 -1

479

253

380 -2

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103

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106

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139

-9 5

38 0

-1

13 9

-3

-1

-1 -1

-76

-13

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-5

-4

73 -40

-1

SATURN

-1

-5

-3

-40

-9

50 -5 0

11 12 -9

8 8

23-11-15 AECOM AUSTRA

-9 2

SATURN

-1

-1 35

-2 0

-4

-1

-2 3

-8 0

-8

-2

-2 4

-8 97

-2

-1 2

-1

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198 53

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72 -1

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1 -7

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6 7

17 11

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25 13

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11 6

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-7

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148

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12 8

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16 72

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91 -1 0 12

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31 -40 -53

5 5 14 8

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126

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129

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100

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100

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128

25 100

-1

1 -1

-37

-1

-2

-3 6

34 2

-36

Bandwidths = 100./mm

-9

-28 2

-9

-1

-2

-1

-28

-7 12

-1

-8

-36

-2

-9

-24

43 22

-75

7 -1

-8

-5

100

-1

-4

-7

-1

Differ: 2-1

-2

5 85

-8

-8 10

1 -12

-7

-1

10 1

-11

-15

-2

-3

-11

2 -2

-11

-2

-7

7 10

-3

-1

-29

4 7

-3 7

-7

24 -1

-1

1 10

-4

-1

-21

-1

-3

-2

+ Demand flo - Demand flo

-1

-2

-1

-2 9

-6 -3 2

-8

-2

6 12 -1

-1

43 9

-34

-1

-6

-2

-34

18 -2 -1

-19

-34

-1

-2

Link Annot:

-8 -4 -4

-8

-3 2

-2

-1

-44

-33

2 -1

-3

-6

4 -4

-1

6 -30

-1

31 10

-20

-8

-40

-27

-9

-27

-5

-1 8

2 -1

-1

-6 -3 2 -2

-9 -3

17-1 3

Scale 14449

-8

17 4

-2 21

-1

-6 1

-16 -8

18 54

-14

-53 1

45 18

-2

-1

-2 88 -1

-18

-1 -1

-62

-2

-7

-8

11 4 97 -2

-2

-1

-4

-3

-5

-1 92

73 41

-297

-1 7

-12

-6

126

4 -3 0

3 10 -1

-1

53 6

-1

-2

-3

3 10

-1

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-1

4 -4

-1 -2

-2

20 5

-1

-1 26

1 30

-7 1

-1

-9

6 32 -17 -20 -2-2

-1 2

-6

-3 3

-35

65 -2

48 -2

11 5

148 -9

-35

8 185

-23

-6

-53 -1 -8

143

-5

-4

133

21 24 2

32 -1

14 3

-2 2 -14

20 4

136

-32

-20

-1

155

-3 6

-1

-3

-1

14 8

-129

12 1

-2

-8

-115

-2 41

-4

-5 6

-61

71 -47

-141

-2

-1 6

1_fam21_CRL_ Basecase.ufs L_Scenario8A

-1 4

-4

-141

-5

1 5

-162

-56

-2

-133 3 14

-9

-121

-130

-4

-39

-26

-4

-2

-27

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-4

20 6

-87

-80

-6

-145 -16

-140

-45

-2 3

-4

-55 5

-45

-35

-1

-112

-70

-7 8

-66

-6

-129

-80 -121

-8

-1 39

-80

-2

163

-150

-61

-6

-2

-61

-1

-2 25

-4 6 -3 68

-2

-6

-122

-122 -2

136

-112

-8 0 -3 34

-307

-70

-6 7

4 -1

-18

-11

-4 5

-1

0 -5

-1

-5

-280

-1

-1-60 73

-1 9

-1

-112

-1

148 40

-2

16 -1

72 -23

-1016

-1

-184

182

-140

-10

-2 86

-3

-31

-9 2

-17

36 2

-2 1

-4

-23

-10

-100

-4

-244

-1 75

-1

-10 -4 -10

-50

-1

-51

-56

-358

-125

77 12 3

-64

-6

-35

-1

-77 -180

-215

-31

-5 1

-9 9

-236 -77

-1

-6

-1

-32

-320

-146

-77

136

7 -1

8 28

232

-1

-25

16 -2

-3

-1

6 11

-25

Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15

-3

5 7

-7

-1

-4

-1

-5

-1

155

-4

-1

-25

-5

-1

-52

140

-14

-1

40 29

-3

-56

218 -320 -320

-199

-50

-17

-6

103

-22 -77

303

-77

-96

-2

-124

-140

140

11 6

-3 3

-420

-6

0 -5

-1

-49

-76

-21 -1

-9

-2

-1

-6

-8

-1 34

180

29 1

-266

-77

13 6

-6

-84

7 17

-1 1

23 1

-5

-101

-104

-192

-9 2 -92

347

33 -2 9

-3

207

41 -8 3

-3

66 -266

244

-14

4 19 5

-6

-2

248

-3 2

-80

-2

6 13

-17 6

-2 92

-10

-2 5

-2 1

-34

-3

-5 -7

248

28 -2

16 9

-1 2

155

116

8 41

155

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-17 6

-1

1 -1236 -21 6 -6

22 5

-1 34

-113

-34

-17

-1 74

-6

-1

Atkins Ltd / DVV / ITS

-56

-134

-1

-4

-1

24 -1 2

-2

-13 5

-4

-8 6

-23

-1

-80

7 1

1 1

23-11-15 AECOM AUSTRA

-2

-1

-7

7 3

-7

-3

-1

3 -7

-5

-1

-8

-2

-1 -7 1

-7

-2

-7

-17

-1

-7 3

-12

-2

SATURN

-8

-2

1 -1

1 53

105

16 1

-1 -1 -6

-1

-2

-8

18 6

-6

1 33

8 -6

-2

-1 0

8 0 131

73 11

-4

-11

9 7 1

-1 2

-2 -2

-5

-21

-1 7

-1 6

-1

-1 3

-3

52 -22

-6 1

105

2 116

-6 7 -6 4

-1

80 -1 11 6

2 11 6

-3

10 15

-6 1

-1

1 -1

-25

-6

-100 -2

49 61

-9 6

-16

-1

-8

16 7 -2

-1

-5

-2

103

4 160

2 4

-1 00

-5

-2

-20

-13 3

-4 0 1

-1

-3 5 32

-5 96 30

11 3

9 -11

-82

-11

160 2

38 -171

2 2

-7 29

-9 -16 0

-16 0

-4 84 32 -1 4

84 -1 4 -1

186

-1 4

161

-4 9

167

8 52

3 17

-37

-6 7

-1 7

-1

-69

-6 26

-7 7

-2 13 -84

-4

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-7 2

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-57

-48

64 7 -2

9 64 -2 7

186

-27

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79 -1 7

-1

-13

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-4

-27

-18

-2

-13

-27

-1

-13

-27

-3 2

-10 -23 62

-1

-37

14 6

-2 -2

11 7

-1

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-2 13

-3 6

-24 -17 5

-1 66 -4 3

-42

90 -42

-9 4

-8 2

-166 -8 2

-82 7

-3 72

16 8

13 9

-1 1

-9

13 9

-6 2

10 1 -7 2

-17

-3

-50

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-1

-1 13

4 -1

13 -1 4

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-1 00

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-1 81

4 -1

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10 4

4 -6 3

-23

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-13

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44 32

-78

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14 3

-2

-4 2

99 15

-1

-95

12 -1 -96

-35

-88 -64

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-58

2 10

72 10 1

-1

10 4

2 11

-1

-4

-8

103

1 -2

-1

-7

-1

-8

-16

-4 14

-20

2 23 11

-11

-3 -29

-1

-11

-2 9

3 6

-1

-22

10 2

-1

-10

-2 3

-3 8

-3

-1

-1 3

-2

-6

-4

102

-4

-22

-1

13 8

-27

-1

3 -2

-2 1

-1

-5

Bandwidths = 100./mm

-1

-28

-1

-2

-5

-1

-3

39 -6

-5

-3

-55

-5

-1

-27

-19

-2 35

6 18

-8

-5

-9

-54

-6

-1

56 35

-58

-1 1

-1

-58

-2

-82

-3

-7

-58

-2

-9 -5

-1

-82

-19

-9

-2

-1

-5

40 28

-1

-2

-4

-2

-5

-1

Differ: 2-1

-3

-2 73

1 -7

-7

-20

-4 1

12 6

-6

-1

-4 -7

-11

11 4

+ Demand flo - Demand flo

-5

-1

40 -7

-28

6 18

-1

-9

-2

-25

-28

-1

-28

-1

-19

-1 -38

-1

13 148

-7

0 -1

-6

-2

-2 3

-1 -2 -2

-2

-3

-3 4

-1

Link Annot:

-2 18

-20

-7

-3

-2

24 6 -1

-1

-2

-1

-7 7

-2 8

157

-37

-5 65

186

-1 39 -1 7

-1 -1

2 21

1 90

Scale 14449

-28

-2

-2 9

-2

12 3

-1

-5

-1 37

-7

8 68

-15

1 -1088

-10

-1

-3 0

108 20 2

10 1

-7 -1

-1

-15 -2 11

-23

4 -3

107

-1

-8

2 32

-2

-7 -2 6

20 2

-12

-1

-2

3 -3

-3

166

-1 21

-32

-1

-3

-4

5 -4

-1

19 6 -1

-6

-3

3 -4

1 -1

-20

-2

-1

-3 3

-4 -8

27 2

-54

207

15 4

-1

-6

-34

-42

-1

170 1

-1

-11 -72

-6

-3-2 1 -6

-107

-101

262

17 6

-1

-7

19 6

176

20 1

-5

-96

-34

-49

-1

-12

101

1 -34

-9 9

-5 4

-1

-2 09

-1

-60

-53 5

1_fin21_CRL_ Basecase.ufs L_Scenario8A

-3 7

124

-1

-60

-56 12

-25

-3

-114 -3 4

-9 6

-1

166

-23

-4

-114

-3 9

10 34

-12

-152

-2

127 -24

-1

-331

-200

-1

-21

-40

-4 1

159

-92 -200

-8

-65

-33

-2 17

-5 0

-7

-2

-1

257

117

29 -1

-1 3

186

-2

-6

4 20

-1

-1 8 51

-1

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0 -1

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-2

-1

-13

-27

-42

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-1 9

-2

102

-5

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-20

-1

-5

-2

7 -2

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-1 6

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-18

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-25

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37 48

-1

-8 -6

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51 2

-2

-1

44 4

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138

-25

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176

20 3

-27

-28

176

Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15

-2

-3

-1

-12

-28

-1

1 -27

-24

-12

-2

6 -1

-2

-1

-6

-3

-2

-26

-1

-2 64

-182

-22

-2 49

-1

-92

12 -21

-54

-3 3

-228

-10 -14

-24

-220

-1

-18

-7

155

-5 8

-2 27

-14

-1

-10

-1 4 -1

166

-11

-14 -113

-1

-3 3

-1 8

-2

-19

-2

287

-14

9 -129

-7

163

-14

-18

-1 15

-68

-370 15

-44

-195

-2 87

-3

-174

-20

-41

-430

-43193 0 -430

-14

-43

-273

-94

-111

-10

-413

-2

-34

-296

146

-6 2

-18 -1

-4

-88

-385

-14

16 6

-2

10 7

-10

16 63 91 -2

10 5

-3

-84 4 19

-108

282

-4 9 -49

202 -43

174

-1

6 16

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-9

13 5

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119

105 -2

-3

13 3 105

04 -304

-9

Atkins Ltd / DVV / ITS

80 -90

-1

2 9

-2 3

-1

-3 119

-1 6 -26

-5

9 166 -23 9 5

-9 0

-1 5

-20

-8

-7 3

-2

1 9

12 12 -1

23-11-15 AECOM AUSTRA

-7 6

9 4

-4 7

-3

SATURN

-1

-9

-7 6

-4

-60

-7

55 -5 5

-7 80

-1

-47

-141

-295 -2 28

-17

10 7

-5 1

-7 2 -1 24

225

-62

-3

-1

3 22 5

-1 -3

-2 -2

221

-3

-9

-130

-3 2 63

1 -3

-1

84 69

-1 91

-31

-50

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84 62

16 7

-3

-2 7

-3

224

-1

-1 45

-1

-7

-16

36 -205

-11

30 21

30 15

-3

-17

-78

-1 6

24 68 88

-225

1 17 1

-25 1

-19 7 -19 7

-7

-17 2 6

14 3

-2 -2

12 2

70 36 -1 20 21

-7 6 152

-43

-3 84

-1 1 -1 1

140

-92

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-1 80

-2 21 -1 97

2 2

-54

-7 6

-1 83

27 -2 4

-3

2 2

-18

-38

24 1

9 -1206 9

-66

-15

32 18

- 14

-5

-3

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- 53

-3 -47

-30

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-4

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-1 -1

32 -14

-3

9 11

-39

107

11 9

24 1

-1

-1 3

-31

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16 3

24 5

15 7 -2 0

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112 -16 107

-5

10 4

-1

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-25

7 12

364

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-1 7

4 21

-17

267

-1

-1 83

4 10

-2 5

-25

-2 7

4 21

128

-1 23

2 -1

1 -1

-4

7 26

-7

-1

266

0 18

7 2

-1 0

-8

4 12

18 0

-8

-1

-32

3 -1

-2

10 4

-13

4 -1

1 -1

-1 -1

116

-1

-2 4

-3 0

-6

13 26 6

-3 4

-1

102

-6

0 -1

104

-16

128

-1

-3

3 27 1

-1

-2

-2 5

-1

-4 4

Bandwidths = 100./mm

128

-9

5 -1

-1 4

128

-38 -1

6 -1

0 -3

266

-32

-2

104

-2

Differ: 2-1

-7

-1

-1 4

2 -1 14

116

-3

-2

-25

-80

167

-1 90

-5 0

-225 26

-1 44

5 51

26 10 8 26

-1 4

-1 4 73

-14

11 3

-14

-5 12

-4 9

-389

-4 55

0 12

4 -7

31 88

-4

186

-2

4 -7 -1 5

14 -4

23 6 -1

2 -1 2

-80

-216

221

-9

-3

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-2 24

83 75

11 5

-141

-142

-264

141

-90

-154

13 6

12 1

13 2 56

-15

-195

4 -7

52 -8 8

-1

-2

-1

-1 1

-1 6

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+ Demand flo - Demand flo

-4

-15

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-3

-32

-1 4

-1 31

3 -23

-2

226

-1

4 -1

-7

-1

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-2

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7 -7

23 -1

36 -2 3 -1

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130

0 -3

-24

128

-2

-20

-2

-1

-22

4 -1

-3

-23

-1

-6

-3 3

-21

-2

-5

-1

-18

-16

-7

-1 7

-3

-1

-3

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-24

127

-8

-7 9 1

-1

5 -2

22 17

11 0

-6

-5

7 16

-3

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10 4 -1 10

17 -17

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75 59

-1

-7

-1

114

91 30

-18

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113

23 62

9 12

-1

-2

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-5

-9

226

-6

11 9

75 -4

-52

4 36

120 5

-1

6 -1 75

-1

-12 3 3 12

-6

Link Annot:

-1

-3

-1

-76 -3 5

Scale 14449

-3

12 2 11

-4

-3

-32

-6

-1 37

-35

-3

-1

-2

19 2 11

-1 2

56 -1

-1

-11

110

-1

-7

12 -4

-23

8 -8

-1

-39

9 -8

-159

-1

-18

-2 7

1 -4

19 19

-61

9 -8

160

-1

108

-21

-4 0

-17 -1

02 -1

0 -1

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13 1

-3 1

3 69

-1

-1 78

16 8

-2 4

45 1 -1

147

-3 9

-14

-4

2 11 33

-1 -1

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-4

66 1827

-3 33

208

-5 5 -2 49

13 6

28 -49

-49

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112

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463

1 -4

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3 55

-1

18 -1

-4

25 2

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117

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-1 4

16 6 -1

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5 7

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109

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9 -1-3 8 3 32 -3 -17 -1 2

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2 -1

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221 -1

17 6

-12

5 67

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14 6

117

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463

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-3 -2

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-7

8 17

-1 68

-1

29 63

-4

-1

1 -4

4 68 -3

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153

24 4 -1 17

-7

-5

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15 3

188

-2

18 1

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28 3

-2

-10

-3

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-168

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62 -1

17 3

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17 1

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-12

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-7 0

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117

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463

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-1

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9 -2

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11 3

1_fpm21_CRL_ Basecase.ufs L_Scenario8A

-3 4

-395

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-46

-70 98

-3 6

-1

-113

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1 -4 -1 1

-57

-1

-7 0

-1 99

-161

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-118

-19

-18

-1

-161

-13

-1 0

-1

-8

-183

-389 -452 5

7 -2

-602

-167

-9 3

-5 7

13 -1 3 141

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-115

-67

-97

76 43

-2 6

-567

-1

-8

-2 87

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-337

-60

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31 -206

-336

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-1

-8

-1

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-1

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22 6

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-7

8 -3

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-74

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463

-8

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264

-14

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-1

-100

-1 16 -8 3

16 -38

-86

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-113 -204

-17

-11

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-14

117

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-43

48 -437

-438

-1 13

-7 8

-133

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361

-15

-50

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-27

-1 1

-3 2

-6

-1

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5 -2

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-1

102

-1

-8

-2

-6 -1

-1

-6

-21

-4

-5 -16

-14

Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15

-3

-1

-7

-3 5

-13

-33

5 -5

-2

-6

110

-5

-4 5

-1

-8

24 4 18

-3

-11

-1

-5 -1

-1

185

-4

-33

-5

-11

-1

271

-33

-10

-7

-1

-264

-1

72 -159

-7

140 34 9

-52 1

-134

-2

-1 84

-1

240

-495

-249

115

-5

454 -540

14 -202

136

35 0

-1

-38

348

-38

-8

-2

236

-15

463

-1

373 -6

11 7

3 46

-13

-12

-5

-16

-37

-3

-1

678

-3

15 -315

-1 18

-1 337

-18

-73

373

173

-6

31 9

-57 22 4

-2 49

-6

-2

-9 7

-267

-26

7 11

835

-1

16 9

-6 3

6 -1

463

-14

-2

-5 0

167

318

-1

167

361

-24

Atkins Ltd / DVV / ITS

69 -14-42 3

-1

117 18 -1 8 0 6

-8 1

-3 9

-44

36 1

109

-1

-10

-35

-1

-7 9

-39

264

-1

16 8

36 1

-1

-7 9

-77

-39

-9

-6

-1

-3

-1

-2

-1

9 9

23-11-15 AECOM AUSTRA

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix E

Travel Time Bar Graphs

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

AM Eastbound and Northbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street

Victoria Street

Customs Street

Quay Street

Nelson Street

Queen Street

New North Road

Mt Eden Road (partial)

Khyber Pass Road

Newton Road

EBD

NBD

EBD

Base Case

Scenario4D

Scenario5A

Scenario6A

Scenario6A_S

Scenario7A

Scenario8A

AM Westbound and Southbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street

Victoria Street

Customs Street

Quay Street

Hobson Street

Queen Street

New North Road

Mt Eden Road (partial)

Khyber Pass Road

Newton Road

WBD

SBD

WBD

Scenario5A

Scenario6A

Base Case

Scenario4D

Scenario6A_S

Scenario7A

Scenario8A

IN Eastbound and Northbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street

Victoria Street

Customs Street

Quay Street

Nelson Street

Queen Street

New North Road

Mt Eden Road (partial)

Khyber Pass Road

Newton Road

EBD

NBD

EBD

Base Case

Scenario4D

Scenario5A

Scenario6A

Scenario6A_S

Scenario7A

Scenario8A

IN Westbound and Southbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street

Victoria Street

Customs Street

Quay Street

Hobson Street

Queen Street

New North Road

Mt Eden Road (partial)

Khyber Pass Road

Newton Road

WBD

SBD

WBD

Scenario5A

Scenario6A

Base Case

Scenario4D

Scenario6A_S

Scenario7A

Scenario8A

PM Eastbound and Northbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street

Victoria Street

Customs Street

Quay Street

Nelson Street

Queen Street

New North Road

Mt Eden Road (partial)

Khyber Pass Road

Newton Road

EBD

NBD

EBD

Base Case

Scenario4D

Scenario5A

Scenario6A

Scenario6A_S

Scenario7A

Scenario8A

PM Westbound and Southbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street

Victoria Street

Customs Street

Quay Street

Hobson Street

Queen Street

New North Road

Mt Eden Road (partial)

Khyber Pass Road

Newton Road

WBD

SBD

WBD

Scenario5A

Scenario6A

Base Case

Scenario4D

Scenario6A_S

Scenario7A

Scenario8A

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix F

Travel Time and Volume Graphs

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

Wellesley St EBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Wellesley St EBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Wellesley St EBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Wellesley St WBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Wellesley St WBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Wellesley St WBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Victoria St EBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Victoria St EBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Victoria St EBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Victoria St WBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Victoria St WBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Victoria St WBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Customs St EBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Customs St EBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Customs St EBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Customs St WBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Customs St WBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Customs St WBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Quay St EBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Quay St EBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Quay St EBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Quay St WBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Quay St WBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Quay St WBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Nelson St NBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Nelson St NBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Nelson St NBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Hobson St SBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Hobson St SBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Hobson St SBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Queen St NBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Queen St NBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Queen St NBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Queen St SBD - AM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Queen St SBD - IN Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

Queen St SBD - PM Peak TRUE

P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix G

Signal Phasing & Node Graphics

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

Albert / Customs Street Intersection Node Graphics Rev1 Base Case 2001

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Albert / Wolfe Street Intersection Node Graphics Rev1 Base Case 4037

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Albert / Swanson Street Intersection Node Graphics Rev1 Base Case 2126

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Albert / Wyndham Street Intersection Node Graphics Rev1 Base Case 2062

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Albert / Victoria Street Intersection Node Graphics Rev1 Base Case 2041

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Hobson / Wellesley Street Intersection Node Graphics Rev1 Base Case 2025

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Albert / Wellesley Street Intersection Node Graphics Rev1 Base Case 2057

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Victoria / Federal Street Intersection Node Graphics Rev1 Base Case 2045

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Halsey / Fanshawe Street Intersection Node Graphics Rev1 Base Case 2040

AM Peak

IN Peak

PM Peak

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Rev2 Nodes

Lower Albert Street / Quay Street Intersection 2070

AM Peak

IN Peak

PM Peak

Rev1 Base Case

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

Rev2 Nodes

Lower Queen Street / Quay Street Intersection 2010

Rev1 Base Case

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

AM Peak

TRUE

IN Peak

PM Peak

Rev2 Nodes

Gore Street / Quay Street Intersection 2054

Rev1 Base Case

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

AM Peak

TRUE

IN Peak

PM Peak

Rev2 Nodes

Commerce Street / Quay Street Intersection 3127

Rev1 Base Case

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

AM Peak

TRUE

IN Peak

PM Peak

Rev2 Nodes

Queen Street / Tyler Street Intersection 4866

Rev1 Base Case

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

AM Peak

TRUE

IN Peak

PM Peak

Rev2 Nodes

Commerce Street / Tyler Street Intersection 4868

Rev1 Base Case

Scenario 4D

Scenario 5A

Scenario 6A

Scenario 7A

Scenario 8A

AM Peak

TRUE

IN Peak

PM Peak

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix H

Intersection VC Plots

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

SATURN Atkins Ltd / DVV / ITS 1_fam21_CRL_ Basecase.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario4D.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario4D 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario5A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario5A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario6A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario6 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS m21_CRL_Scen ario6A_S.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario6A_S 25-11-15

25-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario7A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario7A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario8A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario8A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS 1_fin21_CRL_ Basecase.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario4D.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario4D 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario5A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario5A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario6A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario6 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS n21_CRL_Scen ario6A_S.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario6A_S 25-11-15

25-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario7A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario7A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario8A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario8A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS 1_fpm21_CRL_ Basecase.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario4D.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario4D 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario5A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario5A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario6A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario6 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS m21_CRL_Scen ario6A_S.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario6A_S 25-11-15

25-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario7A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario7A 23-11-15

23-11-15 AECOM AUSTRA

SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario8A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm

Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario8A 23-11-15

23-11-15 AECOM AUSTRA

AECOM

Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling

Appendix I

Travel Times Against Observed Travel Times

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A

Travel Times Compared Against Observed Travel Times Morning Peak Travel Times

Wellesley Street (EBD) Wellesley Street (WBD) Victoria Street (EBD) Victoria Street (WBD) Customs Street (EBD) Customs Street (WBD) Quay Street (EBD) Quay Street (WBD) Nelson Street (NBD) Hobson Street (SBD) Queen Street (NBD) Queen Street (SBD) New North Road (NBD) New North Road (SBD) Mt Eden Road (NBD)** Mt Eden Road (SBD)** Khyber Pass Road (EBD) Khyber Pass Road (WBD) Newton Road (EBD) Newton Road (WBD)

Observed (seconds) Base Case

Resource Consent Trigger (+10min)

402 348 444 450 330 342 228 300 180 276 510 474 186 144 150 120 132 120 144 126

1002 948 1044 1050 930 942 828 900 780 876 1110 1074 786 744 750 720 732 720 744 726

Scenario 4D Forecast Forecast Increase Time (s) (%)

45% 43% 57% 35% 39% 16% 30% 14% 23% 31% 7% 23% 1% 0% -1% 0% 2% 1% 4% 1%

580 500 700 610 460 400 300 340 220 360 550 580 190 140 150 120 130 120 150 130

Trigger Time (s)

760 680 910* 790 640 580 480 520 400 540 730 760 370 320 330 300 310 300 330 310

Scenario 5A Forecast Forecast Increase Time (s) (%)

49% 54% 64% 56% 38% 75% 29% 37% 28% 30% 2% 4% 1% 0% -2% 0% 2% 1% 7% 2%

600 530 730 700 460 600 290 410 230 360 520 490 190 140 150 120 130 120 150 130

Trigger Time (s)

780 710 950* 910* 640 780* 470 590 410 540 700 670 250 180 200 160 170 160 200 170

Scenario 6A Forecast Forecast Increase Time (s) (%)

50% 50% 66% 35% 53% 30% 37% 24% 27% 26% 7% 13% 1% 0% -1% 0% 2% 1% 13% 1%

600 520 740 610 500 450 310 370 230 350 540 540 190 140 150 120 130 120 160 130

Trigger Time (s)

780 700 960* 790 680 630 490 550 410 530 720 720 250 180 200 160 170 160 210 170

Scenario 6A_S Forecast Forecast Increase Time (s) (%)

45% 45% 63% 42% 48% 28% 34% 21% 26% 21% 5% 14% 1% 0% 0% 0% 0% 1% 6% 1%

580 500 720 640 490 440 310 360 230 330 530 540 190 140 150 120 130 120 150 130

Trigger Time (s)

760 680 940* 820 670 620 490 540 410 510 710 720 250 180 200 160 170 160 200 170

Scenario 7A Forecast Forecast Increase Time (s) (%)

26% 35% 67% 27% 56% 22% 40% 17% 11% 20% 7% 19% 1% 0% -1% 0% 2% 1% 13% 1%

510 470 740 570 520 420 320 350 200 330 550 570 190 140 150 120 130 120 160 130

Trigger Time (s)

690 650 960* 750 700 600 500 530 380 510 730 750 250 180 200 160 170 160 210 170

Scenario 8A Forecast Forecast Increase Time (s) (%)

20% 12% 14% 10% 52% 16% 36% 16% 5% 13% 1% 28% 0% 0% -2% 0% 0% 0% 10% 1%

480 390 510 500 500 400 310 350 190 310 510 610 190 140 150 120 130 120 160 130

Trigger Time (s)

660 570 690 680 680 580 490 530 370 490 690 790 370 320 330 300 310 300 340 310

**The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has still been factored up, so it is a forecast travel time of the entire route)

25/11/2015

P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\CRL main enabling works Report\Rev2 Appendices\Appendix I - Travel Time Tables Against Observed Times\Travel Time Tables - Observed, Scenarios4D-8A Consent Reqs.docx Data from P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\Python\Travel Time â€“ Model Rev2.xlsx

Interpeak Travel Times

Observed (seconds) Base Case

Resource Consent Trigger (+10min)

438 324 450 570 312 348 246 252 168 288 588 624 168 132 174 180 114 102 132 120

1038 924 1050 1170 912 948 846 852 768 888 1188 1224 768 732 774 780 714 702 732 720

Scenario 4D Forecast Forecast Increase Time (s) (%)

17% 23% 65% 45% 14% 16% 28% 19% 40% 9% 13% 33% -1% 1% -1% 0% 1% 0% 2% 1%

510 400 740 830 360 400 320 300 240 310 660 830 170 130 170 180 120 100 130 120

Trigger Time (s)

690 580 960* 1080* 540 580 500 480 420 490 840 1010 350 310 350 360 300 280 310 300

Scenario 5A Forecast Forecast Increase Time (s) (%)

20% 29% 68% 73% 14% 78% 30% 52% 42% 10% 11% 18% -1% 1% 0% 0% 1% 2% 2% 6%

520 420 760 990 360 620 320 380 240 320 650 730 170 130 170 180 120 100 130 130

Trigger Time (s)

700 600 990* 1290* 540 810* 500 560 420 500 830 910 350 310 350 360 300 280 310 310

Scenario 6A Forecast Forecast Increase Time (s) (%)

21% 26% 68% 46% 22% 31% 33% 39% 41% 8% 13% 23% 0% 1% 0% 0% 1% 1% 2% 4%

530 410 760 830 380 460 330 350 240 310 660 760 170 130 170 180 120 100 130 130

Trigger Time (s)

710 590 990* 1080* 560 640 510 530 420 490 840 940 350 310 350 360 300 280 310 310

Scenario 6A_S Forecast Forecast Increase Time (s) (%)

19% 25% 70% 48% 23% 34% 34% 35% 42% 9% 13% 22% 0% 1% 0% 0% 4% 2% 6% 4%

520 410 760 840 390 470 330 340 240 310 670 760 170 130 170 180 120 100 140 130

Trigger Time (s)

700 590 990* 1090* 570 650 510 520 420 490 850 940 350 310 350 360 300 280 320 310

Scenario 7A Forecast Forecast Increase Time (s) (%)

14% 7% 71% 45% 33% 20% 35% 31% 33% 8% 16% 41% 0% 0% -1% 0% 2% 0% 4% 1%

500 350 770 820 420 420 330 330 220 310 680 880 170 130 170 180 120 100 140 120

Trigger Time (s)

680 530 1000* 1070* 600 600 510 510 400 490 860 1140* 350 310 350 360 300 280 320 300

Scenario 8A Forecast Forecast Increase Time (s) (%)

10% 5% 13% 9% 24% 12% 32% 30% 25% 6% 11% 39% 0% 1% -1% 0% 3% 0% 4% 0%

480 340 510 620 390 390 320 330 210 310 650 860 170 130 170 180 120 100 140 120

Trigger Time (s)

660 520 690 800 570 570 500 510 390 490 830 1040 350 310 350 360 300 280 320 300

**The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has still been factored up, so it is a forecast travel time of the entire route)

25/11/2015

Evening Peak Travel Times

Observed (seconds) Base Case

Resource Consent Trigger (+10min)

468 402 540 600 378 492 288 348 216 438 714 660 180 144 168 126 210 156 150 162

1068 1002 1140 1200 978 1092 888 948 816 1038 1314 1260 780 744 768 726 810 756 750 762

Scenario 4D Forecast Forecast Increase Time (s) (%)

41% 66% 74% 23% 18% 24% 26% 5% 26% 49% 9% 31% -2% 0% -1% 4% 0% 2% 3% 26%

660 670 940 740 450 610 360 370 270 650 780 860 180 140 170 130 210 160 150 200

Trigger Time (s)

840 870* 1220* 920 630 790 540 550 450 830 960 1040 230 180 220 170 270 210 200 260

Scenario 5A Forecast Forecast Increase Time (s) (%)

39% 69% 93% 62% 18% 73% 27% 22% 41% 55% 9% 38% -1% 1% -2% 5% 0% 4% 4% 26%

650 680 1040 970 450 850 370 420 300 680 780 910 180 140 160 130 210 160 160 200

Trigger Time (s)

830 880* 1350* 1260* 630 1110* 550 600 480 880* 960 1180* 230 180 210 170 270 210 210 260

Scenario 6A Forecast Forecast Increase Time (s) (%)

35% 70% 92% 48% 40% 41% 41% 12% 35% 48% 8% 30% -2% 1% 0% 4% 0% 2% 6% 4%

630 680 1040 890 530 690 410 390 290 650 770 860 180 140 170 130 210 160 160 170

Trigger Time (s)

810 880* 1350* 1160* 710 870 590 570 470 830 950 1040 230 180 220 170 270 210 210 220

Scenario 6A_S Forecast Forecast Increase Time (s) (%)

26% 41% 76% 31% 36% 20% 36% 21% 33% 6% 7% 18% -2% 1% 3% 7% 0% 2% 2% 3%

590 570 950 790 510 590 390 420 290 460 770 780 180 140 170 130 210 160 150 170

Trigger Time (s)

770 750 1240* 970 690 770 570 600 470 640 950 960 230 180 220 170 270 210 200 220

Scenario 7A Forecast Forecast Increase Time (s) (%)

48% 38% 121% 22% 43% 14% 40% 7% 24% 34% 3% 14% -1% -1% 0% 4% 1% 1% 9% -1%

690 560 1190 730 540 560 400 370 270 590 730 750 180 140 170 130 210 160 160 160

Trigger Time (s)

870 740 1550* 910 720 740 580 550 450 770 910 930 230 180 220 170 270 210 210 210

Scenario 8A Forecast Forecast Increase Time (s) (%)

50% 7% 15% 18% 29% 10% 35% 7% 13% 27% 2% 18% 23% -1% -1% 0% 1% -1% 4% -1%

700 430 620 710 490 540 390 370 240 550 730 780 220 140 170 130 210 150 160 160

Trigger Time (s)

880 610 800 890 670 720 570 550 420 730 910 960 400 320 350 310 390 330 340 340

**The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has still been factored up, so it is a forecast travel time of the entire route) Forecast increase is between modelled scenario and modelled base case. Forecast time is base case factored up by forecast increase. Trigger time type is based on observed base case and forecast time. Additional mitigation measures are required if monitoring indicates that the travel time exceeds the trigger time. The trigger times are calculated as per Condition 15 of the Main Decision regarding the monitoring requirements: - If the modelled forecast time is less than or equal to 4 minutes above the observed base case time, the trigger time for that route is defined to be 3 minutes greater than the forecast time. - *Else, if the forecast time is more than 4 minutes above the observed base case time, the trigger time is defined to be 30% greater than the forecast time. The routes for which this condition applies are marked with an asterisk in the travel time tables. 25/11/2015

Appendix H:

Cut and Cover Pipejack and Britomart Modelling Report â€“ Rev 0

technical note PROJECT

CRL PIPE JACKING

SUBJECT

FROM

SCENARIO TESTING CHRIS BIRD, MIGUEL MENEZES, JENNY CHU, SCOTT ELWARTH, RICHARD JENKINS, LAURENCE JONES (AT); MATTHEW HOYLE, BRUCE KASSIR (JTOC); MARCUS WILLIAMS (AECOM), PAULO NAITITI (XIGO) MICHAEL JONGENEEL

REVIEWED BY

IAN CLARK

DATE

31 JULY 2015

The following technical note documents the outputs of traffic modelling tests of the proposed temporary traffic management associated with the Pipe Jacking works within Auckland’s city centre. The assessment uses the 2021 Auckland City Centre SATURN model (so as to remain consistent with previous traffic modelling of the pipe jacking works, as well as that of the wider City Rail Link (CRL) works). The technical note compares six scenarios, as follows:



Base Case – Representing the existing city centre traffic network as at July 2015



Base Case + Bus Phase 1 – A scenario representing approximately October 2015 traffic conditions, following the first phase of bus priority measures intended to mitigate the effects of the CRL construction



Pipe Jacking Test 1 – A November 2015 traffic scenario, with work commencing at the first thee pipe jacking work sites



Pipe Jacking Test 2 – A January 2016 traffic scenario, with work being undertaken at all four pipe jacking work sites, and with the second phase of bus priority measures operational



Pipe Jacking Test 3 – A February 2016 traffic scenario, with conditions as per Test 2 but with the Quay Street cycleway under construction and one pipe jacking work site reopened to traffic



Pipe Jacking Test 4 – A July 2016 traffic scenario, as per Test 3 but with additional works associated with the CRL enabling works at Britomart, Albert Street and at the Downtown Shopping Centre.

During each of the above six scenarios, various other ‘background’ projects are also anticipated to affect the city centre traffic network. A full record of which projects are included within each scenario is included on Table 1 the following page. Below this, Table 2 provides details of the Albert Street intersections with Victoria Street and Wellesley Street.

2 Table 1: Summary of Temporary Traffic Management Scenarios

Base Case

Base Case + Bus Phase 1

Pipe Jacking Test 1

Pipe Jacking Test 2

Pipe Jacking Test 3

Pipe Jacking Test 4

Pipe Jacking Works Swanson Street shaft

Work site in operation

Victoria Street west shaft

Work site in operation

Victoria Street east shaft

Work site in operation

Wellesley Street shaft

Work site in operation

Bus Projects Bus Phase 1

Bus lanes on Wellesley Street, Victoria Street, Hobson Street, Halsey Street and Mayoral Drive; Bus routes shifted off Albert Street (north of Victoria Street), some North Shore services shifted to Wellesley Street

Bus Phase 2

Bus lanes on Queen Street and Customs Street/Beach Road; Bus routes shifted off Queen Street (Customs Street to Quay Street)

Other Projects Beach Road cycleway

Nelson Street cycleway

Under construction (two traffic lanes each way, shared right turn and through lanes) Stage 1 under construction (one lane closed from Union Street to Victoria Street during commuter peaks, two lanes closed off peak)

Stage 1 operational

Stage 1 operational;

(one lane closed from Union Street to Victoria Street)

Stage 2 under construction (Lower Hobson Street southbound service lane closed)

Quay Street cycleway

Wynyard Quarter closures

Under construction (two lanes each direction during the commuter peaks, with a shared right turn and through lane; one eastbound lane off peak with right turns banned except at Queen Street) Halsey Street closed (Fanshawe Street to north of Gaunt Street)

Halsey Street closed (Gaunt Street to Pakenham Street)

Halsey Street bus only (Victoria Street to Fanshawe Street)

City Rail Link works

Construction Traffic

Lower Albert Street northbound only from Customs Street to the HSBC building access; Double left turn from Lower Albert Street into Quay Street; Queen Street closed (Customs Street to Quay Street), except to construction traffic; Wyndham Street (east) closed at Albert Street One westbound through lane removed on Customs Street at Albert Street intersection 66-81 trucks/day to Wynyard Quarter

81-117 trucks/day to Wynyard Quarter

40-74 trucks/day to Wynyard Quarter; 15 trucks/day to CRL CPO site; 8-23 trucks/day to Precinct site

Table 2: Summary of Temporary Traffic Management Scenarios

Base Case

Base Case + Bus Phase 1

Pipe Jacking Test 1

Pipe Jacking Test 2

Pipe Jacking Test 3

Pipe Jacking Test 4

Same as Test 2

Albert Street Intersections Victoria Street

Wellesley Street

Same as Bus Phase 1

Same as Test 2

In the above intersection plots, bus lanes are generally represented by solid red pavement marking, and bus only movements are represented by pink arrows. Some bus lanes on Albert Street however have been represented by separate links. These links should not be confused with the service lanes running parallel to Albert Street, which are not represented in the SATURN models.

4 It should be noted that the bus priority works and revised bus routes associated with Bus Phase 2 are scheduled to take some four months to implement before becoming fully operational (December 2015 to April 2016). This transition period has been simplified in the modelling sequence, with Bus Phase 2 assumed to be fully operational from pipe jacking Test 2 onwards (January 2016). As a result, Tests 2 and 3 may each underestimate effects for buses, as the Bus Phase 2 bus lanes may not yet be operational at that time, and the existing (generally longer) bus routes may still be operating.

1 FLOW DIFFERENCE PLOTS Traffic flow difference plots are appended to this technical note. The plots illustrate the predicted traffic effects of the various scenarios assessed, by comparing the modelled traffic flows of each scenario with those of the Base Case. In these plots, green bands indicate increases in traffic flows due to the option, while blue lines indicate decreases in flows. The flows displayed are what SATURN terms “demand” flows, which are the traffic flows that wish to pass through each link, but may or may not be able to due to upstream bottlenecks. In congested networks, demand flows are higher than “actual” flows, which represent the traffic flows which are able to pass through each link, and the assessment of journey times in the following sections are based on these “actual” rather than “demand” flows. Note that the flow difference plots show an apparent decrease in traffic on streets that have bus lanes added as part of either the Bus Phase 1 or Bus Phase 2 works. In these instances the bus lanes have been represented as separate links in the scenario models. SATURN shows the reduction in traffic on the original link due to buses shifting onto the bus lane link, but is unable to show an increase on the bus lane link itself as these links are not in the Base Case network. In general, Bus Phase 1 is predicted to result in the least significant traffic redistributions, with no large increases predicted. Tests 1, 2, 3 and 4 are generally predicted to result increasing levels of traffic redistribution, with the following noted:



Increased pressure on Nelson Street in the morning peak, and increased pressure on Hobson Street in the evening peak, in all scenarios



Increased traffic on Gaunt Street due to the reopening of that route in Test 1



Relatively large increases in traffic on Beaumont Street in Tests 2 and 3, due to the closure of Halsey Street to all traffic except buses



Increased pressure on the motorway network in Test 4, particularly the evening peak.

2 SUMMARY STATISTICS Table 3 and Table 4 present the network wide travel times and travel distances for the scenarios modelled, for general traffic and for buses, respectively. These summary statistics are compared to the July 2015 Base Case. The travel times presented are in person-hours. This has been done in order to present a meaningful comparison between the predicted effects on general traffic users and those predicted for bus

5 passengers. To determine these, an average car occupancy of 1.2 persons per vehicle has been applied, as well as an average bus occupancy of 30 people. Little weight should be given to the absolute values presented in the following tables, as the total travel times and distances are largely dependent on the size of the network modelled. The statistics however provide an indicative measure of the potential disruption to traffic caused by each modelled scenario, relative to each other. Table 3: Summary Statistics â€“ General Traffic (including Construction Trucks)

Base Case

Base Case + Bus Phase 1

Test 1

Test 2

Test 3

Test 4

Travel Time (person-hours) Morning Peak

8,590

8,590 (-)

8,520 (-70)

8,590 (-)

8,870 (+280)

9,060 (+470)

Inter Peak

5,500

5,590 (+90)

5,600 (+100)

5,690 (+190)

5,850 (+350)

14,290

14,360 (+70)

14,090 (-200)

14,220 (-70)

14,690 (+400)

15,810 (+1,520)

Evening Peak

Travel Distance (vehicle-km) Morning Peak

173,100

173,000 (-100)

172,200 (-900)

173,600 (+500) 174,100 (+1,000)

Inter Peak

142,900

143,000 (+100) 142,500 (-400)

142,800 (-100)

143,600 (+700) 143,900 (+1,000)

Evening Peak

191,300

191,600 (+300) 190,100 (-1,200) 191,100 (-200)

192,400 (+1,100) 193,500 (+2,200)

Bus Phase 1, Test 1 and Test 2 are predicted to have relatively modest impacts on general traffic, with some improved network travel times predicted in part due to the reopening of Halsey Street between Fanshawe Street and Gaunt Street. Test 3 and Test 4 are predicted to have larger impacts on general traffic due to the restrictions on Quay Street to construct the cycleway on this route. Test 4 in particular is predicted to result in relatively large traffic effects in the evening peak period, due to the cumulative effects of the Quay Street cycleway and the wider CRL construction works. Unusually, traffic effects during the inter peak are predicted to be greater than the commuter peaks for some modelled scenarios. In these tests, additional inter peak lane closures on Nelson Street (and on the Nelson Street off ramps from the Southern and Northwestern motorways) to support the Nelson Street cycleway construction, and on Quay Street to support that cycleway, are predicted to result in increased inter peak travel time effects. Table 4: Summary Statistics â€“ Buses

Base Case

Base Case + Bus Phase 1

Test 1

Test 2

Test 3

Test 4

Travel Time (person-hours) Morning Peak

4,200

3,840 (-360)

3,960 (-240)

4,040 (-160)

4,170 (-30)

4,220 (+20)

Inter Peak

1,760

1,670 (-90)

1,730 (-30)

1,750 (-10)

1,780 (+20)

1,770 (+10)

Evening Peak

5,700

5,400 (-300)

5,480 (-220)

5,540 (-160)

5,770 (+70)

5,940 (+240) 1

Bus travel times corrected at Fanshawe Street on ramp, where the bus priority lane is not represented in the model

6 Table 4: Summary Statistics – Buses

Base Case

Base Case + Bus Phase 1

Test 1

Test 2

Test 3

Test 4

Travel Distance (vehicle-km) Morning Peak

2,140

2,020 (-120)

Inter Peak

1,020

970 (-50)

Evening Peak

2,170

2,020 (-150)

2,040 (-130)

2,010 (-160)

2,020 (-150)

In terms of bus effects, both travel times and travel distances are predicted to reduce for most time periods and most scenarios. This is due both to the new bus lanes proposed as mitigation, but also due to the shorter bus routes. Relatively large increases in bus travel times are predicted under Test 4, particularly in the evening peak. Significant delays for buses under this scenario are predicted on Anzac Avenue at the intersection of Waterloo Quadrant/Alten Road, where increased general traffic queues from Grafton Gully are predicted to affect this intersection. SATURN is a “mesoscopic” level traffic model, while the modelling of bus priority measures at closely spaced signalised intersections would correctly require a more microscopic level of analysis. As a result, the SATURN models predict zero bus benefits due to some bus priority measures, and in some instances dis-benefits. An example of this is on Albert Street, under tests 1 to 4, where the northbound bus lane will merge into the general traffic lane approximately 20 m short of the Victoria Street intersection. Within the SATURN models, all of the delay associated with the northbound queue is incurred at the Victoria Street intersection, and by stopping 20 m short of the intersection, the bus lane provides zero benefit. In reality of course, buses would bypass much of the northbound queue and be subject to a shorter delay than queued general traffic. As a result, the above assessment of overall bus travel times is somewhat conservative.

3 JOURNEY TIMES 3.1 General Traffic For each modelled scenario, journey times on six key city centre routes have been assessed as follows (see Figure 1 below):



Route 1: Wellesley Street between Victoria Street and Princes Street



Route 2: Victoria Street between Wellesley Street and Princes Street



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



Route 4: Quay Street and Lower Hobson Street between Fanshawe Street and Tangihua Street



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



Route 6: Queen Street between Mayoral Drive and Customs Street

7 Figure 1: Journey Time Routes Victoria Street Wellesley Street Quay Street

Queen Street Customs Street Nelson/Hobson

The above routes are consistent with those referred to in the Resource Consent for the Albert Street Stormwater Main Realignment Project. Condition 15 of these Consent Conditions set out a maximum permissible increase in journey times on the above routes of ten minutes, as a result of any temporary construction works. Table 5 to Table 7 present the modelled journey times for the six routes assessed. While the journey times given are generally for general traffic (ie not buses), it is noted that Wellesley Street westbound from Mayoral Drive to Lorne Street is bus only. As a result, the Wellesley Street westbound journey time shown is a bus journey time. Forecast changes in journey times in the tables below have been colour coded, in order to more clearly illustrate trends and compare scenarios. The following scale has been used: Journey Time Increases

Journey Time reductions

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

8 Table 5: Morning Peak Journey Times

Base Case

Base Case + Bus Phase 1

Test 1

Test 2

Test 3

Test 4

Wellesley Street Eastbound

6:20

6:50 (+0:30)

7:10 (+0:50)

7:15 (+0:55)

7:20 (+1:00)

Westbound

6:45

7:20 (+0:35)

7:55 (+1:10)

8:40 (+1:55)

8:55 (+2:10)

9:25 (+2:40)

Eastbound

7:00

7:40 (+0:40)

9:15 (+2:15)

9:05 (+2:05)

9:10 (+2:10)

10:25 (+3:25)

Westbound