C2 transport, access and parking by City Rail Link Ltd

Auckland City Rail Link In association with:

ENABLING WORKS CONTRACT 2 TRANSPORT, ACCESS AND PARKING DELIVERY WORK PLAN Separable Portion 1: Albert Street Cut and Cover Tunnel Document Ref: CRL-PAT-ENV-CON-PLN-000904 Revision: 5 FINAL 2 June 2016

COMMERCIAL IN CONFIDENCE

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DOCUMENT INFORMATION Organisation:

Connectus

Document Title:

Transport, Access and Parking Delivery Work Plan

Fulcrum Document Number:

CRL-PAT-ENV-CON-PLN-000904

Document based on MMS No:

n/a

Client:

Auckland Transport

Project:

CRL Enabling Works: Contract Two

Location:

Auckland CBD

Project No:

2665

REVISION HISTORY Rev

Date

Details

Author

Approver

23/11/2015

Draft for Auckland Transport review

M. Williams, J. Ho, S. Huq

Original signed

23/12/2015

Draft for CLG review

M. Williams

Original signed

1/3/2016

Draft for Independent Peer Review with CLG responses, amended program / sequencing & additional utility works

M. Williams, S. Huq

Original Signed

22/3/2016

Final

M. Williams, S. Huq

Bob Mawdsley

02/6/2016

Final with Council Certification Amendments

M. Williams

Bob Mawdsley

This document remains the property of Connectus. Its contents are confidential and shall not be reproduced, destroyed or given away without the express, written permission of Connects. The electronic version of this document in MMS Database on designated server(s) is the Master Copy and is a controlled document. Unless specifically noted thereon, other copies of this document are uncontrolled.

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Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Table of Contents

...............................................................................................3 Document Information .........................................................................................................................3 Revision History ..................................................................................................................................3 Traffic Glossary ................................................................................................................................. 10 1

INTRODUCTION ............................................................................................................. 12 1.1

General

1.2

Purpose of Transport, Access and Parking Delivery Work Plan

1.3

Spatial References

1.4

Designation Conditions

PROJECT DESCRIPTION ............................................................................................... 21 2.1

Summary of Methodology

2.1.1

Piling and capping beam construction within Albert Street

2.1.2

Customs Street intersection piling and road deck construction

2.1.3

Trench excavation and spoil handling

2.1.4

Waterproofing and tunnel construction

2.1.5

Trench backfilling

2.1.6

Utilities location and exposure

2.1.7

Temporary pavement

2.1.8

Deconstruction and final reinstatement

2.2

Construction Programme Summary

2.3

Construction Traffic Generation

2.4

Construction Workforce

2.5

Workforce Travel Management Plan

2.6

Hours of Operation

2.6.1

General

2.6.2

Site attendance

2.6.3

Residential zone road use restrictions

EXISTING CONDITIONS ................................................................................................. 31 3.1

General

3.2

Road Form and Use

3.2.1

Description

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3.2.2 3.3

3.4

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Temporary Traffic Management (TTM) levels and road hierarchy

Cyclists and Pedestrians

3.3.1

Infrastructure

3.3.2

Demand

Public Transport

3.4.1

Current areas served

3.4.2

New network infrastructure

3.5

Freight

3.6

Kerbside Management

3.7

Concurrent Projects and Developments

3.7.1

Auckland Transport and other Public projects

3.7.2

Private developments

PROPOSED TRAFFIC MANAGEMENT MEASURES ...................................................... 43 4.1

4.2

TMP Parameters & Philosophy

4.1.1

Philosophy

4.1.2

Notable parameters

4.1.3

Applied standards

Utilities

4.2.1

Utilities works inside trench alignment

4.2.2

Utilities works outside trench alignment

4.3

Traffic Sequence Summary

4.4

Temporary Speed Zones & Lane Widths

4.4.1

Temporary speed zones

4.4.2

Temporary and long-term lane widths

4.5

Vehicle Tracking

4.6

Intersection Controls

4.7

Traffic Signals

4.7.1

Long-term signal infrastructure and operational changes

4.7.2

Signalised pedestrian crossings

4.7.3

Wolfe Street direction reversal

4.7.4

Victoria / Albert signals

4.7.5

Lower Albert / Quay and other Quay Street signals

4.8

4.9

Lines and Signs

4.8.1

Line markings and delineation

4.8.2

Traffic management signs

VMS Signage

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4.10 Pavements

4.11 Barriers and Hoardings

4.11.1 Barriers

4.11.2 Hoardings and fences

4.12 Site Access

4.12.1 Haul route restrictions

4.12.2 Site access

4.12.3 Site access and gate controls

4.13 Property Access & Diversion Planning

4.13.1 Albert Street Southbound Service Lane (Wyndham Street to Victoria Street)

4.13.2 Property access to Stamford Residences

4.13.3 Mills Lane loop access (including Foodstuffs)

4.13.4 Access to Wyndham Street and Swanson Street (West) properties

4.13.5 Property access to 57 Albert Street

4.13.6 Access to 56 Albert Street

4.13.7 Proposed traffic diversions

4.13.8 Compensatory parking and travel provision.

4.14 Public Transport (Bus) Prioritisation

4.15 Active Transport Prioritisation

4.15.1 Pedestrian measures

4.15.2 Cyclist measures

4.16 Travel Demand Management

4.17 Planned Mitigation Measures

4.18 Potential Further Mitigation Measures

4.19 Contingency Planning

4.19.1 General procedures

4.19.2 Emergency vehicle access and procedure

4.19.3 Traffic incidents

4.19.4 Adjacent building evacuation

4.20 Alternative Transport Solutions 5

ASSESSMENT OF TRAFFIC EFFECTS .......................................................................... 84 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

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5.3.3

Sensitivity testing

5.3.4

Modelling conclusions

ASSESSMENT OF GENERAL EFFECTS ........................................................................ 95 6.1

Public Transport

6.2

Pedestrians

6.2.1

Pedestrian demand

6.2.2

Footpath treatments

6.2.3

Pedestrian crossings

6.2.4

Relocation of PT and pedestrian capacity

6.2.5

Customs Street

6.2.6

Swanson Street

6.3

Emergency Services

100

6.4

Over-dimension and overweight route changes

101

6.5

Kerb side management

102

6.5.1

Service vehicle parking

104

6.5.2

Taxi Operators

104

6.5.3

General Parking and Pickup/ Drop-off

104

6.6

Utilities assessment

104

6.6.1

Public Transport

105

6.6.2

Pedestrian

105

6.6.3

General Traffic Access

105

6.6.4

Emergency Services

106

6.6.5

Service and Freight Traffic

106

Monitoring ..................................................................................................................... 107 7.1

Monitoring Requirements

107

7.2

On-going Continuous Monitoring of Travel Time

108

7.3

Travel Times and Additional Congestion Mitigation Triggers

108

7.3.1

Determination of Indicative Travel Time Triggers

108

7.3.2

Determination of Monitoring Travel Time Triggers during Construction Phase

109

Communication and Stakeholder Interface ..................................................................... 111 8.1

8.2

Process

111

8.1.1

General

111

8.1.2

Specific consultation requirements

111

8.1.3

Complaints

112

Temporary Traffic Management coordination and process

112

8.2.1

114

Review process

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APPENDIX A – DRAFT WORKFORCE TRAVEL MANAGEMENT PLAN ........................................... A APPENDIX B – PRESCRIBED TTM LEVELS DIAGRAM ................................................................... B APPENDIX C – PEDESTRIAN SURVEY SUMMARY DIAGRAMS ..................................................... C APPENDIX D – BUS SERVICE CHANGE SCHEMATICS .................................................................. D APPENDIX E – PHASE 1 BUS LANE PLANS AND PHASE 2 CONCEPTS ........................................ E APPENDIX F – PROJECT TRAFFIC SEQUENCE AND SITE ACCESS PLANS................................. F APPENDIX G – KEY VEHICLE TRACKING CURVES ........................................................................ G APPENDIX H – TDM CAMPAIGN SUMMARY ................................................................................... H APPENDIX I – EARLY PIPE JACK MODE SHIFT SENSITIVTY TESTING REPORT .......................... I APPENDIX J – WOLFE STREET DIVERSION CONCEPT TRAFFIC MODELLING ............................. J APPENDIX K – CRL MAIN WORKS TRAFFIC MODELLING REPORT (REV 2) ................................. K APPENDIX L – INDICATIVE MONITORING TRAVEL TIMES..............................................................L APPENDIX M – COMMUNITY LIAISON GROUP REVIEW RESPONSE ............................................M APPENDIX N – INDEPENDENT PEER REVIEW & RESPONSE........................................................ N APPENDIX O – KERBSIDE MANAGEMENT (PARKING) CHANGE DIAGRAMS ............................... O APPENDIX P – NZTA FINAL FEEDBACK .......................................................................................... P

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TRAFFIC GLOSSARY Term

Definition

Asphaltic Concrete An enclosed shed for the purpose of blocking noise and light pollution from the residential dwellings within close proximity of the site Walking and cycling (as trips in their own right or as part of a public transport journey) AECOM NZ Limited

Acoustic Shed Active Transport AECOM AT

CBD

Auckland Transport Auckland Transport Code of Practice (document prescribing ATâ€™s adopted design standards and practices, such as for infrastructure devices, corridor access management and temporary traffic management) Auckland Tourism, Events and Economic Development (an Auckland Council organisation) Auckland Transport Operations Centre Corridor Access Request (also used to refer to the Corridor Access team at AT) Central Business District

CCI

City Centre Initiatives (an AC organisation)

CEMP

Construction Environmental Management Plan

CEPs

CPTED

Construction Execution Plans Central Motorway Junction (i.e. Spaghetti junction linking the Southern, Northwestern, Northern and Port motorway links) Construction Noise and Vibration Management Plan NZTA Code of Practice for temporary Traffic Management (national standard for TMP documentation, signage and practice) Crime Prevention Through Environmental Design

CRL

City Rail Link

Design Vehicle

The largest vehicle expected or permitted to use a section of road Delivery Work Plan â€“ management plan addressing management of a particular aspect of construction such as traffic, noise or archaeology Eastbound

ATCoP ATEED ATOC CAR

CMJ CNVMP CoPTTM

DWP EBD ECI

GRP

Early Contractor Involvement (i.e. Connectus) Engineering Exception Decision (approval for specific relaxation of standards or alternate engineering treatment, made by the AT CAR team) Glass-reinforced plastic

ITA

Integrated Transport Assessment

Left turn (lane movement descriptor)

MTC

Manual Traffic Controller

NBD

Northbound

NZTA

New Zealand Transport Agency

OMS

Orakei Main Sewer Smaller piled tunnelling shaft, located between Albert Street and Federal Street. Also known as the Victoria #2 shaft.

EED

OMS shaft

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Connectus Project #: 2665 Client: Auckland Transport

Term

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Definition

Trenchless pipe installation method where pipes are driven horizontally between two vertical shafts using a tunnel boring machine. This technique will be used for both the stormwater realignment and on a smaller scale by the OMS temporary by-pass works. Public Transport (i.e. buses, ferries and rail services) Road Controlling Authority (i.e. AT for CBD surface roads and NZTA for the motorway and state highway network) Right turn (lane movement descriptor)

SBD

Southbound

SOV

STMS

Single Occupant Vehicles Separable Portion 1 - CRL Enabling Works Contract 2: Customs Street West/Albert Street Intersection to Wyndham Street section Site Traffic Management Supervisor

TAP DWP

Transport, Access and Parking Delivery Work Plan (i.e. this document)

TBC

To Be Confirmed

TBM

Tunnel Boring Machine Traffic Control Committee (responsible for legal approval of changes to traffic control devices such as loading zones and bus stops) Travel Demand Management ( also referred to as â€˜TDâ€™) The Albert Street cut and cover works between the Downtown Centre site and south of Wyndham Street. Through (lane movement descriptor)

TSL

Temporary Speed Limit

TMCG

Traffic Management Coordination Group

TMP

VMS

Traffic Management Plan Temporary Traffic Management Plan for the CRL Albert Street stormwater main realignment works, equivalent and with similar content to this TAP DWP The main work site and largest piled tunnelling shaft located on the steep slope, located between Albert Street and Elliot Street. Also known as the Victoria #1 shaft. Variable Message Sign

WAP

Work Access Permit

WBD

Westbound

Pipe Jack PT RCA

SP1

TCC TDM The Project

TTMP Victoria Main shaft

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1 INTRODUCTION 1.1

GENERAL

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) relating to this Transport, Access and Parking Delivery Work Plan (TAP DWP) constitute part of the enabling works for the CRL. The Project involves the construction of twin rail tunnels within the Albert Street road corridor from Customs Street West to Wyndham Street. The tunnels will be constructed using a staged cut and cover method and are expected to take 33 months to complete. Figure 1 outlines the extent of works for the Project. This TAP DWP has been prepared by AECOM New Zealand Limited (AECOM) and forms part of the Construction Environmental Management Plan (CEMP) for the Project. Figure 1

1.2

Project site location plan

PURPOSE OF TRANSPORT, ACCESS AND PARKING DELIVERY WORK PLAN

The purpose of this TAP 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. As well as assessing the impacts of the proposed construction methodology and mitigations, it sets the framework for the subsequent development of Traffic Management Plans (TMP) for individual activities and stages of work during the Project life cycle (including associated resolution reports for traffic control device changes and Corridor Access Requests). The TAP DWP has been prepared in accordance with the CRL designation conditions, particularly Conditions 18, 25, 26 and 27 (see Table 1), and Condition 36 of the CRL Britomart to Wyndham Street enabling works resource consents (see Table 2). The TAP DWP will be implemented throughout the entire construction period and will be the primary tool for the management of traffic impacts resulting from the Project. It is a â€˜living documentâ€™ that will

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be reviewed and updated as the Project progresses and traffic and working conditions change. Any material change to the TAP DWP shall be submitted to Auckland Council (AC) for approval.

1.3

SPATIAL REFERENCES

For ease of reference it is noted that in this document Albert Street is referred to as running northsouth while the crossroads are referred to as running east-west. Traffic is thus referred to as moving northbound (NBD), southbound (SBD), westbound (WBD) or eastbound (EBD).

1.4

DESIGNATION CONDITIONS

Table 1 identifies the CRL designation conditions that specify what is to be addressed by the TAP DWP, and in turn which sections of the TAP DWP address these conditions. Table 1 TAP DWP CRL designation conditions and the relevant sections of this document

Condition Number

Designation Condition

Relevant Section:

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.

4, 7.2 and 8.2

Communication and Consultation 18.1

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

In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following:

2.5

(d) A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects 21.1

4.12

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

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

4 and 6

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:

4 and 6

(a) Managing the road transport network for the duration of construction

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by adopting the best practicable option to manage congestion;

25.3

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

4 and 6

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

4.12

(i) Form part of the regional arterial network;

4.12

(ii) Are overweight / over dimensioned routes;

4.12 and 6.4

(iii) Or other routes (specified below) where no other practical option is available. (c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery:

4.12 4.12

(i) Ngahura Road, for trucks heading to/from Eden Terrace construction site;

n/a

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

n/a

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

n/a

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

n/a

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

4.12

(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;

4.12

4.12 and 8

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(ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm. (e) Proposed temporary road lane reductions and / or closures, alternative routes and temporary detours, including how these have been selected and will be managed to mitigate congestion as far as practicably possible and how advance notice will be provided;

4 4,6 and 8

(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;

4 and 6

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

4 and 6

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

4 and 6

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. (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

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

(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:

4.20

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

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(ii) Potential adverse effects associated with alternative options;

4.20

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

4.20

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

4.20

Monitoring of Transport Network Congestion 26.1

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

4, 5 and 7

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:

5 and 7

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

5 and 7

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

5 and 7

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.

5 and 7

26.4

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

26.5

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

5 and 7

26.6

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

5 and 7

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

5 and 7

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

5 and 7

4.19.3 and 5

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.

5 and 7

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.

5 and 7

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26.9

26.10

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

5 and 7

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

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

n/a

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27.2

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

4, mainly 4.3

(g) Vehicular Access into and egress from:

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4, mainly 4.3

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

4 and 6

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

4 and 6

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

4 and 6

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

4 and 6

(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:

4 and 6

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

4 and 6

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

4 and 6

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

n/a

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

4 and 6

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(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

4 and 6

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

n/a

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

4 and 6

Table 2 CRL Britomart to Wyndham Street enabling works resource consent conditions related to traffic and the relevant sections of this document (for reference only)

Condition Number

Resource Consent Condition

Relevant Section:

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

4.12

4.12.3

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;

4 and 6

b. maintaining pedestrian access to private property at all times; and

4 and 6

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

4 and 6

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.

Resource consents: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437 Page 19

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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. Discharge Permit (to Air, R/REG/2014/5437) 71

The final AQMP(s) shall also provide detailed methods including, but not limited to, the following matters: b. a 20 km/hr vehicle speed limit within the Active Construction Zones and Construction Support Areas;

4.4

c. installation of wheel washes;

4.12

d. regular sweeping of public roads around the exit points of Active Construction Zones and Construction Support Areas and sealed vehicle accessways within these areas;

4.12

g. covering of loads of material being delivered and removed from the site;

4.12

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2 PROJECT DESCRIPTION This section presents a summary of the Project in relation to the matters required to be addressed by the TAP DWP. A detailed description of the construction methodology is provided in the CEMP.

2.1

SUMMARY OF METHODOLOGY

Connectus will construct two parallel rail tunnels within the Albert Street road corridor between Customs Street and Wyndham Street using a â€œbottom up2â€? cut and cover trench method. The total length of the tunnel for the Project will be 340m. A number of utilities are required to be removed, relocated, or supported during construction. Generally, the Project works will consist of the following Phases: Phase 1.

Utility alterations, piling and capping beam construction within Albert Street (including localised relocation of any conflicting utilities)

Phase 2.

Piling and road deck construction within the Customs Street Intersection

Phase 3.

Trench excavation, including using shotcrete and Rock Dowelling

Phase 4.

Construction and waterproofing of the rail tunnels

Phase 5.

Backfilling of the trench, including construction of the new road pavement.

The traffic management for these construction phases will be conducted in Stages as shown in Table 3. Table 3

Traffic management stages

Construction Phases

Stage A, B, C and 0 to 9 Stage 10 Stage 10+

Phase 1 and 2 Phase 2, 3 and 4 Phase 5

2.1.1

Piling and capping beam construction within Albert Street

Piling is required as the initial stage of construction for the Project. It includes the installation of cased continuous flight auger (CFA) piles and the construction of the pile cap on the western side of Albert Street. Figure 2 shows the location and staging of the piling (the sequence will be confirmed closer to construction). The asphalt surface of the road carriageway will be removed and the utilities relocated. Piling will then occur, and a Pile-Cap constructed to connect the piles along the western side of Albert Street. Reinforcing will be installed and concrete placed. On the eastern side of Albert Street, a service lane for construction traffic only will be constructed that predominantly sits on the piles and trench propping beams. Underground utilities will be lowered or protected as required to prevent their damage. The 5m wide construction deck will be installed along the eastern edge of Albert Street for construction traffic use only. On the western side of Albert Street a general traffic lane will be constructed that predominantly sits between the existing kerb line and the new piles and is supported by the existing pavement (see Figure 3). 2

The bottom up method involves piling and excavating the trench in full, constructing the tunnel structure and then backfilling. Top down construction involves piling, constructing a trafficable deck and the excavation to depth and construction from below. Page 21

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The piling rig will be moved across traffic lanes between work areas (such as between Albert Street and the work sites each side of Customs Street) in coordination with traffic phasing and under traffic control in off peak periods. The crossing distance is typically 3-7m and will take 1-2min. Figure 2

Piling Stages

Figure 3

Western traffic deck

2.1.2

Customs Street intersection piling and road deck construction

Piling and construction of a temporary deck structure3 at the Customs Street/Albert Street intersection will permit traffic to cross over the intersection, while tunnel construction occurs underneath. The deck will be constructed in four stages as shown in Figure 4. This will enable traffic to utilise the intersection during excavation and construction of the rail tunnel structures and avoids closing the intersection completely. Each stage requires pile installation and jet-grouting followed by excavation to approximately 2m depth to allow the construction of the concrete deck. Once all four piling and deck sections are complete, excavation and tunnel construction can commence beneath the live intersection with access from the main trench excavation. In addition to supporting the traffic deck, the piles and jet-grout columns hold back the soil during excavation beneath the deck and stop water from entering the excavation site. After tunnel construction the area under the deck will be backfilled and the deck structure â€˜buriedâ€™ - i.e. the deck will no longer be a separate deck structure and will be permanently incorporated in the area immediately below the intersection pavement.

Top down construction method Page 22

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Figure 4 (sequentially)

2.1.3

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Staged construction of road deck â€“ sections of the deck will be constructed in 4 stages

Trench excavation and spoil handling

As a general principle, the trench excavation will be carried out in layers as shown in Figure 5 with installation of temporary struts and ground anchors as the depth increases. The programme of excavation will be structured in such a way as to aim to complete full depth excavation between CH350 and 610 first, allowing tunnel construction works (approximately CH 270-350) to commence following this. As excavation progresses, steel whaler beams and struts are installed in combination with ground anchors to support the piled trench walls. In addition, a conveyor belt will be installed to move spoil material to loading points along the eastern deck. Installation of shotcrete and vertical strip drainage will also occur in tandem with the excavation process. Once the strip drains, ground support and shotcrete have been installed, struts will be installed and the excavation continued to the next level. The excavation will be undertaken from construction traffic, machinery and loading deck running the full length of the eastern side of the works. Figure 6 shows a typical section for the cut and cover tunnels along Albert Street.

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Figure 5

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Excavation - layers

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Figure 6

2.1.4

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Typical cross section for the Albert Street Cut and Cover Tunnels

Waterproofing and tunnel construction

The construction of the rail tunnels will be a rolling process with multiple work faces progressing simultaneously. The tunnel works will start at the southern end of Albert Street when the excavation plant is clear of the base of the tunnel. Tunnel construction will be broken into 12m lengths, and comprises the following tasks: -

Base drainage and blinding Waterproofing Base foundation and construction Wall construction Roof construction Roof waterproofing.

Concrete will be pumped to the works by pump machinery that is initially located at the southern compound near Wyndham Street. The pump machinery is moved along the eastern construction deck as required. 2.1.5

Trench backfilling

As the construction of the tunnels progresses, back filling of the cut and cover excavation in the Custom Street Intersection and Albert Street trench will occur. The trench backfill will be placed on top of the tunnel structure after construction has been completed for a sufficient length (approximately 50m), including the installation of the waterproofing membrane, and will continue to follow the tunnel construction as it progresses. A layer of concrete blinding (or similar) will be placed over the roof Page 25

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membrane for protection from the trench backfill works. A delivery truck will unload backfill material at the southern compound and along the eastern construction deck. Backfill material will be loaded onto the conveyor system that will transport it to the correct position above the tunnel. The majority of the trench structure removal (i.e. backfill, pile cap removal, deck and barrier removal and new pavement construction) will occur within the trench worksite with temporary lanes required as the barriers are removed. Works to complete new utility routes or reinstate existing utilities will be co-ordinated with the filling operation as it reaches the upper layers. Finally, the construction of the new permanent road pavement will occur in stages after the trench backfill has been completed. 2.1.6

Utilities location and exposure

The location of all network utilities will have been thoroughly identified prior to piling and, wherever possible, the pile positions selected so that they do not conflict with any utilities. Once a thorough site inspection has been completed, a permit to dig will be issued which will clearly show the location of all utilities. Any necessary relocation of utilities within the established work sites will occur prior to commencement of piling as required with the majority of utilities relocated or altered prior to the start of 4 piling and the main civil works (also see Section 4.2 of this DWP ). Network utility operators that will be affected by the works include Vector Electricity and Communications, Vector Gas, Chorus, Auckland City and Vodafone. The final method for protecting, or relocating each utility will be provided by the relevant utility operator and depends on the type of utility and its location (confirmed during excavation). 2.1.7

Temporary pavement

Where required in order to maintain traffic movements, it will be necessary to put down a temporary pavement. Temporary pavements will consist of unbound granular material with a bituminous seal, concrete panels or secured and cushioned (for noise mitigation) steel plates on the surface. 2.1.8

Deconstruction and final reinstatement

The deconstruction of the tunnel barrier and temporary decks will essentially follow the reverse staging of the construction, albeit over a shorter period and with the majority of the works undertaken from within the trench barrier area. Following this will be the construction of the final urban design streetscape works. The urban design is currently being developed and this TAP DWP will be updated to confirm the deconstruction and streetscape TMP works form and methodology.

The CEMP contains a full description of the required utility works and methodology for their implementation if further detail is required. Page 26

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2.2

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CONSTRUCTION PROGRAMME SUMMARY

The Project works will start in May 2016 with mobilisation and compound establishment then utility alterations and piling along Albert Street. Indicative key milestones for the project phases relevant to the TAP DWP are described in Table 4 while the programmed lengths of each TMP phase are given in Table 5. A comprehensive programme of works is provided in the CEMP. Table 4

Summary of indicative key milestones relevant to traffic management

Phase

Traffic management stages

Dates

Duration of phases

1. Utility alterations, piling and deck

Stage 0 to 9

June 2016 to April 2017

10 months

2. Excavation

Stage 10

3. Tunnel box

Stage 10

4. Backfill

Stage 10

5. Reinstatement

Stage 10+

Table 5

March 2017 to March 2018 August 2017 to August 2018 November 2017 to November 2018 April 2018 to January 2019 TOTAL

12 months 12 months 12 months 9 months 33 months

Summary of indicative TMP stage key milestones

Traffic Sequence Stage

Indicative start date

Indicative end date

A,B and C

31 May 2016

11 September 2016

12 September 2016

5 October 2016

6 October 2016

12 December 2016

13 December

19 December 2016

20 December 2016

15 March 2017

16 March 2017

22 March 2017

23 March 2017

6 April 2017

7 April 2017

19 April 2017

20 April 2017

8 May 2017

9 May 2017

15 June 2017

10, including urban design and final surface sub-stages (TBC)

16 June 2017

25 January 2019

2.3

CONSTRUCTION TRAFFIC GENERATION

Overall, the predicted volume of construction traffic generated by the Project will be relatively low, averaging approximately six vehicles per hour and 50 per day over the expected ten hour workday. This construction traffic will be spread across the several site accesses and loading zones on the eastern side of Albert Street and in Customs Street and Lower Albert Street. Figure 7 shows the estimated construction traffic generation across the Project life.

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Figure 7

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Estimated construction truck generation across Project life

As shown in Figure 7, daily vehicle movements (trucks and light vehicles) are expected to vary for the Project as a whole from an initial volume of approximately 40 vehicles / day during piling to a peak of approximately 140 vehicles / day during excavation and tunnel box concrete pouring. In addition to the estimated truck volumes shown in Figure 7, it is anticipated that there will be up to 12 light vehicle movements per day across the Project area. These generated traffic estimates exclude third party vehicles associated with the changes to traffic management and temporary works installation, streetscape, or utility alterations5 or other discrete traffic events (typically weekend or night time) as may be required for the delivery of large specialist plant or road sweeping.

2.4

CONSTRUCTION WORKFORCE

The Project workforce is estimated to vary between approximately 20 staff initially, and a peak of 70, with up to 30 being office based engineering or administration staff. Additional third party workforce such as utility authority and traffic management staff will attend site for utility alterations or discrete events in addition to those described above.

2.5

WORKFORCE TRAVEL MANAGEMENT PLAN

A Workforce Travel Management Plan has been prepared for the Project and is provided in Appendix A. Limited parking will be provided for Project staff, with this being provided for core staff (predominately office and managerial), at the Downtown Car Park operated by AT. General workforce parking will not be available in the worksites. It is expected that associated trips and traffic impacts will be minimised through car sharing, use of public transport and off-peak shift starts (especially in the morning). The Project workforce will be provided with public transport travel information, and encouraged to car pool if they choose to drive and use nearby public car parks. 5

Note that the program has been amended to include utility works prior to the start of main works shown in this figure and the actual construction volumes will vary in timing but are not expected to increase. Page 28

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2.6

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HOURS OF OPERATION

2.6.1

General

The normal Project work hours will be 7am to 7pm, Monday to Saturday. CRL designation condition 31.1 and 36.3 (b) sets limitations on operating hours for piling and road (saw) cutting: 

7pm-7am: no piling



10pm-7am: more significant noise and vibration limitations

Night time works are proposed (subject to noise restrictions and management) for installation of the permanent wearing course at the Customs Street intersection (two night’s total) and for steel fixing of the rail tunnel roof (one full year). 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 amendments to signals, which will be undertaken as weekend works when motorised and pedestrian traffic is significantly reduced. 2.6.2

Site attendance

The site(s) will be attended by a qualified Manual Traffic Controller (MTC) during operational hours to manage construction vehicle access and other traffic management duties as needed. A project wide Site Traffic Safety Manager (STMS) will be on site during the normal operational hours; and available when the site is unattended in accordance with normal practice. 2.6.3

Residential zone road use restrictions

Wyndham Street has residential zoned properties along its northern boundary between Albert Street and Hobson Street as shown in Figure 8 as required by NoR condition 25.3 (d). Construction trucks will only use this length of Wyndham Street during the following hours and after prior advice to residents consist with the requirements of the Communication and Consultation: 

9:30am-4pm, Monday to Friday (i.e. no CRL construction trucks to use this road section 7am9:30am or 4pm-10pm)



9am to 2pm, Saturday (i.e. no CRL construction trucks to use this road section 7am-9am or 2pm-7pm)

CRL construction trucks may not use Wolfe Street or Swanson Street (west of Albert Street) at any time as prescribed by NoR condition 27.1(k). This route ban will be included in directions to staff and suppliers both at project induction, in individual TMPs and again on leaving the site by the controlling MTC.

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Figure 8

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Estimated construction traffic generation across Project life6

Auckland City Operative District Plan 2004 (Central Area Section) Page 30

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3 EXISTING CONDITIONS 3.1

GENERAL

The existing transport network conditions are described in the Integrated Transport Assessment (ITA) submitted as part of the Notice of Requirement process for the CRL designations, and are summarised in the following sections.

3.2 3.2.1

ROAD FORM AND USE Description

Albert Street currently provides for traffic distribution and property access in the central city with the addition of a significant number of bus services. Albert Street currently has two lanes, including a bus lane for each direction, with the following existing turning restrictions: 

NBD right turn into Victoria Street (east)



NBD and SBD right turn into Wyndham Street (both east and west)



Peak hour SBD right turn into Swanson Street (west)

There is also a southbound single lane “service lane” which provides access to Durham Street. Lower Albert Street has a two-lane approach to Customs Street intersection and provides accesses to adjoining buildings. Customs Street has three lanes in the west approach to Albert Street, and four lanes in the east approach. This street forms a key east-west connection in the CBD. The right turn into Albert Street from Customs St west approach is currently banned. Swanson Street and Mills Lane currently have one general traffic lane for each direction of traffic without turning restrictions at the Albert Street or Mills Lane intersections. These minor side streets primarily provide back of house access to adjoining properties, notably including Stanford Plaza, the Foodstuffs Queen Street New World supermarket and a number of residential and business carparks. No on-street parking is allowed on the east-west sections. Wolfe Street is currently a single lane one-way street (eastbound direction). This street provides access to local businesses, residential properties and an educational facility. Federal Street south of Swanson Street is a two-way street with a single general traffic lane in both directions, and primarily provides access to two car parking facilities, one within the Reo building at 15 Federal Street and the second within the ANZ building (the entrance is located adjacent to 18 Federal Street). There are a number of apartment buildings on the street and an educational facility. Wyndham Street currently has two lanes plus parking for each approach to Albert Street and primarily provides access to businesses and St Patricks Square. Wyndham Street forms a signalised intersection with Albert Street. Victoria Street (along with Wellesley Street and Customs Street) is one of three primary east – west routes through the CBD for all modes, but especially general traffic and buses. Victoria Street typically has two lanes in each direction with an additional stand up lane at intersections (such as for right turns), with the following turning restrictions: 

WBD right turn into Albert Street (north) Page 31

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

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EBD right turn into Queen Street (south)

Wellesley Street is a key east-west arterial through the CBD with an increasing importance and primacy as a bus route. Wellesley Street typically has two general lanes for each direction of traffic, without turning restrictions at the Albert Street intersection notably. Current travel times indicating current performance along the notable roads are provided in the preworks monitoring undertaken by NZTA (via Auckland Motorway Alliance – AMA) for AT as described in Section 5 of this TAP DWP. 3.2.2

Temporary Traffic Management (TTM) levels and road hierarchy

The features described above and the prescribed Temporary Traffic Management (TTM) from ATCoP are summarised in Table 6. The applicable TTM levels and road hierarchy designations are also shown diagrammatically in Appendix B. Table 6

Road form and TTM summary

Street name

Albert Street

Road hierarchy description Collector

Prescribed TTM level 2

Typical lane arrangement

 1NBD, 1SBD general lanes  1NBD, 1SBD bus lanes

Local (VictoriaWellesley)

 1SBD service lane (between Victoria St and Wellesley St)

Swanson Street

Local

 1WBD, 1EBD general lanes

Mills Lane

Local

1, L

 1WBD, 1EBD general lanes

Victoria Street

District Arterial

 2 WBD, 2 EBD lanes between Fanshawe St and Queen St  2 EBD, 3 WBD between Queen St and Princes St

Wellesley Street

District Arterial

 2 WBD, 2 EBD lanes between Victoria St and Princes St

Customs Street

District Arterial

 3EBD, 4WBD

Wyndham Street

District Arterial

 2EBD, 2 WBD

Federal Street (South of Swanson Street)

Local

 1 NBD, 1SBD general lanes

Wolfe Street

Local

 1 WBD general lane

3.3 3.3.1

CYCLISTS AND PEDESTRIANS Infrastructure

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

There is an existing footpath on both sides of all streets in the Project area.



Existing footpaths are typically wider than 3.5m and up to 4-5m wide on Victoria, Wyndham, Wellesley and Albert Streets, except for Swanson Street and Wolfe Street where they are generally 2.5m or slightly wider.

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

There is an existing footpath pinch point along Albert Street between Wyndham Street and Wellesley Street adjacent to the low level service lane.



Crossroads along Albert Street have steep gradients making for unattractive walking (and cycling) conditions; e.g. Victoria Street is approximately 9% grade east of Albert St and Wellesley Street is approximately 11% grade.



Traffic splitter islands associated with the SBD low level service lane between Victoria and Wellesley streets makes for difficult waiting conditions with limited storage capacity for crossing pedestrians at the Albert Street signals.



A two-way, fully segregated cycleway has been installed on Beach Road7

Table 7 and Figure 9 outline the cycle facilities available in relation to the Project area. Table 7

Project area cycle facilities summary

Street

Cycle lanes

Cycle boxes

Other cyclist facilities

Albert Street

None

NBD approach lanes to Victoria Street signals

Cyclists can use existing bus lanes along Albert Street

Swanson Street & Mills Lane

None

Victoria Street 8

None

WBD approach lanes to Hobson Street signals EBD and WBD approach lanes to Federal Street signals EBD and WBD approach lanes to Albert Street EBD and WBD approach lanes to High Street

None

Wellesley Street

None

Customs Street

None

Lower Albert Street

None

Cyclists can use existing bus lanes along Lower Albert Street

Wyndham Street

None

Wolfe Street

None

Federal Street

None

Included in modelled ‘basecase’ Interim cycle lanes and stop boxes will be provided at these intersections during some stages of the pipe jack works as width allows – refer Pipe Jack TTMP for detail 9 Interim cycle lanes are expected to be provided to provide a two way facility on this street through a tactical urbanism intervention prior to or soon after the start of the main works. 8

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Figure 9

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Project area cycle network (source: AT Central Area guide map)

Cycle projects of note in the Project area which may increase cycle use through improved cycling conditions and connectivity include: 

Phase 1 of the segregated Nelson Street Cycleway (open late 2015 / early 2016) from CMJ down to Victoria Street.



Nelson Street Cycleway Phase 2 (Victoria Street to Quay Street) is expected to be operational from August 2016



Tactical urbanism project (paint and minor civil works) along Federal Street (in place April 2016).



The Quay Street Cycleway will be constructed in an interim form and will be operational before the Project starts in May 2016.

The cycleway projects currently proposed or under construction in place of current general traffic lanes are shown in Figure 10.

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Figure 10

3.3.2

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

CBD Cycleway and bus lane projects in place of general traffic lanes

Demand

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

The Victoria / Albert intersection and approaches



Across Albert Street and the Swanson Street and Wyndham Street signals



Along Albert Street in the blocks to the south of Wyndham Street and north of Quay Street

The survey results show low levels of pedestrian activity along and across Albert Street in the vicinity of the Wyndham Street and Swanson Street signals. The surveys show moderate to busy levels of pedestrian activity around the Victoria / Albert intersection. In both cases the busiest period was the inter-peak and is likely associated with lunchtime eating and retail activity. There is some evening peak precedence WBD on Victoria and NBD on Albert Street which may be associated with bus use. The results of the survey are summarised in the diagrams presented in Appendix C. Cycle activity in the project areas is unconfirmed, but casual site observation suggests it will be relatively low perhaps due to the steep topography of the crossroads and high levels of bus and other traffic volumes. This may change with the opening of the Nelson Street Cycleway.

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3.4 3.4.1

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

PUBLIC TRANSPORT Current areas served

In general, the following routes are served: 

Central routes (CBD only) by Albert Street, Victoria Street and Wellesley Street



Northern route by Albert Street, Victoria Street and Wellesley Street



No southern routes through the affected area



No eastern routes through the affected area



Western routes by Albert Street



Morning and evening peak hour bus lanes on both sides of Albert Street (which can also be used by cyclists)



No existing bus lanes on other streets

3.4.2

New network infrastructure

AT is currently in the process of implementing bus lane, service route and stop changes which align with the proposed future ‘New Network’ and remove bus movements from direct conflict with the CRL enabling works projects along Albert Street and around Britomart (i.e. from lower Queen Street, Tyler Street and Galway Street). The key driver for this work is to implement the New Network with the side benefit of supporting TDM measures and mode shift to minimise impact to bus users due to CRL construction activities. The bus lanes will mitigate bus service levels and improve bus travel times and reliability (bus priority) to encourage and support mode shift and reduce single occupant vehicle trips (and thus reduce network congestion). These operational and infrastructure changes include amendments to kerbside management (i.e. parking, taxi ranks, loading zones and the like). The proposed works are to be delivered in two stages, with Phase 1 changes already implemented: 

Phase 1 (recently constructed and operational) – the schemes and resolution reports have been approved by the Traffic Control Committee and have been currently operational since October 2015, with the relocation of the majority of Albert Street buses onto Queen Street and Hobson Street



Phase 2 – the infrastructure design to support the proposed changes is currently under investigation and is expected to be constructed and operational by mid-April 2016, prior to the start of the main CRL enabling works on Albert Street and at Britomart. This phase will see the remaining bus services on Albert Street (south of Victoria Street) re-routed and all services removed from Lower Queen, Galway and Tyler streets.

The Albert Street services will be removed from the CRL project area and the Albert Street bus lanes (or at least the SBD lane) will become redundant as will interim layover on Wyndham Street. Buses and infrastructure will also be removed from Lower Queen Street during this phase. Summary diagrams supplied by AT summarising the current and proposed bus network service changes are presented in Appendix D. The additional bus lanes and associated changes to kerbside management (i.e. bus stop locations, parking and loading zone changes) are shown in Appendix E10. Figure 10 summarises the bus lanes being installed by phase, which supplement or extend the

The Phase 2 concepts are provided with the Phase 1 legal resolution drawings as enacted Page 36

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existing bus lanes. These changes are mentioned here as they will be in place prior to the start of the Project works and strongly influence network performance for both buses and general traffic.

3.5

FREIGHT

Albert Street is currently a nominated over-dimension (OD) route as shown in Figure 11, with it and the other roads in the Project area otherwise providing for local property service activities (e.g. deliveries and couriers). Albert Street will cease to be an OD route with implementation of the CRL cut and cover works along Albert Street. Customs Street is a nominated OD and over-weight (OW) route but will be restricted in this regard during the Customs / Albert intersection works. When the below grade bridge structure is in service Customs Street will not be available as an OW route. Figure 11

CBD OD routes (source: NZTA OD map 27)

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KERBSIDE MANAGEMENT

Figure 12 summarises the existing kerbside management types in the Project area. Not shown for simplicity are the loading zones on the two lower level service lanes on the eastern side of Albert Street between Wyndham Street and Victoria Street, and Victoria Street and Wellesley Street. Figure 12

Existing kerbside management areas in the project area

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Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

CONCURRENT PROJECTS AND DEVELOPMENTS

3.7.1

Auckland Transport and other Public projects

Various projects are planned for commencement and completion in the CBD during the project construction. These have been discussed in workshops with AT CRL team, wider AT stakeholders, ATOC team and the Project ECI contractor team members. Table 8 below summarises known upcoming public works projects within the Auckland CBD. Table 8

Relevant concurrent public projects

Project

Status

Programme

Impact to Proposal

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

ECI phase construction methodology development

Construction start – June 2016 Construction end – January 2019

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

Construction start – December 2015. Operational by – May 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 in kerbside lane of Fanshawe Street.

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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Figure 13 shows the location of these projects other than the stormwater works (but not all public works projects in the wider CBD such as the Nelson Street cycleway bridge works over CMJ). In summary, the projects will cumulatively increase traffic congestion as a result of reduced lane capacity (temporary reduction during construction and permanent reduction when operational). The relevant lane capacity impacts 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 (see Section 6 of this TAP DWP). The construction traffic associated with these works is not considered to be significant and has not been modelled. Figure 13

Relevant concurrent public projects

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Private developments

Table 9 describes known private developments within the CBD with the potential for temporary traffic management interaction. Table 9

Relevant concurrent private projects (confirmed and proposed)

Developments

Status

Programme

Permitted haul route

1 Mills Lane Office Tower and Hotel (the former Herald site at 46-56 and 58 Albert Street)

Applied for consent

March 2016+, TBC

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

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

Hotel opening mid2019 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.

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 / HobsonVictoria-Albert-WellesleyNelson / Hobson

Downtown Shopping Centre redevelopment

Consented and contractor appointed

May 2016 to September 201811

TBC, but likely to be Quay-Lower Queen-siteLower Albert-Quay

Operational by â€“ April 2019

Most recent dates for this project made available since the preparation of this assessment and modelling is that this will now start in June 2016 and complete mid-2019 for tower block component (shopping podium is expected to open earlier) Page 41

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Figure 14 shows the location of the proposed developments. Figure 14

Relevant concurrent private projects and known current haul routes

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4 PROPOSED TRAFFIC MANAGEMENT MEASURES 4.1

TMP PARAMETERS & PHILOSOPHY

4.1.1

Philosophy

This TAP DWP has been developed in general accordance with the traffic management approach put forward in the CRL designation conditions and the supporting ITA. In practical terms this means providing for the connectivity and access described in the designation conditions wherever and whenever possible and in particular for main road movements. Additional turn bans or changes to connectivity or access have been restricted to those imposed by safe operational practice, and geometric or spatial constraints for traffic management. Measures to mitigate congestion further (but which would alter connectivity and community expectations as envisaged by the designation) are identified for further investigation if monitoring or general 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 Wellesley WBD right turn ban or changes to ramp metering of the motorway) are being considered by AT’s network and road operations teams with the cooperation of NZTA for faster deployment if needed (see Sections 4.17 and 4.18 of this TAP DWP). A practical approach also recognises that the cumulative effects of the Project, reduction in general traffic capacity for bus and cycle lanes and the many other public and private projects being undertaken around the CBD will be much greater than previously noted. Uncertainty in the overall traffic condition and levels of congestion will persist as the timing and method of public and private developments continues to evolve. If the traffic impacts are less palatable than anticipated, there may be greater acceptance of more restrictive traffic management measures by the wider community. The modal priorities adopted are (in order): 1. Active transport 2. Public transport 3. Service vehicles / taxis / freight 4. General traffic (including construction traffic). 4.1.2

Notable parameters

The following notable parameters have been provided for in the development of management concepts, layouts and modelling: 

Active and public transport should be prioritised where possible to encourage mode shift and reduce congestion in line with the Project consent philosophy.



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



Pedestrian movement to and from the interim Northern Busway platforms on Lower Albert Street will be maximised along the southern side of Customs Street (with the closure of the northern footpath for the Downtown Shopping Centre re-development and work compounds).

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

East-west connectivity must be maintained at Customs, Victoria and Wellesley streets at all times. There are three principal east-west routes across the Auckland CBD, namely Customs Street, Victoria Street and Wellesley Street; and to a lesser degree Quay Street. These are supplemented by Quay Street and the motorway collar between the Grafton Gully and Fanshawe Street on and off ramps for cross-town traffic. To allow the CRL Albert Street stormwater main realignment and main tunnel works to proceed in parallel (and thus reduce the duration of impacts to the community by approximately 14 months and the significant associated establishment costs) the east-west movements on all of these routes will be maintained to some degree at all times. In other words none of the Customs / Albert, Victoria / Albert or Wellesley / Albert intersections are to be fully closed at any time as defined by the designation conditions12. As a minimum a single through lane will be maintained in each direction, at each of these three intersections, at any point of time; which is equivalent to three of the total six EBD or seven WBD lanes being open.



An 8m small rigid truck has been provided as a minimum for turning movements to side roads along Albert Street13. Critical turn movements and associated lane widths and intersection layouts (notably at the Customs, Victoria and Wellesley intersections with Albert Street) have been provided for 12.6m tour coach movements with a 0.3m buffer on each side. This design vehicle choice allows for private tour coach movements (such as associated with hotels) as well as public, scheduled services with the new bus network changes proposed. This design vehicle also allows for all fire tenders (including type 5 and 6 aerial appliances) and construction and delivery trucks up to 11.5m rigid in size. 18.3m semi-trailers are also provided for movements along Customs Street. The design vehicles adopted are shown in Figure 15. A 12.6m tour coach is to be provided for during the Wolfe Street diversion.



The sites will not typically be attended by MTC or STMS staff outside normal daytime working hours and will provide for unattended use and access by the Fire Service.



The majority of works will be undertaken between 7am-7pm, with discreet night time activities for the moving of traffic barriers, piling rig, surfacing, etc.



The sites are to be accessed by trucks up to semi-trailer size; but will typically be 11.5m medium trucks during the installation / piling stage and truck and trailer size for g excavation. .



Access to the Mills – Swanson loop will be provided at all times for an 11.5m medium rigid truck.

The conditions define the closure of an intersection as being the closure of the intersection other than specified turning movements such as the left turn from Customs Street into Lower Albert Street or Albert Street. 13 The consented reference design allowed for a 6m Delivery Van only to exit Swanson Street West and Wolfe Street which is not considered appropriate for reasonable use of these streets or is a generally recognized design vehicle. This change in parameter was confirmed with the CRL project team Page 44

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Figure 15

4.1.3

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Project design vehicles during the long term trench stage

Applied standards

The DWP has been developed to meet the requirements of the CRL designation conditions, ATCoP and CoPTTM and in general accordance with the ITA prepared for the CRL designation Notice of Requirement process. The individual TMP controls and drawings that will be developed for the Project will also consequently 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 14 overlapping TMPs for different projects; reduced detour signage; and pinned barrier system acceptance. These EEDâ€™s are consistent with those typically and previously applied successfully on similar projects in Auckland 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.

Required to prevent errant vehicle access to the cut and cover tunnel or Customs / albert bridge excavations Page 45

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UTILITIES

This DWP only considers the management and impact of utility works inside the CRL designation with a separate resource consent being prepared for those recently identified utility works outside the CRL designation. The location of all the utilities in the Project footprint have been thoroughly identified through site inspections and liaison with Network Utility Operators, including Vector Electricity, Vector Gas, Vector Communications, Chorus, Auckland City and Vodafone. Wherever possible, piling locations and other construction activities have been selected to avoid conflict with utilities although avoiding all utilities is not feasible. Utility relocation works required for Project Construction includes works both inside and outside of the trench alignment. All works outside of the trench will be completed prior to excavation works, while the works within the trench will be completed during trench excavation or as the trench is being backfilled on completion of tunnel construction. The CEMP contains a full description of the proposed utility alteration and relocation works and methodology required to accommodate the piling and trench construction. The following key items are noted from a traffic management perspective as being of interest: 

A permanent stormwater line is required diagonally across the Customs / Albert intersection outside the tunnel alignment. This will run between the worksite area on the south-west corner and the northern compound area with the line between installed by trenchless methods to avoid disruption to intersection traffic. The western crossing of the intersection will be staggered to pass around the new southern manhole tie in and launching pit area, but will operate as a single phase and signal timings adjusted as a result. This will be compensated for by the removal of the right turn (for duration of project) into Lower Albert and associated phase time.



A combined service trench approximately 1.5m wide will be required along most of both sides of Albert Street for the full length of the project to accommodate changes to telecommunications and power supply cables (to move them into the new footpath, away from the piling). During this time (the first stage of works) pedestrians will use the remaining footpath width and where necessary be diverted onto the current carriageway and temporary footpaths behind approved crash barriers. Vehicle or plant movement across the footpaths will be controlled by MTC and timed to minimise disruption to pedestrians as far as practicable. Access to building entries will be maintained at all times through the use of preformed steel bridges (with handrails) across the trench line and staging where possible to avoid full closure of an entry area or multiple access to buildings.



The works required in Albert Street for the connection of the stormwater to the Kingston Street line will require closure of two or three traffic lanes of Albert Street. Albert St is four lanes at this point at the top of the retaining wall and the bus lanes will not be needed as all bus services will have been removed prior to the start of works through the second phase bus changes project. If the stormwater alignment is found to require three lanes to be shut then southbound traffic will be diverted to use the lower level service lane (as it does for the majority of the project in any case). If the alignment is closer to the kerb line and the required work and set down area allows, southbound traffic will be continue to use the upper level traffic lanes. This latter arrangement is assumed at present based on field investigations to date and is shown in the appended traffic sequencing plans (see Appendix F).

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Utilities works inside trench alignment

Utility relocation inside the trench alignment consists of supporting existing utilities, abandoning confirmed redundant utilities, and the installation of permanent and temporary wastewater and stormwater. It is expected that these works will take 24 months and will be completed during the excavation and backfilling stages of the Project. 4.2.2

Utilities works outside trench alignment

The utility relocation works required as part of the Project outside the trench alignment is predominately stormwater relocation, in addition to surface works, combined utility trenches in the footpaths, and electrical and water upgrades. Figure 16 shows the location of the stormwater works outside the trench alignment, whilst Figure 17 shows the Vector and Water upgrades. A full description of the utility works and methodologies is included in the CEMP.

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Figure 16 Stormwater Works outside Trench Alignment

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Figure 17 Vector, Watermain and Chorus Works outside Trench

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TRAFFIC SEQUENCE SUMMARY

The traffic sequencing has been developed from the Project construction methodology and will guide the preparation of individual TMPs and Project Corridor Access Request (CAR) applications. These individual plans will be submitted to Auckland Council with the resulting individual Work Access Permits (WAPs), for certification as being consistent with the strategies of the DWP as they are developed. Traffic sequencing plans are shown in Appendix F. Table 10 summarises key traffic management features of each traffic management stage. Table 10

Stage A and B

Traffic management features

Temporary Traffic Management Features  

Advanced utilities works

 

Swanson Street (east) closed for pipe jack works Closures for 2 days each for the following streets for utilities works: o Wolfe Street o Swanson Street (west) o Wyndham Street (west) o Kingston Street (narrowing only, traffic access shall be maintained)



Southbound traffic on Albert Street diverted through ‘lower accessway’ adjacent Durham Lane

 

Lower Albert Street southbound approach closed to set up northern site compound Site establishment outside 8 Albert Street



Kerb cutbacks reduce footpaths to 1.5 metres absolute minimum on the SE corner of Albert Street and Customs Street



Kerb cutbacks reduce footpaths to 1.5 metres absolute minimum on Albert Street (West) between Swanson Street and Wyndham Street, and outside 63 Albert Street



Kerb cutbacks on the NE corner of Albert Street / Mills Lane to provide sufficient space for 12.6m tour coach tracking



Canopy cutback on the SE corner of Albert Street / Mills Lane



Wolfe Street diversion in place for northbound traffic on Albert Street, no northbound traffic through Customs Street



Customs Street eastbound and westbound approaches reduced to two lane approaches

 

Swanson Street (east) closed for pipe jack works Parking outside 22 Customs Street relocated to corner of Albert Street / Fanshawe Street

  

Southbound right turn from Customs Street to Lower Albert Street banned Customs Street eastbound approach reduced to one left turn and one through lane Albert Street northbound approach at the intersection with Customs Street will be closed and general traffic only will be detoured along Wolfe Street (i.e. no construction trucks). Wolfe Street direction will be reversed for the entire length of the street



Additional traffic signals installed at the Customs / Hobson intersection to accommodate the temporary Wolfe Street approach

 

Worksites opened on Albert Street Storage and site compound established outside 17 Albert Street

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Temporary Traffic Management Features 

Albert Street reduced to one in the North-South direction, realigned to accommodate worksites

 

Swanson Street closed and shaft work site active Piling works at piling area 1



Advanced direction sign installed on Wolfe Street



Through movement banned on Swanson Street eastbound

 

Wyndham Street East closed and access restricted to local traffic only Piling works on the eastern side of Albert Street at the intersection with Wyndham Street (Area 2, 3A and 3B)

   

Piling works from Customs Street to Mills Lane (Area 4) Wyndham Street West closed and access restricted to local traffic only Swanson Street West closed and access restricted to local traffic only Access restrictions on Wyndham Street East removed



P5 zone outside 8 Albert Street removed

   

Piling works across Swanson Street (Area 5a, 5b and 5c) Access restrictions on Wyndham Street West continue through this stage Swanson Street West closed and access restricted to local traffic only Swanson Street East reopened as shaft works temporarily stopped



Mills Lane – Swanson Street East changed to southbound only one-way operation and loading zone established (for use of Galleria mini-bus and others)



Access restrictions on Wyndham Street West removed



Full access maintained to Stamford Hotel while half of entry and exit piled and barrier installed.



Mills Lane – Swanson Street East changed to southbound only one-way operation and loading zone established (for use of Galleria mini-bus and others)



Swanson Street East access opened with completion of shaft works ( left out only)



Wolfe Street diversion removed (and temporary interim signals at Hobson / Customs removed)

 

Taxi rank outside Stamford Hotel relocated to 12 Wolfe Street Piling works in Area 6A



Piling works at Mills Lane / Albert Street intersection (Area 6b)



Full access maintained to Stamford Hotel while second half of entry and exit piled and barrier installed.



Access restrictions on Customs Street, and Albert Street opposite Kingston Street, remain in place through this stage



Mills Lane closed to general traffic, construction vehicles only



Albert Street northbound approach at the intersection with Customs Street reopened with one lane

 

Customs Street/ Albert Street intersection restrictions as per Stage 6 Wolfe Street and Mills Street access from Albert Street closed

 

Left in, left out only for access to Swanson Street (east and west) Left in, left out only for access to Wyndham Street (east and west)



Piling in Area 7



Piling works on Customs Street (intersection with Albert Street – Area 8)



Access restrictions on Customs Street and Albert Street opposite Kingston Street remain in place through this stage



Taxi rank outside Stamford Hotel reopened

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Temporary Traffic Management Features  

Wolfe Street closed at Albert Street with local traffic access only Mills Lane – Swanson Street East changed to southbound only one-way operation

 9

10+

4.4 4.4.1

  

Completion of Custom Street deck works Trench excavation and tunnel box construction works through Albert Street Construction of traffic decks



Side streets restricted to left in, left out only



Mills Lane – Swanson Street East continues to operate as southbound only one-way operation

 

Wolfe Street re-opened to general traffic, left out only onto Albert Street P5 zone outside 8 Albert Street reinstated



Long term trench and service lane configuration for trench excavation and tunnel construction; and construction (including tunnel excavation and construction under Customs Street)



General traffic service lane (including using western traffic deck) in full operation with side road movements restricted to left in left out.



Mills Lane – Swanson Street East operates as southbound one-way with loading zones established away from Albert Street intersections to suit 12.6m truck tracking



Northbound left, through and right turn movements provided from service lane to Lower Albert Street and Customs Street.

 

Decommission of site and trench backfill in reverse order to installation Albert Street reinstatement (proposed design yet to be finalised)

TEMPORARY SPEED ZONES & LANE WIDTHS Temporary speed zones

Albert Street, Lower Albert Street and the section of Customs Street between Hobson and Queen Street will be established as 30km/hr zones for the duration of the Project. While the Customs Street lanes will be returned to normal geometry once the intersection bridge works are complete, the traffic on the section through the intersection will remain at 30km/hr consistent with the Albert Street approaches and controls (and as needed to establish / disestablish the temporary speed zone control on Albert Street and create safe entry / exit conditions to the northern compound) 4.4.2

Temporary and long-term lane widths

Where possible, lane widths have been provided at a width of 3.0m or greater; although an absolute minimum lane width of 2.75m is allowed for a 30km/hr speed zone under CoPTTM. In most cases the lane width is actually greater and is determined by the tracking requirements of the applicable design vehicle. The width of the service lane down each side of the Albert Street trench has been widened from the reference design and designation condition requirement of 3.0m to a minimum 3.3m width. This will allow for use by delivery trucks, Fire tenders and other vehicles with reduced likelihood of conflict with street furniture such as traffic signals or streetlights (which are often close to the back of the kerb). It

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also allows for aerial Fire tenders to deploy outrigger arms and easier working room for the crew around the tenders (such as for pump operation and locker access) 15.

4.5

VEHICLE TRACKING

Tracking curve sketches at the following intersections with Albert Street are presented in Appendix G. Figure 15 summarise the design vehicle movements for these roads at critical stages. 

Customs Street



Wolfe Street



Mills Lane



Swanson Street (east and west approaches to Albert Street)



Wyndham Street (east and west approaches to Albert Street)



Entry and exit tracking from Stamford Residences

These curves show that kerb and canopy cut backs and limit line set backs or adjustments are required at the: 

North-west and south-east corners at Customs/ Albert intersection for scheduled metro buses or turning tour coaches respectively. The cut back on the north-west corner is to be undertaken separate to this Project by AT as part of the Phase 2 bus changes16.



Northern corner of Mills Lane with Albert Street for turning fire tenders and the canopy removed on the opposing corner at Stamford Plaza. The existing give way sign will also be removed when the Mills-Swanson loop is operating as a southbound one-way in order to provide for large vehicles to sweep over the existing kerb and footpath if needed. The need for this was identified during field trials with the Fire Service.



Southern corner of Wolfe Street with Albert Street for turning private tour coaches



Southern corner of Swanson Street East for turning supermarket delivery trucks. The canopies on this corner are also being trimmed as part of the CRL Albert Street stormwater main realignment works. Larger fire tenders (the type 5 and 6 aerial appliances) may need to make multiple turns to accomplish this exit manoeuvre. This would be after an incident in Mills Lane only, when the need for fast movement is not present and Albert Street is still under emergency service control17. The outer barrier and hoarding on the western construction deck will be set back from the general traffic lane to provide tracking for large vehicles exiting Swanson Street East.



Northern corner of Swanson Street West at Albert Street to accommodate an 8m small rigid trucks (e.g. rubbish truck)



Outer barriers and hoardings separating the eastern construction deck and the live traffic lane will need to be offset onto the turning deck at the intersection of Wyndham East / Albert to provide tracking for 8 metre trucks.

See Section 4.19.2 of this report for further details of Fire Service and emergency access measures. 16 The changes to the Lower Albert Street / Quay Street changes will be undertaken by Auckland Transport at the same time before this Project. 17 Approach confirmed with Fire Service by field testing of manoeuvring for these large trucks at each end of the Mills Lane – Swanson Street East loop. Page 53

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INTERSECTION CONTROLS

The required changes to the intersection controls during the project are summarised in Table 11. It should be noted that the duration of side road closures will be minimised so that although a traffic stage may be in place for a month or more the side road will only be closed for 1-2 weeks. Table 11

Intersection control changes

Approach

Installation phases

Long term trench phase (stg 10+)

Sturdee @ Albert

Minimum LT/TH, typically separate LT & TH

Signal, as per existing

Lower Albert @ Customs

Shut

Customs @ Albert

Minimum LT/TH, typically separate LT & TH, RT shut; LT truck and trailer restriction

Signal RT shut, otherwise as per existing

Albert @ Customs

Stg A and B: Single lane for TH, RT and LT movements Stg C: shut Stg1-4: shut Stg 5-10: LT only; 12.6m tour coach restriction

Signal LT/TH/RT

Wolfe @ Albert

Stg A and B: no change Stg C: no control (reversed, exit only); 12.6m tour coach restriction Stg 1-4: no control (reversed, exit only); 12.6m tour coach restriction Stg 5-6: Priority LT out only (one way); 8m small truck restriction Stg 7-8: closed Stg 9-10: Priority LT out only (one way); 8m small truck restriction

Priority LT out only (one way); 8m small truck restriction

Mills @ Albert

Stg A-B: no change Stg C, 1-2: priority, LILO (cul-de-sac) Stg 3-4: priority, left in, left out and right in (cul-de-sac) Stg 5: left in only (one way) Stg 6-7: closed Stg 8-10: LT in only (one way) All stages: 11.5m medium truck restriction all stages (12.6m coach tracking provided for fire service only)

Priority LT in only (one way); 11.5m medium truck restriction (12.6m coach tracking provided for fire service only)

Swanson W @ Albert

Stg A-C, 1-2: no change Stg 3-4: closed Stg 5-10: signal LILO All stages: 8m small rigid truck restriction

Signal LILO18, 8m small truck restriction

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Approach

Installation phases

Long term trench phase (stg 10+)

Swanson E @ Albert

Stg A-C, 1-4: closed Stg 5: signal LT out only (one way)

Signal LT out only (one way), 11.5m truck restriction

Stg 6-7: signal LILO, cul-de-sac Stg 8-10: signal LT out only (one way) All stages: 11.5m medium truck restriction Wyndham W @ Albert

Stg A: no change Stg B: closed Stg C, 1-2: as existing, signalised Stg 3-4: closed Stg 5-10: signal LILO All stages: turning movements for 8m rigid only

Signal LILO, 8m small truck restriction

Wyndham E @ Albert

Stg A, B, C and 1: no change Stg 2: closed Stg 3-4: signal LT/TH/RT Stg 5-10: signal LILO

Signal LILO, 8m small truck restriction

Kingston @ Albert

Stg A-B: Lane narrowed, existing left out only Stg B-10: Left out only (as per existing); 8m small rigid truck restriction

Left out only (as per existing); 8m small rigid truck restriction

4.7 4.7.1

TRAFFIC SIGNALS Long-term signal infrastructure and operational changes

Changes are required to the signalised intersections at Customs / Albert, Swanson / Albert and Wyndham / Albert for the Project as set out in Table 12. It is currently proposed to use preformed loops instead of repeatedly re-cutting loops in the road. The preformed loops to be used are nailed to the road surface and then asphaltic tape applied. This approach will significantly reduce the noise and duration of works required and reduces worker risk. Preformed loops have previously been used in Auckland. If performance issues are encountered then cut loops will be used (but are not anticipated). Temporarily relocated signal poles will generally be mounted in concrete filled barrels within the barrier / hoarding area (i.e. with the signal head above the hoarding), with cabling protected by conduit. 4.7.2

Signalised pedestrian crossings

The pedestrian crossings on the western and southern approaches of the Customs / Albert intersection will be retained at all times, and are shown in Figure 18. The signalised crossing of Albert Street (southern approach) will be shifted laterally at times by 10-20m to suit the construction activity. The crossing will be made wider than normal to minimise congestion at the western footpath which is narrowed at the corner of the Galleria building and maximise the ability of pedestrians turning the corner to move past those waiting to cross. Pedestrian signals and call buttons will be mounted on moveable poles. Additional call buttons will also be installed on the pedestrian bridge in the event pedestriansâ€™ jay-walk and became trapped on the bridge by traffic.

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Two additional pedestrian crossings across Albert Street will also be maintained at Swanson Street and Wyndham Street at all times using bridges over the trench. These pedestrian bridges will consist of two 2.5m wide open ended shipping containers supported on the trench support beams. The containers will be lit internally and viewing windows provided for natural light. The Swanson Street pedestrian bridge crossing will be located slightly north of the current location while the Wyndham Street bridge crossing will be on the alignment of the existing northern crossing in the long term case. Zebra crossings were initially considered, however solid hoardings around construction sites along the Albert Street trench and the realignment of the Albert Street corridor are considered likely to reduce sight distances to unsafe levels. Signalising pedestrian crossings is safer and has the added benefit of allowing pedestrian call frequencies to be controlled and co-ordinated. In Stage 1 during the piling across the threshold of Swanson Street East with Albert Street, piling will be undertaken within the eastern pedestrian crossing area. A pedestrian crossing will be maintained through this construction period by relocating the pedestrian crossing onto the Swanson Street shaft (required for the stormwater main realignment) to permit piling through the intersection while the shaft is temporarily reinstated, and then shifting the pedestrian crossing onto the completed piles afterwards. Figure 18

4.7.3

Pedestrian crossings to be maintained on Albert Street

Wolfe Street direction reversal

In stages C and 1 to 5 Wolfe Street will be used as a detour for general traffic as Albert Street north of Wolfe Street will be closed. The intersections of Wolfe Street / Federal Street and Wolfe Street / Fanshawe Street will remain as priority controlled intersections. A new signal pole with a left turn aspect will be installed at the intersection of Wolfe Street and Hobson Street, with the Wolfe Street phase running at the same time as the pedestrian phase across Hobson Street (located to the north of Wolfe Street). This additional signal display is required to address limited sight lines to vehicles left turning into Hobson Street from Customs Street.

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4.7.4

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Victoria / Albert signals

The majority of construction vehicles will be exiting the site by re-joining Albert Street at the gates and use the low level service lane; however some construction vehicles will drive through the southern compound. They will merge with other construction and general traffic at the existing signals without the need for change to the signal equipment. The phasing priority and timing will need to be amended to give priority to the service lane approach instead of the upper, Albert Street approach as is currently the case. 4.7.5

Lower Albert / Quay and other Quay Street signals

The Lower Albert Street approach to Quay Street will be amended by AT prior to the Project to allow for the proposed bus lane left turn to extend to the stop line for bus journey reliability, and the lanes reconfigured being a LT/RT and LT for general traffic. Other changes will be made by AT to signals along Quay Street for the Quay Street Cycleway project.

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Table 12

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Signalised intersection changes by TTM Stage

Stage

Customs Street / Albert Street changes

Swanson Street / Albert Street changes

Wyndham Street / Albert Street changes



Albert Street (south approach) reduced to a single lane and left turn only



Swanson Street East approach closed



Albert Street reduced to one lane per direction

Albert Street approaches reduced to one lane in each direction

Custom Street (east approach) reduced to three lanes



Through movement on Swanson Street West banned

Lower Albert Street approach closed. All other approaches and movements maintained



Pedestrian crossings maintained



Signal phasing changed, with 3 phases overall

Three phase cycle implemented, with Albert Street movements, Swanson Street movements, and pedestrian movements all in separate phases

Four phase signal arrangement used, with separate phases for each Wyndham Street approach. The two Albert Street approaches will run in the same phase, and an exclusive pedestrian phase will be provided.



Detector loops moved on Albert Street approaches.



Signal controller personality chip changed



Albert Street approaches reduced to one lane in each direction



Wyndham Street west closed, no access via Wyndham Street east and both Albert Street approaches



Three phase signal arrangement used, with separate phases for each Albert Street approaches and for Wyndham Street east approach



Same as Stage A



Same as Stage B, except Wyndham Street east closed instead of Wyndham Street west



Same as Stage B



Albert Street approaches closed



Pedestrian crossings maintained



Customs Street approach right turn banned



Two phase cycle adopted, with all vehicles movements running, followed by all pedestrian movements



Detector loops moved on Fanshawe Street approach



Signal controller personality chip changed



Detector loops moved on Albert Street approaches. Additional detector shift required in Stage 3.



Pedestrian movements maintained in NorthSouth direction



Signal controller personality chip changed



Swanson St (both approaches) closed



Through traffic movements only on Albert Street



Two signal phases proposed, one for pedestrians and one for general traffic

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Stage

Customs Street / Albert Street changes

Swanson Street / Albert Street changes

Wyndham Street / Albert Street changes



Same as Stage A to 2 during Piling Area 5A



Swanson Street (east) approach opened to traffic during Piling Area 5B



Split phasing (one for each leg) proposed during Piling Area 5B

Same as Stage B, except: o During works at Piling Area 5c, left turn off Wyndham Street west onto Albert Street allowed o Four phase signal arrangement used, with separate phases for each Wyndham Street approach. The two Albert Street approaches will run in the same phase, and an exclusive pedestrian phase will be provided.



Swanson Street (east) left out only



Swanson Street (west) restricted to LILO

Both Wyndham Street approaches reduced to a single lane with LILO access restrictions



A two phase signal cycle will be implemented. Both Swanson Street approaches will be run simultaneously, and both Albert Street approaches will be run with filter pedestrian movements



Three phases proposed o Phase A: Albert Street movements o Phase B: Wyndham Street movements o Phase C: pedestrian movements across Albert Street



Same as Stage 5

Same as Stage C to 3, except: o Customs Street approach reduced to one shared left and through lane o

Detector loops moved on Customs Street approach



Same as Stage 5, except Albert Street (south) approach opened for left turn only



Albert Street NBD approach reopened with one shared left and through lane



New pre-formed detector loop to be installed on Albert Street NBD approach



Three phase cycle implemented with an exclusive pedestrian phase



Signal controller personality chip changed

10 (Long term layout)

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4.8 4.8.1

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

LINES AND SIGNS Line markings and delineation

During the installation stages of the works (Stages A-C and 1-9), when there are repeated changes to work areas and traffic lane arrangements, stick on / tape type line marking will be used for delineation in conjunction with traffic barriers and cones. During the long-term tunnel works (Stage 10+) painted line markings will be used for delineation. Stick on / tape type line markings will be used for footpath pedestrian guidance lines to divert pedestrians away from the narrowed footpath at the corner of Customs Street and Albert 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. Safe hit marker posts will be installed on the centreline of Customs Street when there are working 19 zones on each side narrowing this road . 4.8.2

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. Truck size restriction sizes signs will be placed on the side road approaches to Albert Street where tracking is only possible for 8m medium rigid trucks, 11.5m large rigid trucks or 12.6m tour coaches as appropriate. This signage will conform to device type R5-8 Heavy Vehcile – maximum length as described in Schedule 1 of the Traffic Control Devices Rule 2004. Signage will also include ‘no coach or bus entry’ as appropriate. Custom pedestrian and ITS signage will be approved by AT as the Road Controlling Authority through the CAR process. See Section 4.9 of this DWP for details of VMS sign placement and management and Section 6.3 for ITS signage required for emergency management access control.

4.9

VMS SIGNAGE

As for the Albert Street stormwater main realignment TTMP, VMS boards on the motorway and mobile units in the vicinity of traffic changes will be used to inform motorists of upcoming traffic layout changes. The mobile VMS units will be in place five days before the changes are to occur. After this period the mobile VMS signs will be replaced with fixed ‘road layout changed’ or ‘signal phasing changed’ type signage. The message for the mobile VMS units will be composed by Connectus with the agreement of ATOC and the CAR team for consistency with that used across the wider city. Suggested mobile VMS signage locations in the local work area are shown in Figure 19. Consultation with the AT road operations team determined that VMS signs were not required or appropriate for the Queen Street valley approaches to the Project area. The placement of the mobile VMS signs will be dependent on the positioning of those associated with other projects and avoiding blocking the entries to bus stops or footpaths.

Note: no turning movements are possible across the centreline of Customs Street at this intersection during the bridge construction works. Page 60

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The mobile VMS signs proposed will be supplemented by use of the fixed VMS signs on the motorway network and elsewhere by NZTA (as operational requirements allow). The closest fixed VMS signs on the motorway are at: 

SH1 Northern Motorway at Esmonde Road



SH1 Southern Motorway at Mountain Road.



SH16 North Western Motorway at Western Spring.

The fixed motorway VMS signs will display the agreed message for five days before the change and five days after. Connectus will advise NZTA and ATOC of upcoming traffic changes. NZTA and ATOC will compose and display the messages to motorists via the fixed VMS signage. Figure 19

Mobile VMS signage locations

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4.10 PAVEMENTS Asphalt running surfaces will be used for all general traffic lanes including the western general traffic deck and side tracks over the western footpaths. These temporary pavements will be strong enough to protect footpath utilities and may include concrete base courses or AC covered steel plates as appropriate. Where the service lanes are side tracked over the existing footpath (i.e. down the western side) requiring the footpath level to be reduced, the existing pavement structure will be reinforced or replaced with stronger material to ensure that the underground utilities beneath are not damaged by traffic loads. If the existing carriageway is raised to match the existing footpath level it will drain towards the trench and a transition provided on the side road. The details of the temporary pavement, strengthening and / or re-profiling will be agreed with AT and provided with the relevant individual TMP and CAR. The construction decks will be made of reinforced concrete without AC running surface. The very low speeds of trucks and machines on this deck will avoid the normal running noise issues. Where concrete pavements are encountered on side roads they will be replaced ‘like for like’, with new free edges and breaks in slabs addressed through local concrete underpinning or dowel stitching (horizontal between old and new slab sections). This is needed to prevent edge break or differential movement of slabs and reflective cracking through the pavement layers that may result otherwise. However, the concrete pavement in Albert Street will be removed and replaced with an AC pavement for the temporary and final reinstatement.

4.11 BARRIERS AND HOARDINGS 4.11.1 Barriers The work sites at the Albert / Customs intersection and both northern and southern compounds will be surrounded by a proprietary concrete barrier system. This barrier system (JJ Hooks) consists of precast linked units which are pinned to the pavement by bolts epoxied into the concrete road structure. Where concrete is not encountered the barriers can be secured with long driven pins. The barriers at each site can be installed quickly within a single night’s discrete traffic control (single lane operation of a road link under manual alternating directional control) before 10pm when more stringent noise controls come into force. The barrier runs are connected at corners by a custom made section of curved Thrie beam bolted to the barrier face, and Triton energy absorbing end treatments will be installed on leading ends within 3m of a traffic lane. The barriers are considered to provide no deflection protection (especially at the 30km/hr TSL, rather than the tested 100km/hr) which allow for the omission of a lateral safety zone behind the barrier, minimising the work site areas and enabling the works at Customs Street, Albert Street and Lower Albert Street to proceed with full use of the limited compound areas. Triton 350 crash cushion end terminals will be supplied to the leading end of the concrete barriers. This system of pinned concrete barriers, thrie beam connectors and end treatments has been used previously in Auckland with suitable EED’s and has been adopted and certified by AC for the stormwater main realignment works. Water-filled barriers will be used at the installation stage worksites where direct vehicle strikes are unlikely and the size of the work space allows their use (i.e. during Stages A-C and 1-9). These barriers have a one metre deflection zone and will be able to be relocated quickly to accommodate changes in the alignment of Albert Street and shifting work sites. A bespoke rigid thrie beam based barrier system will be provided along both sides of the trench and eastern construction deck. These barriers will be anchored to the pile cap and deck structures; and will provide full restraint to errant vehicles without deflection allowing the work zone to extend up to the Page 62

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rear face of the barrier. Trailing end terminals will be provided to the leading end of the barriers at the gates along the western construction deck as an EED. The outer barrier line will be shifted inwards at the Swanson Street and Wyndham Street intersections to provide for turning by general traffic exiting these side roads. The construction lane on the deck will be narrowed to 4m (from 5m) at Swanson Street East and 3m at Wyndham Street East. The construction lane width will not be less than 3m between the two barrier faces. Truck drivers will not be allowed to exit their vehicles 4.11.2 Hoardings and fences The installation worksites (i.e. for piling, deck and barrier construction) will be protected by water filled barriers on the trafficked side as described above. Wire mesh fencing will be installed behind the barrier line around excavations and material storage areas to prevent unauthorised and unsafe entry by the public to the work or hazardous areas. The use of wire mesh fences and water filled barriers will maximise sightlines through the various curves in the temporary lanes during the installation phase and allow easily adjustment. The water filled barrier and fencing approach will also allow easy afterhours access to the site and adjacent building frontages for the Fire Service if needed. Solid temporary hoardings and a debris protection frame will be provided between piling works and pedestrian areas to protect passing pedestrians from any (unexpected) debris falling from piling machines during tunnel works. These will extend typically 10m each side of the piling rig area. The long term trench worksite and both construction compounds will be surrounded by solid hoardings to an overall height of at least 2 m (above the concrete barriers where relevant). The hoardings will be painted a uniform colour to minimise driver distraction and side friction effects. Project signage and information boards may be mounted on non-traffic faces of the hoardings subject to normal District Plan requirements. This signage may include signage promoting local businesses with potentially reduced passing trade opportunities. These hoardings will secure the site to unauthorised access and reduce driver distraction caused by construction activity. Hoardings will not be provided along the inner barrier line between the construction deck and general traffic lane on the western side of the trench to allow for excavator access to the trench. Unauthorised access will be prevented by the hoardings on the outer barrier line. Gates will be provided to close the construction deck outside work hours. Wire ‘pool fence’ type barriers will be placed along the kerb edge of Albert Street when footpath widths are reduced to less than 2m, ensuring that a minimum navigable width of 1.5m is maintained.

4.12 SITE ACCESS 4.12.1 Haul route restrictions Figure 20 below shows the roads which can be used by CRL construction traffic. To summarise: 



Roads with construction traffic: o

Existing OD/ OW routes

Regional routes

Other approved routes from NOR

Roads where construction traffic is banned: o

Swanson Street (west)

Wolfe Street

Federal Street north of Swanson Street

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o Figure 20

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Wyndham Street (west of Albert Street) is restricted to weekday and Saturday daytime interpeak use only (see section 2.6.3 of this DWP). Construction traffic routes restrictions summary

Access is required to the construction sites from the motorway network and wherever possible by the arterial network, avoiding high amenity areas as practical. 4.12.2 Site access For the purposes of this TAP DWP it has been assumed that material haulage and spoil disposal will be via the southern and north-western motorways with little traffic to or from the North Shore directly. The location of spoil disposal sites (all outside the CBD) will change over the course of the Project according to market demands / availability, however the assumption that the Southern and Northwestern motorways will be used to depart the city is considered realistic and reasonable at the time of preparing this DWP. Appendix F shows the proposed site accesses, while Figure 21 shows the haul routes during all stages of the Project. In developing the haul routes the distance travelled on the CBD road network has sought to be minimised; and to avoid sensitive areas such as Queen Street (high amenity) residential areas (as per conditions) and bus corridors. The identification of the Connectus haul routes has also sought to avoid those routes expected to be heavily used by other projects. Spreading the total construction traffic load in this way is expected to reduce congestion and the concentrated displacement of general traffic. Anticipated haul routes of particular note are associated with the New Zealand International Convention Centre (Nelson-Victoria-Hobson and Nelson-Wellesley-AlbertWellesley-Hobson). The majority of Connectus construction truck traffic (e.g. for earthmoving machine deliveries, spoil removal, concrete and backfill deliveries) will enter the CBD from Grafton Gully, travel southbound along the Albert Street worksite and cross over to Hobson Street to re-enter the motorway network. A much smaller number of delivery vehicles (e.g. for reinforcement cage, structural support strut and beam or minor material deliveries) will access the northern and southern compound set down areas. A

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small number of trucks will also need to access the Customs / Albert bridge worksites from each direction of Customs Street as shown in Figure 21. Depending on prevailing traffic conditions, Connectus trucks accessing the northern construction compound will avoid Quay Street as much as possible when cruise ships are in port (and time critical tour coaches are using Queens Wharf) by turning off Quay Street at Tangihua Street to use Beach Road, or turning left from Lower Albert Street to use Hobson Street. Figure 21

Connectus construction truck haul routes

4.12.3 Site access and gate controls Construction drivers will call ahead to the STMS by radio or mobile phone when approaching the worksite gates to ensure that the gate area is clear of obstructions and that they can enter the site directly without blocking following traffic. In general site access will be possible without an MTC being present as it will be a forward drive in. Egress from the sites will be undertaken with MTC assistance to ensure it is safe for truck and general traffic where sight lines are restricted (primarily an issue for the trench works which will have solid hoardings between the site exit and general traffic lane) or a reversing manoeuvre is required (such as to the Customs / Albert bridge work site areas). All reversing manoeuvres will be made within the coned worksite areas, clear of traffic lanes with the final exit into traffic made as a conventional forwards merge. Two MTCâ€™s will be needed to access the temporary work sites on the western side of the road between Wyndham Street West and Swanson Street and between Swanson Street West and Wolfe Street. This is needed to stop traffic in both directions of Albert Street briefly to allow trucks to cross the southbound lane on the eastern wide of the road, across the northbound lane. Except when piling, the work area on the western side of Albert Street will typically only be used to accommodate a workers break shed and thus will only require foot access from the footpath.

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All trucks will be manually sprayed down before leaving the worksites and any frangible loads covered to ensure that dust and debris are not tracked or spread onto the adjacent roads and environment. A 15km/hr speed limit will be enforced within the work areas to minimise dust potential and for worker safety. This is expected to be self-enforcing given the tight nature of the work areas and construction deck activity (such as excavators and cranes). Solid loads such as reinforcing, structural beams and concrete deliveries will not be covered. In addition a rotary brush equipped bobcat will be kept on site to undertake daily sweeping of the site and adjacent traffic lanes. An EED will be applied to allow the bobcat to undertake the road sweeping in traffic lanes as a mobile closure without the need for a shadow attenuator truck. It is noted that the road environment will be slowed by the temporary speed limit and increased congestion and the mobile closure is not expected to appreciably contribute to delay. To further mitigate any delay potential the regular sweeping of roads will be undertaken outside of peak traffic periods.

4.13 PROPERTY ACCESS & DIVERSION PLANNING Pedestrian and cycle connectivity and property access will be maintained at all times under the proposed traffic management framework. Albert Street is intended to provide access to local residences, businesses, etc. Therefore, entry points into Albert Street shall be signed with “No Through Traffic” or “Local Access Only” to discourage drivers from using the service lanes for northsouth movements through the CBD. It is expected that the constrained nature of the road environment and construction works will generally discourage through traffic and that the ability to enforce any signage will be limited. 4.13.1 Albert Street Southbound Service Lane (Wyndham Street to Victoria Street) With the exception of Stages A and B, southbound traffic will be diverted to use the low level service lane between Wyndham Street and Albert Street. This lane will be temporarily posted as a 30km/hr zone along with the rest of the works area in acknowledgment of its narrow profile and relatively steep grades. The signals at the Victoria Street end will be re-prioritised to favour movement from this lane. A small number of construction trucks will use the upper level to access the southern compound set down area which will merge using these signals on an actuated basis. The service lane passes below two bridges between the upper levels and two car parking buildings (one each side of Durham Street West). The nominal clearance below the first of these bridges (i.e. the northern one) has historically been marked as 4.2m on the sign hanging below the leading edge. It is noted that this sign has been removed at some point in the past few years. A vertical clearance of 4.4m is considered to be needed to accommodate a maximum legal vehicle height of 4.25m with an allowance for suspension travel and minimum clearance at 30km/hr. To address this issue the following will be done (if needed): 

Remove the on-street pay and display parking along the eastern side of the service lane where the vertical clearance is greater due to the bridge rising to the east and the road super elevation falling to the east. The traffic lane will then be moved eastwards to utilise this additional clearance with safe hit posts placed each side of the lane to enforce the travel path and keep traffic approximately 0.3m away from the narrow footpath for additional safety. This realignment is expected to gain 100-200mm clearance.



A height advisory sign will be mounted directly to the bridge structure.



A low clearance warning sign will be placed at the Customs Street end of the temporary traffic lane along Albert Street.



An advisory “slow speed, low clearance” sign will be installed at the service lane entry by the Wyndham Street intersection. Page 66

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The downstream bridge is higher and no clearance issues are anticipated. Tall delivery trucks have been noted using this service lane during site observations. Connectus will confirm the available clearance beneath the first bridge before submission of the first relevant individual TMP and CAR submission. If needed, Connectus will further increase the vertical clearance by lowering the service lane surface through milling, lowering service lids and replacing the pavement with stronger structural AC (in addition to the measures described above). 4.13.2 Property access to Stamford Residences The Stamford Plaza Hotel “porte-cochere” access is directly adjacent to the work site. Piling works will be staged such that tour-coach access to Stamford Plaza is maintained at all times. Figure 22 shows the proposed works stages to maintain access consistent with the sequencing plans of Appendix F. Four to five carparks will need to be temporarily removed from the forecourt to maintain coach access during this period. Appendix G contains tracking plans demonstrating that tour coach access can be maintained. The taxi rank outside the Stamford Plaza will be temporarily moved to Wolfe Street during piling of that section and then reinstated. Figure 22

Access to Stamford Residences during piling

4.13.3 Mills Lane loop access (including Foodstuffs) The establishment of construction zones along Albert Street will restrict the size of trucks serving the Foodstuffs supermarket site on Mills Lane to 11.5m rigid trucks. This is due to the limited space available for tracking into Mills Lane from the kerbside service lane and preceding temporary installation lanes (refer to Appendices G and F respectively). This has been discussed with the supermarket operator and they are requesting suppliers to not use truck and trailer (B-train) combinations or smaller semi-trailers as is currently the case. Construction traffic to the proposed (but currently un-consented) 1 Mills Lane development will have to make similar manoeuvres. The following movements will be maintained during works: 

Up to 12.6m truck (emergency vehicle access) into Mills Lane, when Mills Lane is not closed due to piling works



Up to 11.5m truck exit from Swanson Street onto Albert Street (left out only) to allow delivery trucks exit Page 67

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When the Swanson shaft for the Albert Street stormwater main realignment is not open, Mills Lane and Swanson Street will become a southbound, one-way loop system at various stages20 during the piling and installation works and throughout the trench and service lane period. This includes left turn only into Mills Lane and left turn exit out of Swanson Street onto Albert Street. The conversion to a one-way system allows for the full width of the side roads to be used for tracking of vehicles through the turns to and from the narrow service lane on Albert Street. It also allows for some on-street loading to be provided for the use of Galleria and others to replace that lost from Albert Street. 4.13.4 Access to Wyndham Street and Swanson Street (West) properties Whilst Wyndham Street and Swanson Street (West) do not have CRL construction activity directly adjacent to the existing properties, access to general traffic will be restricted to these streets while piling and associated utility alterations take place at their intersection with Albert Street. However, property access shall be maintained for pedestrians and cyclists at all times, and vehicle access will be available from Hobson Street. Vehicles using the loading zones in these areas will need to undertake three point turns in the absence of a turning head but this can be done without conflict from through traffic (which will be absent). Although shown as closed in several installation sequences for clarity, these roads will be closed for the minimum period needed to move utilities and pile and then be reopened to traffic and a path provided through the work area for side road traffic. It should be noted that the loading zone outside the Shakespeare Tavern will only be accessible to 8m small rigid trucks for the majority of the works period, due to the restriction on turning to and from the temporary and service lanes. 4.13.5 Property access to 57 Albert Street Access ways to the properties shown in Figure 23 are located immediately adjacent to the work zone and will require mitigation to maintain vehicle access. Figure 23

Properties with vehicle access affected by works

See the sequencing plans contained in Appendix A. Page 68

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Both access ways are very narrow and cannot be widened as this would require building openings to be widened. Currently, vehicles wishing to turn left into the properties have to start turning from the outer lane. With the trenching works occupying the centre lanes of Albert Street, this manoeuvre will no longer be possible. Tracking curves have been undertaken with 90th percentile vehicles, and are shown in Figure 24. Connectus will undertake field trials with the narrow lane in place during Stage A-B to test the ability of car access to 57 Albert Street under discrete traffic management TMP. If reasonable car access cannot be provided to this property the occupants will be offered alternative secure parking. The preferred option (if required) is the provision of parking at the AT controlled Downtown carpark building at the end of Albert Street. Residents would be provided with allocated parks and remote controls to provide them with secure 24 hour access. Alternately the private parking buildings on the eastern side of Albert Street may be considered. Further decking of the trench to provide a wider turning area is not considered appropriate and would impact on the barrier system and potentially construction access to the trench under the current methodology and programme. Figure 24

Left turn into 57 Albert Street

4.13.6 Access to 56 Albert Street Car access to 56 Albert Street (part of the former Herald site) is no longer needed as the site is vacant and will become a demolition and development site during the Project. Construction traffic access arrangements for this development are yet to be confirmed but are currently expected to be from Mills Lane. 4.13.7 Proposed traffic diversions Various traffic diversions are required throughout the different stages of the Project. Table 13 below summarizes these. In order to minimise detour signage (potentially overlapping due to the large number of work sites and diversions during this period) it is not proposed to sign these detours. Instead the public will be informed of upcoming closures by VMS, on-going consultation (including ePage 69

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mail) and the Project website as described in the Project Communication and Consultation Plan; and reliance made on the CBD grid and alternate routing opportunities it presents. Table 13

Proposed traffic diversions

Location

Restriction

Diversion

Lower Albert Street

General traffic access restricted to southbound movements only

Customs Street West Customs Street East

Right turn restriction for all vehicles into Albert Street Right turn restriction for all vehicles into Lower Albert Street

Mills Lane – Swanson Street (east) loop Wolfe Street

Mills Lane restricted to left in only, approach lane closed. Swanson Street (east) left out only. One-way direction reversed to allow general traffic from Albert Street to turn into Wolfe Street during the installation Stages C and 15  East-west movement between Customs Street and Wyndham Street restricted  Left turn into Customs Street restricted

Northbound traffic moves through Lower Queen Street from Quay Street Traffic moves through Queen Street or Hobson Street Traffic moves through Commerce Street or Lower Hobson Street N/A

Albert Street

Albert Street bound traffic moves to Hobson Street  

Traffic moves through either Customs Street, Victoria Street or Wellesley Street Left turning general traffic to Customs Street moves through Wolfe Street diversion

4.13.8 Compensatory parking and travel provision. The methodology and controls developed in the DWP (as described in section 4.13 of this DWP) are expected to avoid the need for the alternate travel or parking arrangements beyond those described. If this should occur however the need for it will be identified prior to implementation and alternate parking arrangements arranged prior to the start of the works to the timeframes described in the condition. Taxi chits will be held by the construction manager for issue to blocked in residents on a case by case basis, as needed to meet the requirements of NoR condition 25.3(g).

4.14 PUBLIC TRANSPORT (BUS) PRIORITISATION While primarily associated with the New Network roll out, AT has developed a programme of network changes, service increase and additional bus priority infrastructure (bus lanes and phasing) to both implement the regional bus ‘New Network’ and mitigate the impacts of the CRL enabling works on the bus network. This programme will generate mode shift from single occupant vehicles (by making bus travel quicker and more reliable) and ensure that the majority of people can still move in, around and out of the CBD. In effect the Project is bringing forward parts of the New Network changes within the CBD to mitigate the impacts of the CRL enabling works. The network changes will remove all bus services from areas directly affected by the CRL enabling works - Albert Street, Lower Queen Street, Tyler Street and Galway Street. The changes will take place in two phases: 

Phase 1 – Currently operational



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

Queen St Page 70

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Customs St/ Beach Rd

The roads directly surrounding the Britomart Rail Station

The Phase 1 works were recently implemented in October 2015 in anticipation of the start of the Albert Street stormwater main realignment works. 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 by early 2016. The Phase 2 works and changes will be in place in mid-April 2016 before the Project commences. The implementation dates have been 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. Full details of the proposed works are included in Appendix D and Appendix E, including current and proposed bus network alteration summary schematics, resolution plans and reports (for Phase 1 works), and supporting information including problem definition and consultation undertaken.

4.15 ACTIVE TRANSPORT PRIORITISATION The designation conditions require measures to be enacted to ensure pedestrian and cycle access to private property is retained at all time. They further require the prioritisation (safety and efficiency) of pedestrians and cyclists (as far as practically possible) at the intersections affected by works. Key aims of this requirement are to maintain the vitality of the local area and to encourage the reduction of single occupant vehicles and achieve mode shift to reduce traffic demand and congestion. 4.15.1 Pedestrian measures The following specific measures will be implemented to prioritise or otherwise improve the amenity, safety and capacity of the pedestrian environment: 

Exclusive pedestrian phases will be implemented at the intersections of Customs / Albert, Swanson / Albert, and Wyndham / Albert.



The pedestrian movement along Albert Street past the Swanson Street site will be maintained through a barricaded passage in place of the redundant left turn and bus lanes. A temporary kerb crossing may be needed (most likely pre-fabricated steel or aluminium ramp / bridge with handrail). All footpaths will be throughout the works period.



Footpath widths will otherwise be generally maintained during the Project – other than the closure of the southern footpath on Swanson Street adjacent to the work site. In the case of the Swanson Street closure pedestrians will be easily able to cross the cul-de-sac road which has no property access (foot or vehicle).



Where footpaths are altered and reduced to less than 2.0 metres, pedestrian fencing will be used to improve separation between the carriageway and the footpath. Pool fencing will used to maintain visibility and sight lines while being frangible to minimise hazard potential.



The width of the footpath along the eastern side of Albert Street will not be reduced other than at the corner with Customs Street.



Where crossings are located on footpaths of 1.5 metre widths (notably the southern crossing at the Customs Street intersection), the signalised crossings will be widened to allow pedestrians to wait without blocking the footpath.



Pedestrian crossing bridges over the trench at Wyndham Street and Swanson Street will consist of two 2.5m open ended shipping containers. These bridges provide more than twice the consented minimum crossing width of 1.5m to cater for groups of pedestrians crossing in platoons and for cyclists to move across the trench. Each of the two container bridges at each Page 71

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location will be marked for travel in an opposing direction to minimise conflict between opposing pedestrians and cyclists. Pedestrian call buttons will be installed in the middle of the pedestrian bridge allowing more efficient two stage operation. This will allow pedestrians who jay-walk to activate the signals in the event they are trapped on the bridge by heavy traffic flows. This will also improve pedestrian safety, as pedestrian sightlines from the pedestrian bridge will be obstructed by solid hoardings and site machinery. The upstream side road approaches will also be signalised due to their proximity to the crossings. The structures will be internally lit and provided with windows for natural light and to provide a view of the trench works. 

During the combined utility trench works (prior to the start of the main piling works) in the footpaths of Albert Street, provision will be made in the remaining footpaths or on road behind barriers of at least 1.5m width. Building access will be maintained at all times through the use of bridging across the trench line and staging of works to minimise full closure of entry areas or multiple building accesses where possible.



As the footpaths along the western and southern frontages of the Downtown Centre will be closed for the duration of the project for demolition of the Downtown Shopping Centre and construction of the new Commercial Bay development, the western and southern pedestrian crossings at the adjacent Customs / Albert intersection will be maintained at all times. During the initial utility pipe jack works for the minor stormwater diversion, the western crossing will be staggered to pass around the launch pit work site and the retaining wall between Sturdee Street and Customs Street carriageways. This crossing will be undertaken as a single movement (with signal timing increased for the pedestrian phase accordingly) and directional tactile pavers provided to guide the vision impaired through the required path.



Pedestrians using the Northern Express services will be guided to the new location of the bus service. Wayfinding signage will be installed at key decision points on major approach routes and between transport modes to advertise the new location of the bus services. Figure 25 outlines the locations of the wayfinding signage. A green guide line will be installed between Queen Street and Albert Street via both Customs Street and Swanson Street – Albert Street on the footpath similar to those used in airports or hospitals to guide passengers. Swanson Street will be highlighted as an alternative route to reduce pedestrian demand on the southeast corner of Customs Street and Albert Street.

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Figure 25

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

Wayfinding signage and pavement treatments

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

North-south cycle movements will be provided for by the Nelson Street Cycleway (when completed) and the Beach Road Cycleway; as well as the tactical urbanism uphill cycleway proposed on Federal Street parallel and just to the west of the Project. The reduced speed environment and narrow lanes will improve cyclist safety and ability to defend their road space for those who choose to stay on Albert Street.



East-west cycle movements will be provided for by the Quay Street cycleway and by the widened crossings of the trench at Wyndham Street and Swanson Street.



Cyclists will be required to dismount and walk to building entries along footpaths.

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4.16 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 current demand) in the peak traffic periods. Achievement of this goal will aid in mitigating delay generated by lane loss and construction traffic generated by the Project and other private and public works in the CBD. This work is being undertaken separate to this Project by AT’s TD Unit and is being driven by both the CRL enabling works (including this Project) and the large number of public and private developments occurring at the same time within the CBD. The TDM 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 provided in Appendix H. The physical and information supply tasks of this campaign along with early communications messaging (as described in the CEMP) 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, which became operational in 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 the stormwater realignment work and the start of the subsequent 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 4.15 of the TAP DWP, the Workforce TDM measures described in Section 2.5 of this DWP, and wider CRL communications measures described in the CEMP. The Project will benefit from the implementation of the TDM campaign and associated infrastructure through reduced traffic demand on the CBD network and resulting mitigation of traffic congestion. Sensitivity modelling of the effects of SOV trip suppression was explored in early modelling of the Albert Street stormwater main realignment works which overlap (see the modelling report prepared by Flow Transportation Specialists for early stormwater main realignment project planning, provided in Appendix I). This modelling suggested overall network travel time benefits in the critical evening peak traffic period 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 CRL designation conditions for specific monitoring. However, the sensitivity testing at a route level does indicate mitigation of travel time increases, particularly at 21 the sought trip suppression rates of 10-15%.

4.17 PLANNED MITIGATION MEASURES The planned network congestion mitigation measures included in the DWP and assessed in the associated modelling include: 1.

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 (ie 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.

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). Page 74

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The planned public transport prioritisation bus priority measures described in Section 4.14 of this DWP and detailed for the Phase 1 changes in Appendix H.

Active transport prioritisation as detailed in Section 4.15 of this DWP.

TDM campaign as outlined in Section 4.16 of this DWP. Analysis of the impact of mode shift is considered in the initial modelling technical note presented in Appendix I. The modelling explored the relative impacts of mode shift by sensitivity testing of the models with 5%, 10% and 15% reduction in central city trips (i.e. excluding through trips without origin or destinations in the CBD). The most significant travel time savings were seen at between 10% and 15% mode shift.

The Wolfe Street diversion during Stages C and 1-5 of the construction of the Customs / Albert bridge significantly reduces the phasing at this intersection from six to two phases allowing significant reallocation of green time to the east-west movement on Customs Street and largely if not entirely overcoming the capacity reduction of a single through lane in each direction. In addition the simplified arrangement at the intersection allows for more efficient and quicker construction, enabling the programme for the bridge works to be reduced by approximately two months. It also allows the works to be undertaken with three main traffic configurations on Customs Street instead of the 12 mooted in the reference design at the time of consent. The gains to the network performance are described in the early planning modelling undertaken for the stormwater main realignment provided in Appendix J. Although the details of the Albert Street works have changed slightly in development of the trench installation methodology, this modelling confirms the benefit of this proposal. The southbound service lane is provided between Customs Street and Victoria Street at all times as required by the designation conditions.

The methodology for the permanent stormwater realignment required diagonally across the Customs / Albert intersection (and which sits outside the main tunnel works areas) has been changed to trenchless method (i.e. pipe jack) and the launch and receiving pits moved to inside the main works area. Previously the works required extensive closure of the intersection beyond that needed for the tunnel works and notably would have prevented the movement of NEX buses left turning between Sturdee Street and Lower Albert Street soon after service relocation.

Prior to commencement of the Project, AT will amend the Lower Albert / Quay intersection to provide a double left turn onto Quay Street with the kerbside lane being a bus only lane which extends up to the stop line. This full length bus lane between Customs and Quay streets will maximise reliable bus movements for the Northern Busway services and operation of the new platforms.

Removal of the Barnes Dance phases and signals at the Victoria / Albert and Wellesley / Albert signals on completion of the stormwater main realignment works and the reinstatement of Victoria Street and Wellesley Street to two lanes plus turning lanes in each direction as a result. The Barnes Dance phases at the intersections of Victoria / Albert and Wellesley / Albert will be removed at the completion of the stormwater main works. Removing the Barnesâ€™ Dance phase allows a significant reallocation of green time back to the critical and most highly effected eastwest routes. This will have the flow-on effect of reducing pressure on the Customs Street and Quay Street corridors.

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)..

10. 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 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 Lower Queen Street and Commerce Street intersections, allowing for retention of the turn pockets to improve through Page 75

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traffic conditions and minimise blockage potential. The tunnel works at the Albert / Customs intersection especially will reduce overall network east-west capacity and will result in traffic diversion to parallel routes including Victoria Street, Wellesley Street and the Quay Street corridor. During the peak periods especially, the capacity of the latter corridor should be maximised (i.e. construction activity requiring further lane closures avoided) to mitigate congestion around the stormwater main realignment work sites. The change in programme and scope does this to the benefit of the Project. 11. 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. 12. The Customs Street right turn into Lower Albert Street will be banned throughout the project for capacity and geometric reasons (the turn canâ€™t be provided past the northern compound). This removes a phase from the intersection, and with the closure of both Albert Street approaches in TTM Stages 1 to 5, allows the intersection to run a very efficient two phase cycle.

4.18 POTENTIAL FURTHER MITIGATION MEASURES Additional network changes and general traffic management which might be included (identified as part of traffic management planning for the stormwater main realignment works, and also of relevance to the cut and cover works during the overlap between the two projects) are outlined as follows: 1.

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 for the stormwater main realignment TTMP or this TAP DWP or assessed in the revised (rev2) modelling to meet community connectivity expectations noted in the ITA. 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.

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 Street corridor and serves an arguably higher strategic function in being one of two bus priority corridors (the other being Fanshawe â€“ Customs). As a result both general traffic and buses in Wellesley Street may benefit from travel time reductions. This intervention has not been investigated to date.

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

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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. This technique has been used in the Christchurch recovery by the SCIRT Alliance.

CBD network and corridor signal optimisation, especially of Albert Street, Wellesley Street and Victoria Street. This is â€˜business as usualâ€™ activity and is expected to be on-going throughout the life of this Project and the wider CRL enabling works programme. A particular opportunity occurs at the Queen / Victoria intersection. Queen Street is not forecast to have significant delay increases but Victoria will so there is an opportunity to reallocate green time from Queen Street to Victoria Street.

The displacement of through traffic onto the motorway network and localised congestion associated with weave and merge manoeuvres on the NBD lanes near the Fanshawe Street and Wellington Street on-ramps is expected to result in significant diversion of NBD traffic to the Grafton Gully on-ramps, which can experience severe congestion at times. This may result in travel time increases and trip reliability issues for traffic accessing the port and motorway network on the eastern side of the CBD due to queue back onto Stanley Street and affect the Southern Motorway access. A principal reason for this flow breakdown and resulting congestion is the uncontrolled weave between access roads and on-ramps to the respective motorways at the head of the gully. By ramp metering the access to the Northern and North-western 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.

10. Adoption of bus signal pre-emption and phase extension technology such as PTIPS using pre-detection to actively prioritise bus movements (albeit at some cost to general traffic). This approach is central to high performing BRT and LRT operations on surface road corridors internationally. It may have the added benefit of attracting more mode shift through reliability gains as well as directly through travel time savings. This measure has wider network and technology implications and has not been investigated to date. 11. The retention of the kerbside lanes on Albert Street at the Victoria Street and Wellesley Street intersections during the stormwater main realignment works (which close these lanes to allow for left turning movements to take place from the next lane for tracking purposes). 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 Page 77

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would however also require a significant re-organisation 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 CRL designation). Additional measures identified for potential investigation and implementation for the cut and cover tunnel works include: 1.

Closure of Commerce Street northbound between Galway Street and Tyler Street. This would reduce demand on this intersection and the Quay Street east-west movement caused by cross-block traffic between Customs Street and Quay Street. Cross-block traffic would then move to Britomart Place and Tangihua Street which are believed to have more capacity. This measure has not been investigated in detail, however could be deployed in the event traffic delays from the Quay Street Cycleway project are worse than anticipated.

Northbound through traffic could be banned at Customs / Albert after the bridge works are complete in order to reduce traffic demand at Quay / Lower Albert and on Quay Street (which is critical to timely access to Queens Wharf during the cruise ship season).

The Wolfe Street reversal could be continued once the Customs / Albert intersection works are complete to spread the traffic load by removing left turning traffic from the single lane approach to Albert Street. This would potentially significantly decrease congestion on Albert Street and allow some green time reallocation to benefit Customs Street traffic.

Construction traffic management to restrict deliveries/ spoil removal during peak hours for private developments (and potentially the Project and other CRL enabling works at Britomart and the Downtown Shopping Centre redevelopment site). Sensitivity testing undertaken which restricted construction access for private developments (namely the New Zealand International Convention Centre, NDG Auckland Centre and 1 Mills Lane) to the inter-peak period only showed a network wide general traffic travel time improvement of 6% in the morning and 9% in the evening.

Construct an additional traffic deck over the trench at the intersection of Wyndham Street and Albert Street for the morning and evening peak, and rerouting cross-town bus routes to use Wyndham Street from Victoria Street (and possibly Wellesley Street). They would then turn onto the new Queen Street bus lanes to continue their journey. Car parking on Wyndham Street would be removed during the morning and evening peak; however off-peak parking would be permitted to allow loading zones to remain in use. This mitigation allows the bus lanes to be removed from the cross-streets, increasing capacity and reducing delays for both buses and general traffic albeit with changes to the buses travelled distance. Some loop terminating bus services will remain on the cross-roads west of Albert Street. This deck would also allow for access to the 1 Mills Lane development site for trucks larger than 11.5m and spread the general east-west traffic load. The possible impacts on residents would need to be considered in detail.

Removal of bus lanes. The Project modelling suggests that the bus lanes result in a significant net reduction in general traffic capacity, as discussed in the modelling report in Appendix J. The net benefit of the anticipated mode shift is outweighed by benefits to general traffic, including freight and tourist buses. However, the bus lanes and mode shift are integral to the long term vision for the city and implementation of the new network and provide the journey time reliability improvement required for short and long term mode shift. This measure is contrary to the long term need and vision to increase public transport patronage and is not recommended.

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4.19 CONTINGENCY PLANNING 4.19.1 General procedures If there is a major incident22 on or around the Project site, staff will abide by the generic procedures described in the TMP full form pro-forma23. 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), the MTC shall cease the site access manoeuvre (i.e. return the vehicle to a position clear of through traffic) until the congestion has eased. 4.19.2 Emergency vehicle access and procedure During the installation stages the emergency services will be able to enter the worksites using the gates or when unattended by removing the connection pin on the water filled barriers and pushing them and fencing away. Figure 26 summarises the proposed traffic management required for Fire Service access to buildings along Albert Street during the long term trench and service lane works. In the event of a fire in a building fronting Albert Street the Fire Service require access from both direcitons to ensure that their tenders face downhill at no more than 7% to ensure pump operation. With the service lanes in place this will require them to approach the effected site against the flow of traffic on the eastern side. To achieve this, when the site is both attended and unattended, it is neccessaary to stop traffic entering the service lane and allow general traffic within the service lane to exit to provide a clear path. Clearance of the service lanes will be achieved by: 

The Fire Service advising ATOC to activate the prearranged emergency signal and ITS plan to clear general traffic from Albert Street between Customs Street and Wyndham Street



Switching the traffic signals at each of the service lane to red for entering traffic while keeping the alternate movement away form the service lane on green



Indicating that the service lanes and Albert Street are closed by the use of fixed red flashing lights and signage (wig wags) at the entry points and side connections (roads and Stamford Plaza). Traffic on the side roads will be stopped and directed to turn around when the Fire Service traffic management team arrives. Stamford Plaza forecourt and Mills Lane – Swanson Street East loop traffic will need to remain in place for the duration of the emergency.

Access to the Mills Lane – Swanson Street East loop will be provided at all times from the Mills Lane intersection where tracking has been provided for a 12.6m tour coach (which equates to the largest Fire Service type 5 and 6 aerial appliances) in a single movement – see Section 4.5 of this DWP. After an event, egress from the loop by the larger appliances may require a multi-point turn onto 22

An incident being any crash, breakdown, emergency engineering works or other event considered to have notable effect on CBD main road operations / delay. Given the high levels of use / congestion in the CBD it is likely that the majority of events will fairly quickly cause queueing that blocks back onto main roads or the motorway network. 23 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 DWP focused on individual TMPs and including key staff contacts Page 79

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Albert Street although this would not be against traffic on Albert Street and when the urgency of response is not needed. The majority of Fire tenders are smaller (an 8m truck chassis) and would not be impeded at any of the side roads.This approach has been confirmed with the Fire Service and manouvering checked by field trial and tracking analysis. A test of the emergency repsonse plan will be held early during the approariate stage and Fire and other emergency services advised of on-going changes to traffic layout and works progression through regular liasion. Fire Service aerial appliances will extend their outrigger arms only on the building side where lane widths restrict deployment on both sides. The western traffic deck has been designed to accept the high point loads generated, while a reinforced concrete beam will be installed on the footpath along the eastern side to provide for the outriggers without the risk of collapse due to shallow utilities. These outrigger loading strips will be identified by blue hatching and text on the surface and will be provided for the full length of the footpath adjacent to the service lane. Access to side road buildings will be available from Albert Street and the direction of Hobson Street and Queen Street.

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Figure 26

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Emergency access proposal

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4.19.3 Traffic incidents If there is a major incident (typically a crash, materials spill or breakdown) on or around the Project site, staff will abide by the generic procedures described in the TMP full form pro-forma. 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. The project STMS will contact ATOC to implement the emergency access signal and ITS plan during the long term trench stage. 4.19.4 Adjacent building evacuation The footpaths adjacent to the work sites will be maintained at all times, therefore there will be no impact on the existing adjacent building evacuation procedures or paths (as pedestrians should not 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 MTC/STMS may be helped in this by other staff members at the direction of the site supervisor. It should be noted that no Project staff member has any power to prevent those intent on passing through the area from using the footpath or evacuating a building.



The MTC / 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.

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4.20 ALTERNATIVE TRANSPORT SOLUTIONS Minimisation of spoil and truck movements have been considered during the development of the construction methodology. A number of alternative transport solutions have also been investigated with the aim of reducing construction traffic generation. Table 14 summarises the solutions considered. In summary, transportation of spoil and the majority of materials by road is considered the best method for environmental protection, programme and cost and would not reduce overall truck movements in critical sections of the CBD road network. Table 14

Alternative transport assessments

Alternative Options

Description

Transport and remove all materials by rail

Transporting materials by rail would remove a portion of heavy vehicle trips in the city but would still require journeys between the excavation and a rail loading spur (to be built taking up valuable waterfront land). The short access trips would occur over the Customs Street and Quay Street corridors which will already under pressure due to diverted traffic. The increase in rail demand would disrupt passenger train services to and from Britomart potentially, ultimately resulting in a risk that patronage numbers would fall and fail to meet the targets for funding. In addition, transporting spoil through an area intended to be used by members of the general public at a later date may be a nuisance to the public. The minor traffic reduction and double handling of materials and repetition of dust, sediment 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 or above Customs Street, Lower Albert Street and Quay Street to transport spoil to barges in the harbour. This would remove vehicles carrying excavation spoil from the network; however delivery of materials will still need to be transported by truck. This option is not considered feasible as the conveyor belt will need to be enclosed and the spoil dampened to reduce dust. Additional double handling and de-watering of the spoil will be required at the dump site along with containment and treatment of discharges at the barge loading and unloading points. The conveyor belt would also need to be built over Quay Street, creating additional traffic management requirements and imposing additional consenting, programme and cost impacts to the project. The alternative loading of barges by truck would result in truck movements across and along the pressured Customs Street and Quay Street corridors and potentially adversely impact on Port and ferry operations.

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5 ASSESSMENT OF TRAFFIC EFFECTS 5.1

GENERAL APPROACH

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

The modelling has used the existing, approved 2021 Auckland City Centre SATURN model for the AM, daytime Interpeak and PM peak periods. This model was used for the CRL designation Notice of Requirement ITA 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 K details the latest modelling covering the duration of this Project and the stormwater realignment works, with early modelling detailed in the Technical Note (dated 31st July 2015, by Flow Transportation Specialists) attached in Appendix I24. 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 in Section 5.3.3 of this DWP.

Note that the initial modelling described in Appendix I 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. Page 84

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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 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 K. 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 pipejacking shafts in place with varying levels of construction traffic from different projects and the Tyler Street reversal required for the Britomart works coming into effect in Test 6a.



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



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

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

5.3 5.3.1

TRAFFIC MODELLING SUMMARY 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 15 and Table 16 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 15 shows the network wide travel times and travel distances for the modelled scenarios for general traffic. These summary statistics are compared to the revised Rev1 Base Case. The travel time and travel distance presented are in the same format as Rev1 outputs. Travel times in personhours are calculated by using 1.2 persons per vehicle and bus occupancy of 30 people. This provides consistency with earlier reports.

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Table 15

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Summary statistics â€“ general traffic

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

8,960

10,080 (+1,120)

10,290 (+1,330)

10,370 (+1,410)

10,000 (+1,040)

9,340 (+390)

5,630

6,220 (+580)

6,790 (+1,160)

6,510 (+870)

6,340 (+710)

6,020 (+380)

14,690

17,920 (+3,230)

18,380 (+3,690)

18,450 (+3,760)

17,730 (+3,040)

17,040 (+2,350)

Rev 1 Base Case Travel Time (person-hours) Morning Peak Interpeak Evening Peak

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

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)

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 16 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.

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Summary Statistics – Buses and Construction Trucks

Table 16

Rev 1 Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

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

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)

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

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)

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

5.3.2

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 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 over-represent 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 27.  

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/Lower Hobson Street (between Fanshawe Street/Hobson Street and Tangihua Street) Page 87

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  

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 27

Journey Time Routes (as per designation conditions 26.9)

Forecast changes in journey times are colour coded as shown in Table 17 and are consistent with previous reporting while Tables 18-21 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 K.

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Table 17 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 18

Average Morning Peak Journey Times (seconds)

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)

400

630 (+230)

660 (+260)

670 (+270)

460 (+60)

450

610 (+160)

710 (+260)

610 (+160)

580 (+120)

500 (+50)

210

290 (+80)

320 (+110)

330 (+120)

320 (+110)

290

330 (+50)

500 (+220)

370 (+90)

350 (+60)

330 (+50)

180

240 (+60)

230 (+50)

250 (+70)

280

310 (+40)

380 (+100)

340 (+70)

320 (+50)

340

410 (+80)

430 (+100)

430 (+90)

370 (+40)

350 (+20)

250

320 (+80)

320 (+70)

310 (+60)

290 (+50)

280 (+30)

500

540 (+40)

510 (+10)

530 (+30)

540 (+40)

500

480

590 (+110)

500 (+20)

540 (+60)

570 (+90)

620 (+140)

New North Road (NBD)

190

New North Road (SBD)

150

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

290

300

Route (Direction)

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)

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Base Case 140

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

(+10)

(+20)

(+40)

(+30)

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 19

Average Interpeak Peak Journey Times (seconds)

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)

380

630 (+250)

640 (+260)

650 (+270)

430 (+50)

390

570 (+180)

680 (+290)

570 (+180)

430 (+30)

240

270 (+30)

290 (+50)

310 (+80)

290 (+60)

290

340 (+50)

520 (+230)

380 (+90)

350 (+60)

330 (+40)

200

250 (+60)

260 (+60)

270 (+70)

260 (+60)

270

320 (+50)

410 (+140)

380 (+110)

350 (+80)

180

250 (+70)

260 (+80)

250 (+70)

240 (+60)

230 (+50)

200

220 (+20)

210 (+20)

210 (+10)

460

520 (+60)

510 (+50)

520 (+60)

540 (+80)

510 (+50)

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)

Route (Direction)

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)

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Base Case

Scenario 4d

Scenario 5a

Scenario 6a

Scenario 7a

Scenario 8a

Khyber Pass Road (EBD)

110

120

Khyber Pass Road (WBD)

130

140

130

180

180 (+10)

160

Route (Direction)

Newton Road (EBD)

170 170 160 160 Newton Road (WBD) (+10) (+10) *The SATURN model only covers the northern half of the Mt Eden Rd route Based on the model outputs for the inter-peak the following can be observed: 

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



Traffic using Wellesley Street has an increase of 70 to 110 seconds for scenarios 4d, 5a and 6a. No significant increase in travel time for scenarios 7a and 8a. Traffic using Queen Street Southbound has an increase of 80 to 190 seconds for all scenarios. Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street. Traffic using Quay Street, Hobson Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time. Scenario 8a operates with lower travel time when compared to scenario 4d, 5a, 6a and 7a as it represents the period where piling is complete.

 

Table 20

Average Evening Peak Journey Time (seconds)

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)

410

710 (+300)

790 (+380)

910 (+500)

470 (+60)

680

840 (+160)

1,100 (+420)

1,010 (+330)

830 (+150)

800 (+120)

230

280 (+40)

330 (+90)

330 (+100)

300 (+70)

330

410 (+80)

570 (+240)

460 (+130)

370 (+50)

360 (+30)

190

240 (+50)

250 (+50)

270 (+80)

260 (+70)

270

280 (+10)

320 (+60)

300 (+30)

280 (+20)

290

370 (+80)

410 (+120)

390 (+100)

360 (+70)

330 (+40)

560

840 (+270)

870 (+310)

830 (+270)

750 (+190)

710 (+150)

590

640 (+50)

650 (+50)

640 (+50)

610 (+20)

610 (+10)

680

890

940

880

770

800

Route (Direction)

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)

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Route (Direction)

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Base Case

Scenario 4d (+210)

Scenario 5a (+260)

Scenario 6a (+200)

Scenario 7a (+90)

Scenario 8a (+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

160 (+10)

170 (+10)

190

240 (+50)

200 (+10)

190

Newton Road (EBD) Newton Road (WBD)

*The SATURN model only covers the northern half of the Mt Eden Rd route Based on the model outputs for the evening peak the following can be observed: 

Victoria Street east and west and Wellesley Street westbound are the worst affected routes in scenarios 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.



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 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.



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 28 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.

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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 K. Figure 28

5.3.3

Example of delay at intersection with Albert Street

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 K). 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 I. 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 tunnel works and Britomart underpinning and tunnel works are expected to have similar or lesser traffic impacts than predicted by the modelling undertaken in the ITAâ€™s prepared during the consenting phase for these projects and the stormwater main realignment project. Since consents were granted, a large number of major public and private projects have come to fruition, or are expected to come to fruition, during the course of the CRL projects. These additional projects significantly increase the overall cumulative increase in delays expected over the course of the CRL enabling works in the CBD. The worst period is clearly during the overlap between the Albert Street stormwater main realignment and cut and cover works, when there is also high private development activity including demolition and excavation. 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 consent modelling without the additional public and private works that have come to light in the past few months. A significant proportion of the forecast travel time increases stem from a reduction in lane capacity due to the Customs / Albert intersection road deck works being done simultaneously with the stormwater Page 93

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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 albeit while increasing the people carrying productivity of the available road corridor. In addition, the cumulative impacts of private development projects in the CBD are also 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 K. Construction traffic generation for the Albert Street cut and cover tunnel works is comparatively light by comparison to the Convention Centre and Downtown Shopping Centre redevelopment projects. To summarise elements contributing to the increase in cumulative effects, the following are noted: 



Permanent bus and cycle lanes replacing general traffic lanes on key detour routes for the CRL project 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



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



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



High construction traffic volumes for CRL, 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

 

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

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6 ASSESSMENT OF GENERAL EFFECTS 6.1

PUBLIC TRANSPORT

Figure 29 below shows the recently implemented Phase 1 and the proposed Phase 2 bus routes through the Project extent, where the key overlapping areas are: 

Phase 1 route - Northbound on Albert Street, going straight through Customs Street onto Lower Albert Street



Phase 2 route - Westbound on Customs Street through Albert Street



Phase 2 route - Eastbound on Fanshawe Street, turning left into Lower Albert Street

Figure 29

Bus routes through Project

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The existing phase 1 bus route goes through Albert Street (Birkenhead bound buses) but will be off this route from April 2016 (prior to cut and cover works along Albert Street). Phase 2 bus routes will be able to go through the Project site during works. The site has been designed to allow through movements at the Customs / Albert intersection during the road deck construction stage and for left turns by buses into Lower Albert Street. Figure 30 shows bus stop impacts due to the cut and cover works. Bus stops are proposed to be relocated to Lower Albert to service Northern Express and Birkenhead routes. The Customs Street bus stop will need to be shortened during Customs / Albert deck works (between May 2016 and February 2017). Figure 30

Bus stop impacts

Bus operations will become more reliable and quicker with the proposed priority and rerouting changes (as described Appendix D) as part of the Phase 1 and 2 bus changes. This will be due to both reduced impedance when travelling through the system and lesser travel distances overall as Page 96

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demonstrated by the modelling (see Appendix K). 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).

6.2

PEDESTRIANS

6.2.1

Pedestrian demand

Pedestrian surveys around Albert Street have been used to build a picture of existing pedestrian movements in the area. The heaviest pedestrian demands were found at a count site north of the Swanson Street intersection (outside 17 Albert Street) on the western side of Albert Street, where approximately 15 pedestrians per minute were counted in both directions during the AM peak and 22 pedestrians per minute during the PM peak. The eastern side of Albert Street at the same location has less pedestrian demand, with only around 5 pedestrians per minute during the AM and PM peaks. Pedestrian demand overall is concentrated in the PM peak with a total two hour demand (4:00 pm â€“ 6:00 pm) of around 1,800 pedestrians for the western side count site outside 17 Albert Street. Fewer pedestrians were counted during the AM peak (7:00 am â€“ 9:00 am) with a total of around 1,200 pedestrians for the same site. When compared with pedestrian volumes on Queen Street, pedestrian volumes on Albert Street are relatively modest. The count site located on the western side of Lower Queen Street outside McDonalds (in the Mercure Hotel Building) recorded volumes of around 4,600 pedestrians in the AM peak and 6,600 pedestrians during the PM peak. 6.2.2

Footpath treatments

The CRL designation requires that footpaths of at least 1.5 metres in width are provided on both sides of Albert Street. Table 21 outlines the footpath widths and footpath treatments to be provided along Albert Street. Table 21

Footpath treatments on Albert Street

Location

Footpath width and treatments

Between Wolfe Street and Fanshawe Street

Existing footpath width retained

(Western Side)

Pedestrian fencing installed

Between Swanson Street and Wolfe Street

Existing footpath width retained

(Western Side)

Pedestrian fencing installed

Between Wyndham Street and Swanson Street

Footpath reduced to 1.5 metre width

(Western Side) Outside 63 Albert Street

Footpath reduced to 1.5 metre width

(Western Side) Between 63 Albert Street and Kingston Street

Existing footpath width retained

(Western Side) SE Corner of Albert Street and Customs Street

Footpath reduced to 1.5 metre width

(Eastern Side)

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Pedestrian crossings

The CRL designation also requires a minimum of two pedestrian crossings of the trench with one each in the vicinity of Swanson Street and Wyndham Street to be maintained throughout the Project. Figure 31 shows the pedestrian crossings which will be provided. Some crossings will be relocated to accommodate piling works, and cut and cover works between stages A-C and 1-9. From Stage 10 onwards pedestrian crossing locations will be fixed. The western crossing of Customs Street will be maintained at all times but will be staggered and operated as a single movement crossing at all times. The southern crossing of Albert Street at the Customs Street intersection will be also be maintained at all times, its width maximised (a minimum of 4m) and angled slightly at the western end to pass around the end of the trench and barrier system. Figure 31

6.2.4

Pedestrian crossings to be maintained through the Project

Relocation of PT and pedestrian capacity

A detailed pedestrian assessment has not been undertaken, however based on the Austroads GTEP Pedestrian guide, the 1.5 metre footpath provided adjoining the Project site is able to cater for around 35 pedestrians per minute with comfortable pedestrian movements. With current pedestrian demands well below this level there is spare capacity available to accommodate any changes in pedestrian flows caused by the relocation of the Northern Express bus services. In addition, signage and advertising will be provided to encourage pedestrians to use alternative routes to access the new location of the Northern Express and avoid the potential bottleneck on the south-eastern corner of Albert Street and Customs Street. These alternative routes are shown in Figure 25. 6.2.5

Customs Street

The piling and cut and cover works are expected to have the following impacts to pedestrians at the Albert Street intersection: Page 98

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

The kerb adjustments at the corner of Customs Street and Albert Street will reduce the footpath width to 1.5 metres. When combined with the effects of the relocated Northern Express services onto Lower Albert Street, this corner may become a potential bottleneck for pedestrians although signage and advertising would be undertaken to divert pedestrians away from this corner.



The signalised crossings across Albert Street at the intersection of Customs / Albert will be widened to provide additional waiting space for pedestrians wishing to cross. This would mitigate the impact of the narrowed footpath somewhat.



The reduction in the number of phases at the Customs / Albert intersection and the new exclusive pedestrian phase will reduce pedestrian delay through more efficient phasing.

6.2.6

Swanson Street

The combination of stormwater main realignment works and cut and cover works means that the Swanson Street crossing will need to be realigned to maintain access through the Project. The Swanson Street pipe-jacking shaft will be temporarily covered between 22 March 2016 and 19 July 201625. During this time, the main pedestrian crossing will be located on top of the covered shaft, and piling will take place within the Swanson Street intersection (from 12 July 2016 at the latest). Once piling is completed, the pedestrian crossing will be relocated around the shaft onto the piled areas. The Swanson Street shaft will be reopened and pedestrians will cross around the shaft. The existing southern crossing at the Swanson signals will typically be closed during the project due to the closure of the southern footpath on each side of the crossing due to construction works by others and then later as only a single pedestrian crossing is needed when the trench is in place.

The sequencing of installation works will be adjusted to coordinate with these shaft works, should there be any change in the programme of the stormwater main realignment project. Page 99

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Figure 32

6.3

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Pedestrian crossing relocation at Swanson Street (Map Source: Auckland GIS)

EMERGENCY SERVICES

Emergency services are not expected to be restricted in terms of connectivity or accessibility by this Project when moving under lights in an emergency due to the relatively open nature of the projects road arrangements beyond the Albert Street work area. Refer section 4.19.2 for details of emergency vehicle procedures and movements within the Albert Street corridor. 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 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 33 shows likely response routes to the Project area (note that there is an Ambulance base opposite the uptown fire station at the bottom right of the image). The response path for tenders from the Parnell Fire Station is not shown but would be via Customs or Quay streets. Page 100

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Figure 33

6.4

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Summary of emergency service response routes to the project area

OVER-DIMENSION AND OVERWEIGHT ROUTE CHANGES

Construction works at the Customs / Albert intersection will restrict OD and OW movements between the Port and Wynyard Quarter and along the current Albert Street designated route. The following movements will be restricted during works:  

Eastbound OD and OW movements on Fanshawe St through Customs / Albert intersection. Westbound OD and OW movements on Customs St through Custom / Albert intersection.



Northbound OD movements through Albert Street.



Southbound OD movements through Albert Street.

Therefore, the proposed Detour Routes for OD and OW movements are:  

Symonds Street for north / south movements Newton Road, Ponsonby Road and Beaumont Street for east / west movements.

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AT has been consulted regarding the proposed detours and allowing right turns into Newton Road from Symonds Street (currently banned) is currently being investigated. Boston Road will be used as an interim detour (refer to Figure 34). Hobson Street and Nelson Street have not been proposed as detour routes due to existing gantries restricting movements of over-sized trucks. Figure 34

6.5

Proposed OD/ OW detour

KERB SIDE MANAGEMENT

Figure 35 below shows the proposed parking changes required during construction works. Refer to Appendix O for detailed parking proposal for the following sections: 

Customs Street



Wolfe Street



Mills Lane/ Swanson Street loop



Wyndham Street

Active and on-going parking enforcement is recommended in the project area to maintain high parking compliance in the area. Most of Albert Street (other than sections highlighted in Figure 35 and Appendix O) shall have no parking at all time restrictions, which shall be highlighted by the appropriate road marking and “No Parking” signage at entry/ exit points to Albert Street. Kerbside parking

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allocation shall be monitored by Connectus and AT, and further changes shall be implemented if deemed necessary. Regular users (such as Taxis, service/ delivery vehicles, tour coaches, etc) shall be notified through industry bodies of the proposed parking changes and need to keep the single Albert Street and side street lanes clear prior to implementation, as well as the â€˜no excusesâ€™ enforcement regime that will be implemented by AT. Figure 35

Amendments to kerbside management (parking, loading zones, taxi, tour coaches, others)

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Service vehicle parking

As noted in the resolution reports for the Phase 1 Bus Changes, there is an alternative loading zone created at 3 Fanshawe Street that can replace the removed loading zone at 22 Customs Street. Figure 35 and Appendix O show the proposed loading zone during works. 6.5.2

Taxi Operators

The taxi rank outside Stamford Plaza Hotel will be removed during Stage 5-7 of the piling programme. This taxi rank will be relocated onto 12 Wolfe Street, as outlined in Figure 35 and Appendix O. 6.5.3

General Parking and Pickup/ Drop-off

Three to five car parks will be lost in the Stamford Plaza Hotel forecourt during Stages 5-7to accommodate the required tracking for a 12.6m tour coach to use the forecourt. One car park will also be lost on Wolfe Street to accommodate the left turn from Federal Street to Fanshawe Street due to tracking requirements for 12.6 metre truck, as Wolfe Street was not required to cater for this movement previously. In addition five P5 car parks will be lost outside 8 Albert Street between Stages 3 and 6, and will be reinstated during Stage 10. Overall, these losses in parking are not considered significant or different to that identified during the CRL designation Notice of Requirement process. There are additional parking spaces available nearby in either paid parking facilities or on-street parking. Figure 35 and Appendix O shows the proposed new parking allocations during works.

6.6

UTILITIES ASSESSMENT

The utilities relocation works (outside the trench) is expected to take place from May 2016 to September 2016. The main work areas are: 

Customs Street/ Albert Street intersection



Along the westside of Albert Street between Custom Street and Kingston Street



Along the eastside of Albert Street between Custom Street and Wyndham Street



Across Albert Street intersections with Mills Lane, Swanson Street and Wyndham Street



Both sides of Mills Lane



Both sides of Swanson Street (east)



Short section of Swanson Street (west)



Short section of Wyndham Street (west)



Short section of Kingston Street

The impact of utilities works only within the CRL designation has been assessed. Refer to Figure 35 showing the designation and utilities work overlay.

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Figure 36

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CRL Designation and Utilities works

Public Transport

Bus Phase 1 and 2 changes are to be implemented prior to utilities works. Therefore works along Albert Street will have no impact on public transport operators and users. Works across Custom Street shall be staged such that eastbound and westbound movements are maintained at all times, allowing buses and general traffic use. Left turning into Lower Albert Street from Customs Street is expected to be unaffected as the utilities works on Lower Albert is generally within the southern site compound. 6.6.2

Pedestrian

Pedestrian movement along the east and west side of Albert Street will be maintained at all times through the use of the remnant footpath where possible or diversion to designated footpaths in the road, protected by approved barrier system. Access to buildings will be maintained using temporary bridges (with handrails) when needed to connect temporary paths to doorways. Footpaths will be at least 1.5m at all times. For the corner of Customs Street/ Albert Street (south-west): Due to existing site constraints and utilities works proposed, there is little room to shift the existing pedestrian crosswalk at this location. Works shall be either down at night or with manual traffic controllers guiding pedestrians at this crossing. Pedestrian access shall be maintained as shown in Figure 31. 6.6.3

General Traffic Access

Access to the following streets from Albert Street shall be limited during utilities works: 

Mills Lane – access maintained via STOP/ GO traffic management



Swanson Street (east) – closed as required by pipe jack shaft work area



Swanson Street (west) – access to and from Albert Street restricted for 2 days. Traffic shall be redirected through Wolfe Street



Wolfe Street – Access to Albert Street closed for 2 days. Local property access shall be maintained at all times



Wyndham Street (east) – Staged construction so that vehicle access is maintained



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It should be noted that Swanson Street (west), Wolfe Street and Wyndham Street (west) closures will not be concurrent. 6.6.4

Emergency Services

Emergency vehicle access to properties will be maintained at all times during works: 

Works across Mills Lane shall be staged such that LILO access is maintained at all times. This will allow emergency vehicles to access Mills Lane – Swanson Street loop. Works can also be carried out at night with a STOP/GO arrangement, allowing greater work area whilst still maintaining LILO access, and having less impact for general traffic due to lower volumes



As discussed previously, works across Wolfe Street, Swanson Street, Wyndham St and Kingston Street shall require temporary closures from Albert Street (not concurrent). Depending on the extent of construction activity, emergency vehicles can be allowed access from Albert Street if required, however, as there are alternate routes available (such as through Queen Street or Hobson Street) and it is recommended to use such routes during the discreet closures

6.6.5

Service and Freight Traffic

Works across Mills Lane shall be staged and access to Mills Lane – Swanson Street loop shall be maintained for Foodstuffs New World Supermarket and other deliveries.

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7 MONITORING 7.1

MONITORING REQUIREMENTS

CRL designation Condition 26 specifies monitoring of travel times on ten key main routes across the CBD, against those observed before the Project works and forecast change during the works as shown in Figure 37. 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 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. 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 37

Journey Time Routes specified by the CRL Designation

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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 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 will provide real time feedback to the AT road operations, network optimisation and ATOC teams through control room dashboard reporting and can be used to investigate congestion associated with a particular incident. It is proposed to use this improved data source to update the observed data and resulting forecast and trigger times given in the preceding section of this DWP prior to the start of construction activity (with the agreement of Auckland Council). Although not specified in the designation, it is proposed to provide monthly reporting 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). To aid in this, AT also have access to the ‘Snitch’ data source 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.

7.3 7.3.1

TRAVEL TIMES AND ADDITIONAL CONGESTION MITIGATION TRIGGERS 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 the GPS based TomTom system for each of the three modelled forecast periods. The number of observations available for each route and period from this system are commercially sensitive and are not available to the Project as a third party under NZTA’s data agreement. The observed average travel times before the construction works are given in the tables of Appendix L 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.

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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 38. 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 38Illustration of expected developments in relation to the CRL corridor (CRL projects shown in yellow and stormwater main realignment shown in red)

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 L will be updated by the following process:  Establish ‘New Basecase’ 3-4 weeks before start of physical works for the Britomart underpinning and Albert Street (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.

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Update the Test 426 model 3-4 weeks before the start of physical works on the Britomart underpinning and Albert Street tunnel projects27 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 TTMP28. The observed travel times for this new basecase will be maintained as a comparison point throughout the project for consistency of reference (recognising that each test model includes the cumulative impact of network changes included in the ‘New Basecase’). Update the remaining Test models 3-4 weeks before identified major changes in road network or traffic conditions. Although dependent on the timing of various projects the following events are considered likely to require model updates:  Customs Street (East) further reduced and both sides Wyndham temporarily closed – Test 5 

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

 

Customs / Albert bridge works & trench installation complete – Test 7 Pipe jack complete, long-term Albert Street operation – Test 8

 

Albert Street works complete but Britomart underpinning continues – New Test 9 (an update of test 8) The following model items will also be considered for update after assessment of their potential influence at the time of assessment:  Major project network features, haul routes and construction truck volumes (including stormwater main realignment, Downtown Centre, NZICC29, 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

The letter following each model is due to an update or alternate scenario tested, Test 4d will therefore become Test 4e 27 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. 28 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. 29 New Zealand International Convention Centre Page 110

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8 COMMUNICATION AND STAKEHOLDER INTERFACE 8.1

PROCESS

8.1.1

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



Connectus (the Albert Street tunnel contractor)



DSBJV (the Britomart contractor)



Traffic Management Coordination Group (TMCG) – whose fortnightly / monthly meetings regularly include representatives of: the Precinct downtown development, NZTA, Auckland Transport CAR team, CCI and ATEED



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)

8.1.2

Specific consultation requirements

Section 4.4 of the Project CEMP sets 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 specific consultation and agreement in regards to traffic matters:



The established Community Liaison Group (CLG)



NZTA (and the Auckland Motorway Alliance)



AT bus service disruption planning team



AT travel demand management team



Directly adjacent businesses and residents



Emergency services



Private and public bus operators (including those serving the local hotels and Galleria building)



Courier, taxi, haulage companies and associations

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Complaints

A full complaints management process has been developed for the Project. Further details on complaint procedures and dispute resolution are provided in Section 4 of the CEMP. Traffic (motorised, bus or active modes) related complaints will first be referred to the Project Manager and then to the construction phase traffic manager for assessment and whether they are judged to involve more than maintenance of agreed measures.

8.2

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 P 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 Traffic Operations Plan group which is a joint initiative of AAT and NZTA to manage planned and unplanned congestion management and incident response on a â€˜One Networkâ€™ 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 onto the AT and NZTA boards is expected. Figure 39 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).

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Figure 39

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CBD Tactical Operation Plan Structure

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Review process

This DWP will be updated, with the necessary approval, over the course of the Project to reflect material changes associated with changes to the traffic environment, construction techniques or due to unresolved complaints. Approval from Auckland Council will be required for any relevant revisions of the DWP that are of a material nature. The DWP has also undergone a review process with the relevant CRL Community Liaison Group (CLG) and an external Independent Peer Reviewer, and updated to incorporate comments received. A clear explanation where any comments have not been incorporated is provided with the reasons why not. The review comments received and their address by this DWP are noted in Appendix M and Appendix N of this DWP for the CLG and Independent Peer Reviewer respectively. A management review of the DWP will be undertaken at least annually by the Project Management team and the AT representatives. The management review will be organised by the Environmental Compliance 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, DWPs and EMPs. Unresolved complaints and any response to complaints and remedial action taken to address the complaint.

Reasons for making changes to this DWP will be documented. A copy of the original DWP document and subsequent versions will be kept for the Project records, and marked as obsolete. Each new / updated version of this DWP documentation will be issued with a version number and date to eliminate obsolete DWP documentation being used. A summary of the review process will be provided annually to Auckland Council and otherwise be made available on request.

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APPENDIX A â€“ DRAFT WORKFORCE TRAVEL MANAGEMENT PLAN

Page A

Auckland City Rail Link In association with:

ENABLING WORKS CONTRACT 2 TEMPORARY TRAFFIC MANAGEMENT PLAN Separable Portion 1 - Albert Street Tunnel Workforce Travel Plan Document Ref: TBC Revision: 2

8th September 2015

COMMERCIAL IN CONFIDENCE

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DOCUMENT INFORMATION Organisation:

Connectus

Document Title:

Workplace Travel Plan

Fulcrum Document Number:

TBC

Document based on MMS No:

n/a

Client:

Auckland Transport

Project:

CRL Enabling Works: Contract Two

Location:

Auckland CBD

Project No:

2665

REVISION HISTORY Rev 1

Date 27/7/2015

Details 1

Author

Approver

Draft

S. Dove

M. Williams

8/8/2015

2 Draft

S. Dove

M. Williams

26/11/2015

For Approval

H. Robinson

M. Williams

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Workforce Travel Plan Doc. No. CONCRL-EC2-XXX-XXX-XXXXXX Revision: 1, Date: 26 November2015

Table of Contents

...............................................................................................3 Document information .........................................................................................................................3 Revision History ..................................................................................................................................3 1

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

Objectives..........................................................................................................................7

Site Travel Information .......................................................................................................8 3.1

Working Hours

3.2

Physical Infrastructure

3.3

Accessibility

Management ................................................................................................................... 12 4.1

Management Structure

4.2

Parking Management

4.3

Staff Inducements

Travel Mode Measures ....................................................................................................13 5.1

Introduction

5.2

Active Modes

5.2.1

Facilities

5.2.2

Promotion & Incentives

5.3

Public Transport

5.4

Car Pooling

5.4.1

5.5

5.6

Car Pooling

Organisational Measures

5.5.1

Logistics

5.5.2

Promotion

Communications

Expected Outcomes ........................................................................................................ 16

Monitoring & Review ........................................................................................................ 16

Appendix A: Action Plan.................................................................................................................... 17 Appendix B: Site Compound drawings .............................................................................................. 19

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1 INTRODUCTION 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. The City Rail Link (CRL) Enabling Works Contract 2 (C2) Separable Portion 1 (SP1) piling and tunnel works site on Albert Street in Auckland is the workplace site of this travel plan document. The main work activities within this site are as follows: -

Piling and tunnel construction works at in Albert Street between and including the intersections of Customs Street and Wyndham Street; and

Two construction support sites (site compounds) on: Lower Albert Street and Albert Street just south of Customs Street; Albert Street between Wyndham Street and Kingston Street.

The CRL C2 SP1 work site has a current estimated 2.5 year timeframe, between May 2016 and October 2018... During this time there is anticipated to be between 20 and 70 total staff on site at any one time, with up to 30 being office based engineering or administration staff. The CRL NOR Designation Conditions 20.1 (d)1 requires the following: “A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects.” To meet this condition, this document outlines a travel plan for the CRL C2 SP1 work site. 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. It should be noted that this travel plan has been structured to generally follow Auckland Transport’s (AT) workplace travel plan template.

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2 OBJECTIVES The development and implementation of this travel plan is both a requirement of the consent conditions, and is recommended practice by Auckland Transportâ€™s (AT) Travel Demand team. 2

This travel plan is consistent with the intent of the wider CBD TDM Plan being undertaken by the Travel Demand team to support the CRL project and advise the overall consent outcome of managing and mitigating traffic congestion. The main purpose of the plan is to minimise the use of private cars by staff travelling to and from the site during construction works, 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 site, and provide leadership by example to the CBD community in this regard 2. To facilitate the uptake of sustainable travel modes by staff travelling to/from the site 3. To ensure the safety of staff travel within the site proximity 4. To encourage staff to embed physical activity into their commute These objectives are inter-linked, as reducing vehicle movements around the site 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 needing to provide less commuter car parks on site frees up space for other activities or greater storage capacity, and reduced site congestion will lead to fewer business trip delays. Reduced congestion around the site will improve local accessibility for the general public. 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. Page 7

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3 SITE TRAVEL INFORMATION 3.1

WORKING HOURS

The CRL C2 SP1 work site will operate on standard site working hours, Mondays to Saturdays. The majority of office staff and engineers will be working between 7/8am and 5/6pm (but could be up to 8pm, in the site office). The general workforce will be working between 7am and 4/5pm on weekdays with a potentially earlier finish on Saturdays.

3.2

PHYSICAL INFRASTRUCTURE

Construction support sites (site compounds) primarily provide for: -

Site offices

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

They may also provide for staff or visitor parking if space permits. Figure 1 provides an overall site layout plan, as per Connectus’ tender. More detailed site compound layout plans are provided in Appendix B. Figure 1 Site layout (as per Connectus’ tender)

There is anticipated to be the following yards offices and compounds 3: 1. CPO Office: A portion of Level 1 of the CPO building, in which the majority of the administrative and management staff will be located, as well as meeting rooms. 2. Northern Compound: Located on Lower Albert Street eastern side and Customs Street north side. This will be the main office close to the site works, which will accommodate the C&C Tunnel Manager, Superintendent, Safety Representatives, and the majority of the Engineering and Supervisory Staff. It will also incorporate a workshop and storage area, as well as a number of lunchrooms and the main ablutions facilities on site. 3. Portable Lunch Room: A 6x3 lunch room, small generator and 2 portable single toilets will be relocated to various places throughout the project as required. Areas may include the South – East corner of the Customs Street intersection, and the Western side of Albert Street just opposite Stamford Plaza. In the final 12 Months of the project, these offices may be positioned in the centre of Albert Street once the trench has been backfilled. 4. Southern Compound: Albert Street between Wyndham Street and Kingston Street. This compound will house only a handful of staff, a lunch room and a small ablutions facility. The 3

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main purpose of this area is laydown storage of items that are too large to be delivered into the Northern Site Office and Workshop Compound. 5. Offsite Laydown Yard: Located on the corner of Boston Road and Normanby Road, this area will be used for the longer term storage of materials and equipment for which there is insufficient room on site, such as bulk deliveries of fabricated steelwork and pile reinforcing cages. 6. 28 Car parking spaces will be provided by AT at the Downtown Shopping Centre Carpark, on Customs Street West.

Table 1 Northern Compound (main site) facilities Facility

Number

Size

9.6m x 3m

12m x 3m

Office Kitchen

6m x 3m

Workforce Lunch rooms

12m x 2.4m

Ablutions building (ability to contain 2 showers)

6m x 3m

2.4m x 2.4m

Workshop and storage containers

6m x 3m

Undercover storage area

6m x 6m

Diesel generator (to provide power supply to compound)

Approx. 5m x 3m

Number

Size

Office buildings

6 x 3m

Ablutions building

3m x 3m

Diesel generator (to provide power supply to compound)

Approx. 3m x 3m

Office buildings

Table 2 Southern Compound facilities Facility

The Southern Compound will only contain plant, machinery and sufficient buildings to support construction activities. Connectus supports the idea of providing end of trip facilities designed to encourage workers to cycle/walk to work. Connectus would like to provide locker rooms, shower facilities and bicycle storage racks. Unfortunately there is insufficient room in either the Northern or Southern Compound Areas to house these, so Connectus will discuss with AT whether room can be made available at the CPO building. If no room can be made available at CPO, these facilities will not be provided.

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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. 4

Census 2013 ‘main means of travel to work’ data along with 2015 traffic survey data has been assessed to gain an indication of the mode split anticipated by staff working at the site. Table 3 details percentage estimates from this analysis. Table 3 Census mode of travel data

Mode of travel

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

Living in New Zealand

Car/van, as driver

65%

62%

Car/van, as passenger

Public transport

Active mode Other (incl. didn’t work that day, worked from home, motorcycle)

Working in CBD (workplace address)

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

55%

50%

27%

43%

12%

19%

21%

Sustainable transport mode access to the work site is good due to the central city location, however the Construction workforce typically live significant distances from the CBD and start work several hours earlier than a typical CBD worker, therefore it is anticipated that the mode split estimates will be halfway between the reflect the Census data for workers from CBD workers column and the Census data for workers living in the Auckland Region column. 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 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 North-western Cycleway through motorway and urban areas to Beach Road. This will soon be extended to Britomart and Quay Street, creating an almost entirely offroad cycle route from Te Atatu to the city centre and waterfront in conjunction with the Nelson Street cycleway currently under construction or in detailed design. These projects are part of the wider Auckland Cycle Network programme, which is improving Auckland’s cycling connections. The work site has excellent accessibility by bus, train and ferry services from all areas of Auckland. The site is only 2 minutes’ walk from Britomart train station and bus terminal and the ferry terminals. In addition, the regional bus service terminal at Sky City is only 10 minutes’ walk southwest of the site.

Auckland Transport Travel Demand team 2015 traffic survey data Page 10

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The NOR designation conditions include items to be provided for by the temporary works including: the maintenance of pedestrian access at all times and crossing points at key locations; prioritising pedestrian and bus movements at intersections; relocating bus stops and taxi stands; and continuous monitoring. These conditions, amongst others, aim to reduce congestion on the network and enable efficient work site access by all modes.

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4 MANAGEMENT 4.1

MANAGEMENT STRUCTURE

The CRL C2 Project Director, Chris Powell, will have overall responsibility to authorise and oversee the implementation and monitoring of travel management measures. To do this, Hugh will be supported by a travel working group, along with being responsible for liaising with other CRL site managers on any CRL wide travel initiatives. The proposed working group would include the following members and roles: -

Connectus Project Director, Chris Powell

Connectus Cut and Cover Tunnel Manager

Connectus Pipejack Manager

Connectus Cut and Cover Tunnel Superintendent

Connectus Safety Manager

Sue Philbin (AT) – CRL TDM Plan Manager

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.

4.2

PARKING MANAGEMENT

28 Car parks will be provided at the Downtown Carpark. No charges will be made for these car parks and they will not be accessible by the general public. Management of the assignment of the car parks will be at the Project Director’s discretion. However, Connectus anticipate that the car parks will be allocated as follows: -

10 car parks for senior office staff/managers

5 car parks for visitors (predominantly site vehicles)

8 car parks for minor trades (assigned at discretion of Superintendent and Construction Manager, based on those needing to bring tools onto the site)

Permanent office based or field staff will generally not be provided a car parking space in line with the CBD environment and leadership principles to the wider community.

4.3

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 the measures section. 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. See Section 5.2.2 for AT incentives to use public transport.

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5 TRAVEL MODE MEASURES 5.1 INTRODUCTION 5

The AT Commute programme gives 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 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 aid in maintaining the current network functionality within the CBD.

5.2

ACTIVE MODES

This section of the action plan includes means by which active travel (cycling and walking) will be promoted and encouraged by staff. These measures include both promotional and facilities measures and are linked with the Walking and Cycling AT Commute packages. 5.2.1

Facilities

Connectus supports the idea of providing end of trip facilities designed to encourage workers to cycle/walk to work, if AT is able to provide sufficient area at the CPO building, Connectus will provide locker rooms, shower facilities and bicycle storage racks. These end of trip facilities will enable staff to cycle/run to work, or do physical activity during their lunch break. Ø Two showers in the ablution building in the Northern Compound. (The showers will have the primary purpose for decontamination wash-down, but a secondary role as end of trip facilities for staff to use after physical activity including cycling/running to work.) Ø Bike rack at the Northern Compound which will be secure. Ø Lockers to enable staff to store personal gear – this could be combined with lockers for work gear, with locker keys / keycodes allocated during the staff induction process. Standalone lockers could be hired for the duration of the project and incorporated into the rest and lunch facilities. 5.2.2

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 TDM team and therefore resources are available at no cost from the AT CBD workplace travel plan coordinator. 5

https://at.govt.nz/driving-parking/commute Page 13

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Ø Provide cycle maps (e.g. https://at.govt.nz/cycling-walking/auckland-cycle-run-walkway-maps/ Ø 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. Ø Offer cycle training courses and/or trial bike hire scheme to staff, through AT programmes.

5.3

PUBLIC TRANSPORT

The following measures are means by which public transport measures will be promoted and encouraged by those using the work site: 6

Ø Incentivise use of public transport through offering the AT ‘Give it a go’ 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 two 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 two week concession pass approach, however it will still provide an incentive for staff to trial public transport. Ø 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/) Ø Information on how to access the site using public transport – information packs for staff for inclusion in induction, and information sheet for visitors.

5.4

CAR POOLING

5.4.1

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, park and ride facilities (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: Ø 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. Ø Set up a Let’s Carpool scheme for all CRL construction site staff.

6 7

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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. 5.5.1

Logistics

Large construction sites create large vehicle traffic flows. To reduce the impact of these flows deliveries to the site will be consolidated. Further construction traffic vehicle trips will be removed through logistics planning and potential use of a centralised set down area / staging compound away from the main works. Ø Consolidate material deliveries: Create a plan to manage/co-ordinate site deliveries. Ø Where possible and construction demands allow, construction truck and other vehicle movements will be undertaken in the daytime inter-peak period rather than during the morning and evening peak traffic periods (which are permitted by consent conditions). 5.5.2

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. Ø Staff induction travel briefing: An information pack on travel options for staff starting work at the work site, as part of the safety briefing. Ø 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 expos at nearby tower blocks, through AT’s CRL TDM Plan.

5.6 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 given a travel information pack at their induction which will include information on the work site’s travel policy, walking and cycling facilities, local public transport services and car 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; and advised of upcoming changes to traffic conditions and controls allowing planning around periods of expected congestion.

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6 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 Chapter 3. Sustainable transport mode access to the work site is good due to the central city location, therefore it is anticipated that the mode split achievable will reflect this accordingly. Staff travel inductions will be 100% achievable, by being embedded into the site safety induction process. And any sustainable travel expos 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 40, excluding deliveries. However, this is a rough estimate and more accurate traffic impact assessments are included in the Traffic Management Plan.

7 MONITORING & REVIEW The Action Plan (see Appendix A) details responsibilities and timeframes for the implementation of the measures. This includes the site manager and facilities manager, supported by AT’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 bi-annually 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. AT’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 will be updated as appropriate and construction activity planning work progresses. Key Action:

Target:

Timeframe for delivery of measure:

Person/ Department Responsible for delivery of measure:

Walking and Cycling

10% mode share

Showers

May 2016

Site manager

Bike rack – secure and preferably covered

May 2016

Site manager

Lockers

May 2016

Site manager

Cycle maps

May 2016

Online

Promotion events

March 2017

AT CBD travel plan co-ordinator

Cycle training courses / trial bike hire scheme

March 2017

AT CBD travel plan co-ordinator

Promotion of AT online journey planner and timetables

May 2016

Site manager

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

July 2016

AT CBD travel plan co-ordinator

Site access information sheets – staff and visitors

May 2016

Site manager

Set up Let’s Carpool CRL scheme

June 2016

AT CRL communications manager

Promote Let’s Carpool

October 2016

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

May 2016

Logistics manager

Public Transport

Car pooling

35% mode share

5% mode share

Other Consolidate material deliveries

Logistics plan

Page 17

Connectus Project #: 2665 Client: Auckland Transport

Workforce Travel Plan Doc. No. CONCRL-EC2-XXX-XXX-XXXXXX Revision: 1, Date: 26 November2015

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

July 2016

AT CBD travel plan co-ordinator

Page 18

Connectus Project #: 2665 Client: Auckland Transport

Workforce Travel Plan Doc. No. CONCRL-EC2-XXX-XXX-XXXXXX Revision: 1, Date: 26 November2015

APPENDIX B: SITE COMPOUND DRAWINGS Northern and Southern site compound layout plans, as included in Connectusâ€™ tender. Northern Compound concept drawing:

Southern Compound:

Page 19

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX B â€“ PRESCRIBED TTM LEVELS DIAGRAM

Page B

Red = Strategic Route / District Arterial / Collector – Level 2 TTM (Level 2L – hatched)

Purple = Strategic Route / District Arterial / Collector – Level 1 TTM

Yellow = Local Road – Level 2 TTM Green = Local Road – Level 1 TTM

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX C â€“ PEDESTRIAN SURVEY SUMMARY DIAGRAMS

Page C

PEDESTRIAN SURVEY - Albert Street A1_1, A1_2

PEDESTRIAN SURVEY - Albert Street A4_1, A4_2

PEDESTRIAN SURVEY - Lower Albert Street B1_1, B1_2

18 4 18 3

323 413

17 3 17 8

31 6

416 801

368 698

82 7 LEGEND Survey movement AM peak (2 hour flow) IP Peak (2 hour flow) PM Peak (2 hour flow) North-south movement

12 4

33 1

green red blue

LEGEND Survey movement AM peak (2 hour flow) IP Peak (2 hour flow) PM Peak (2 hour flow) North-south movement

green red blue

260 172

LEGEND Survey movement AM peak (2 hour flow) IP Peak (2 hour flow) PM Peak (2 hour flow) North-south movement

green red blue

PEDESTRIAN SURVEY - ALBERT ST & SWANSON ST

416 801 1095 183 416 510 827 759 673 316 373 277 121 126 213

181 75 106

182 266 376

476 68 431 540 767 590

195 285 359

519 880 386

176 314 415

148 263 245

565 905 560

LEGEND Survey movement AM peak (2 hour flow) IP Peak (2 hour flow) PM Peak (2 hour flow) North-south movement East-west movement

321 230 109

green red blue

PEDESTRIAN SURVEY - WYNDHAM ST AND ALBERT ST 224 277 269

280 542 349 343 608 479

331 648 397

368 698 824

178 230 165

173 265 298

LEGEND Survey movement AM peak (2 hour flow) IP Peak (2 hour flow) PM Peak (2 hour flow) North-south movement East-west movement

green red blue

PEDESTRIAN SURVEY - VICTORIA ST & ALBERT ST INTERSECTION

366 576 675

324 980 1616

506 802 571

297 660 548

176 314 415

294 506 736

1289 927 313

299 831 623 881 1167 837 236 352 403

357 976 1004 349 945 670

933 1709 1222

405 519 397 343 887 884 459 1032 868

524 687 949 233 320 339 477 551 342

472 1401 1581

179 252 179

129 338 242

436 1111 1018

LEGEND Survey movement AM peak (2 hour flow) IP Peak (2 hour flow) PM Peak (2 hour flow) North-south movement East-west movement

532 1176 944 green red blue

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX D â€“ BUS SERVICE CHANGE SCHEMATICS

Page D

PHASE 1- CURRENT

KEY Birkenhead West Auckland + Western bays 030 West Auckland Flyers/Expresses Inner Link Services North Shore (ECB, Glenfield, Northcote) Nite Rider services

PHASE 1- PROPOSED (Victoria St and Lower Albert St) 18 October 2015

KEY Birkenhead West Auckland + Western bays 030 West Auckland Flyers/Expresses Inner Link Services North Shore (ECB, Glenfield, Northcote) Nite Rider services

Work Site

PHASE 2- CURRENT

KEY NEX Hospital Bus (283) Mt Eden Road City Link 020/005 Western Bays Airbus Express Mt Wellington & Otahuhu Howick and Eastern Express Tamaki Drive/Mission Bay Remuera Road Birkenhead (Onewa Rod etc)

PHASE 2- PROPOSED Albert St, Tyler St, Galway St and Lower Queen St 17 April 2016

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX E â€“ PHASE 1 BUS LANE PLANS AND PHASE 2 CONCEPTS

Page E

CUSTOM STREET

FORT STREET

EXISTING 'BUS STOP' SIGN REMOVE '3PM-6.30PM MON-FRI' AND 'P5 AT ALL OTHER TIMES' SIGN REMOVE EXISTING 'P$' SIGN

PROPOSED 'BUS STOP' SIGN

JOIN LINE

EXISTING 'TAXI STAND 6PM-8AM MON-SUN & PUBLIC HOLIDAYS' AND 'P5 LOADING ZONE 5MIN MAX 8AM-6PM MON-SUN & PUBLIC HOLIDAYS' SIGN

JOIN LINE

EXTENT OF WORK

REFER TO CUSTOM ST. PLANS

3m 3m

COMMERECE STREET 2.5m

5.7m

0.8m 3.3m 2.7m

EXISTING 'BUS STOP 3PM-6.30PM MON-FRI' 'P5 LOADING ZONE 5MIN MAX AT ALL OTHER TIMES' SIGN

EXISTING 'P AUTHORISED VEHICLES' 'AUTHORISED VEHICLES ONLY 6PM-8AM MON-FRI ALL DAY SAT-SUN & PUBLIC HOLIDAYS' SIGN

JOIN LINE

EXISTING 'P$' 'P AUTHORISED VEHICLES' 'AUTHORISED VEHICLES ONLY 6PM-8AM MON-FRI ALL DAY SAT-SUN & PUBLIC HOLIDAYS' SIGN

JOIN LINE

REFER TO CUSTOM ST. PLANS

LEGEND:

PROPOSED KERB

EXISTING NO STOPPING AT ALL TIMES

CUSTOM STREET

EXISTING KERB EXISTING ROAD MARKING

PROPERTY BOUNDRY EXISTING SIGN

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED)

PROPOSED ROAD MARKING

DRIVEWAY

PROPOSED SIGN

STREET LIGHT EXISTING ROAD MARKING (TO BE REMOVED)

TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED)

PROPOSED FOOTPATH REINSTATEMENT

PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

PROPOSED BUS SHELTER

REMOVE EXISTING BUS STOP /

EXISTING BUS SHELTER

LOADING ZONE

DRAFT

BUS PRIORITY WORK FOR THE CITY RAIL LINK COMMERECE STREET Staus Stamp

FOR CONSULTATION

Date Stamp

18/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2501

Rev.

GALWAY STREET

JOIN LINE

REFER TO CUSTOM ST. PLANS

EXISTING 'BRITOMART STATION DROP-OFF' SIGN

POTENTIAL CHANGES TO CENTRELINE SUBJECT TO CRL ENABLING WORKS

QUAY STREET

TYLER STREET

CUSTOM STREET

JOIN LINE

EXISTING 'NO ENTRY' SIGN

POTENTIAL REMOVAL OF LOADING ZONE AND CHANGES TO LANE ARRANGEMENTS SUBJECT TO CRL ENABLING WORKS

EXISTING 'CLEAR WAY 4-6PM MON-FRI' AND 'P5 LOADING ZONE 5MIN MAX GOODS SERVICE VEHICLES ONLY 8AM-4PM & 6-10PM MON-FRI 8AM-10PM SAT,SUN & PUB HOL

REMOVE BUS STOP

COMMERECE STREET

EXTENT OF WORK

COMMERECE STREET 3m

4.1m

EXISTING KERB EXISTING NO STOPPING AT ALL TIMES

EXISTING PID EXISTING 'BUS STOP' SCHEDULED SERVICES ONLY MAX TIME 10MINS

JOIN LINE

PROPOSED KERB EXISTING ROAD MARKING

EXISTING 'BUS STOP' SCHEDULED SERVICES ONLY MAX TIME 10MINS

REMOVE EXISTING 'P10 8AM-10PM MON-SUN & PUB HOL

REFER TO CUSTOM ST. PLANS

LEGEND:

EXISTING 'ONE WAY' AND 'GALWAY STREET' SIGN EXISTING PID

EXISTING 'P10 8AM-10PM MON-SUN & PUB HOL

EXISTING 'ONE WAY' AND 'GALWAY STREET' SIGN

TYLER STREET

JOIN LINE

EXISTING PASSENGER GUIDE BOARD PROPOSED 'BUS STOP' SIGN

REINSTATE FOOTPATH REMOVE PARKING BAY

GALWAY STREET

JOIN LINE

2.5m

PROPERTY BOUNDRY EXISTING SIGN

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED)

PROPOSED ROAD MARKING

DRIVEWAY

BUS PRIORITY WORK FOR THE CITY RAIL LINK COMMERECE STREET

PROPOSED SIGN

STREET LIGHT EXISTING ROAD MARKING (TO BE REMOVED)

TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED)

PROPOSED FOOTPATH REINSTATEMENT

PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

PROPOSED BUS SHELTER

REMOVE EXISTING BUS STOP /

EXISTING BUS SHELTER

LOADING ZONE

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

18/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2511

Rev.

QUAY STREET

TO DISCUSS PROPOSED 'P5 LOADING ZONE' '5MIN MAXIMUM GOODS SERVICE VEHICLES ONLY' SIGN

NO ROOM TO HAVE BOTH LZ AND P10 ON THIS SIDE

EXISTING 'NO RIGHT TURN EXCEPT BUSES' SIGN

23.2m

15.6m

TYLER STREET

37m

11.5m

EXISTING PID

REMOVE EXISTING 'P10' SIGN

COMMERECE STREET

EXISTING 'BUS STOP' SIGN

CUSTOM STREET WEST

REMOVE EXISTING 'P5 LOADING ZONE' '5MIN MAXIMUM GOODS SERVICE VEHICLES ONLY' SIGN

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK TYLER STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE EXISTING BUS SHELTERS

DRAFT GALWAY STREET

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2601

Rev.

EXISTING 'P5 LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY 6AM-11AM MON-SUN' AND 'P15 AT ALL OTHER TIMES' 'PRIVATE VEHICLES & GOODS SERVICES VEHICLES ONLY (NO COMMERCIAL OR SERVICES VEHICLES EXCEPT GOODS SERVICE VEHICLES)' SIGN

M STRE ET

PROPOSED 'BUS LANE' 'BEGINS' SIGN

JOIN LINE

TO BE DISCUSSED OPERATION OF SIGNAL PHASING & LANE ARRANGEMENT DURING CRL ENABLING WORKS

PROPOSED 'BUS LANE AHEAD' SIGN

OF WO RK

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'

EXISTING PEDESTRIAN INFO SIGN

DURHA

VICTOR IA

STREET

PROPOSED 'BUS LANE AHEAD' 'QUEEN ST' SIGN

EXISTING PID

2.7m

EXTENT

3.2m

2.9m

3.3m

3.1m 3m

QUEEN STREET

3m 3.1m

3.1m

2.7m

3.2m

PROPOSED 'BUS LANE' 'ENDS' SIGN

EXISTING 'BUS STOP' SIGN EXISTING PID

IA STRE ET

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'

VICTOR

PROPOSED 'BUS LANE AHEAD' 'QUEEN ST' SIGN

JOIN LINE

EXISTING 'BUS STOP' SIGN

EXISTING 'P5 LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY 6AM-11AM MON-SUN' AND 'P15 AT ALL OTHER TIMES' 'PRIVATE MOTOR VEHICLES ONL-NO COMMERCIAL OR SERVICE VEHICLES' SIGN

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK QUEEN STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2101

Rev.

WYNDH AM STR EET

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE' EXISTING 'P5 LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY 6AM-11AM MON-SUN' AND 'P15 AT ALL OTHER TIMES' 'PRIVATE VEHICLES & GOODS SERVICES VEHICLES ONLY (NO COMMERCIAL OR SERVICES VEHICLES EXCEPT GOODS SERVICE VEHICLES)' SIGN

TO BE DISCUSSED POSSIBILITY OF CARS QUEUEING UP DUE TO FILTER RIGHT TURN INTO SHORTLAND STREET EXISTING 'BUS STOP' SIGN

EXISTING 'BUS STOP' SIGN

EXISTING PID

EXISTING PEDESTRIAN INFO SIGN

2.5m 3.1m 3m

3m 3m

JOIN LINE

TO BE DISCUSSED RETAIN LANE ARROW MARKING IN BUS LANE OR NOT?

3.2m

3.1m

3.2m

2.9m

3m QUEEN STREET

2.9m

3.2m

3.6m

EXISTING 'BUS STOP' SIGN

JOIN LINE

EXISTING 'BUS STOP' SIGN

JOIN LINE

EXISTING PID

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'

PROPOSED 'BUS LANE AHEAD' 'QUEEN ST' SIGN

SHORTLA

TO BE DISCUSSED RETAIN LANE ARROW MARKING IN BUS LANE OR NOT?

ND STRE ET

EXISTING 'BUS STOP' SIGN

EXISTING 'BUS STOP' SIGN AND PID

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK QUEEN STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2111

Rev.

EXISTING 'BUS STOP' SIGN

PROPOSED 'BUS LANE' SIGN

EXISTING LIQOUR BAN ZONE SIGN

CUSTOM

JOIN LINE

STREET

TO BE DISCUSSED BUS LANE MARKINGS HOW / WHERE TO END BUS LANE. PROPOSAL TO DO SINGLE LEFT/RIGHT TURN LANES. DEPENDS ON LEFT TURN DEMAND

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'

EXISTING '50' SPEED LIMIT SIGN

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'

PROPOSED 'BUS LANE' 'ENDS' SIGN

3.3m 3.5m 3m

3.2m

OF WO RK

2.7m

3.1m 2.7m 3.1m

QUEEN STREET

3.2m 3.1m

EXISTING 'BUS STOP' SIGN AND PID

TO BE DISCUSSED RETAIN LANE ARROW MARKING IN BUS LANE OR NOT?

PROPOSED 'BUS LANE AHEAD' SIGN EXISTING '30' SPEED LIMIT SIGN

STREET

FORT STREET

JOIN LINE

PROPOSED 'BUS LANE' 'BEGINS' SIGN

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'

CUSTOM

EXISTING 'BUS STOP' SIGN

EXTENT

5.7m

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK QUEEN STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2121

Rev.

13.49

2.83

6.21

13.5m Bus (NZ)

meters

Width Track Lock to Lock Time Steering Angle

: : : :

JOIN LINE

CUSTOM

13.5m Bu s (NZ) Custo

STREET

2.50 2.50 6.0 44.3

3.3m 3.5m 3m

13.5m Bus (NZ)

3.2m

Custom

OF WO RK

2.7m

3.1m 2.7m 3.1m

QUEEN STREET

3.2m 3.1m

EXTENT

5.7m

CUSTOM

STREET

FORT STREET

JOIN LINE

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK QUEEN STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2121T

Rev.

PROPOSED NEW RIGHT TURN LANE FOR BUSES. SIGNAL PHASING CHANGES REQUIRED

JOIN LINE

REFER TO LOWER ALBERT ST. PLAN

EXISTING 'BUS STOP' 'TAXI STAND' 'MIDNIGHT-6AM' 'BUS STOP' '6AM-MIDNIGHT' SIGNS

EXTENT OF WORK

PROPOSED 'BUS LANE AHEAD' AND EXISTING 'BUS STOP' '10MIN MAX' SIGN

20.2m

QUEEN STREET

JOIN LINE

LOWER ALBERT STREET

JOIN LINE

2.5m

3.2m

3.4m

2.6m

2.5m

3.1m

2.9m

EXISTING 'BUS STOP' SIGN

3.2m 3m 3m 3.1m

CUSTOM STREET

3.8m

7.3m

CUSTOM STREET

JOIN LINE

2.5m

REMOVE EXISTING TRAFFIC ISLAND EXISTING 'BUS STOP' SIGN

PROPOSED 'BUS LANE' 'ENDS' SIGN

ALBERT STREET

EXISTING 'P10' '8AM-10PM MON-SUN & PUB. HOL' SIGN

JOIN LINE

ET QUEEN STRE

S EEN ST. PLAN REFER TO QU

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY STREET LIGHT TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK CUSTOMS STREET WEST

EXISTING SIGN

BEACH ROAD CYCLEWAY PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2201

Rev.

COMMERCE STREET

QUEEN STREET

JOIN LINE

SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE' EXISTING 'BUS STOP' '3PM-6.30PM MON-FRI' P5 LOADING ZONE' '5MIN MAXIMUM GOODS SERVICE VEHICLES ONLY' 'AT ALL OTHER TIMES' SIGNS EXISTING 'LIQUOR BAN AREA' 'MONITORED CRIME CONTROL CAMERAS' SIGN ON STREET LIGHT POLE EXISTING 'BUS STOP' '3PM-6.30PM MON-FRI' 'P5LOADING ZONE' '5MIN MAXIMUM GOODS SERVICE VEHICLES ONLY' 'AT ALL OTHER TIMES' SIGNS

JOIN LINE

REFER TO COMMERECE ST. PLANS

EXISTING 'BUS STOP' SIGN

EXISTING PID

2.5m

3.3m

3.7m

3.2m

2.9m

CUSTOM STREET

3.1m

3.6m

EXISTING 'CLEARWAY 4PM-6PM MON-FRI' 'TAXI STAND' '8PM-7AM' 'MON-FRI' 'SAT-SUN & PUBLIC HOLIDAYS' 'P5 LOADING ZONE' 'AT ALL OTHER TIMES' SIGNS

QUEEN STREET

S EEN ST. PLAN REFER TO QU

EXISTING 'CLEARWAY 4PM-6PM MON-FRI' 'BUS STOP' SIGN EXISTING 'MONITORED CRIME CONTROL CAMERAS' SIGN EXISTING PID EXISTING POST BOX

LEGEND: EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING ROAD MARKING (TO BE REMOVED)

BUS PRIORITY WORK FOR THE CITY RAIL LINK CUSTOMS STREET EAST

EXISTING SIGN (TO BE REMOVED)

DRIVEWAY STREET LIGHT TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

REFER TO COMMERECE ST. PLANS

EXISTING SIGN

PROPOSED SIGN PROPOSED ROAD MARKING

JOIN LINE

EXISTING 'BUS STOP' SIGN

REMOVE NO RIGHT TURN SIGN FROM OVERHEAD SIGNAL POLE PROPOSED CHANGES TO TRAFFIC SIGNALS TO PERMIT RIGHT TURN FROM CUSTOM STREET WEST INTO QUEEN STREET

EXISTING ROAD MARKING

JOIN LINE

EXISTING 'BUS STOP' SIGN EXISTING 'NO ENTRY' SIGN

COMMERCE STREET

JOIN LINE

2.5m

EXISTING 'TAXI STAND' '8PM-7AM' 'MON-FRI' 'SAT-SUN & PUBLIC HOLIDAYS' 'P5 LOADING ZONE' 'AT ALL OTHER TIMES' SIGNS

JOIN LINE

EXISTING 'P TOUR COACHES 15MIN MAX' 'AT ALL TIMES' SIGNS

BEACH ROAD CYCLEWAY PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2211

Rev.

PROPOSED 'BUS LANE AHEAD' SIGN

PROPOSED 'BUS LANE' 'BEGINS' SIGN

EXISTING PID

2.5m

3.2m

4m 3m

CUSTOM STREET

3.1m

3m 3.6m

JOIN LINE

2.5m

EXISTING 'BUS STOP' SIGN EXISTING TELEPHONE BOX

JOIN LINE

EXISTING 'TAXI STAND' '11PM-6AM' MON-SUN' 'BUS STOP' 'AT ALL OTHER TIMES' SIGN

GORE STREET

COMMERCE STREET

JOIN LINE

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

EXISTING ROAD MARKING (TO BE REMOVED)

EXISTING SIGN (TO BE REMOVED)

DRIVEWAY STREET LIGHT TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK CUSTOMS STREET EAST

EXISTING SIGN

PROPOSED SIGN PROPOSED ROAD MARKING

2.9m

PROPOSED NO STOPPING AT ALL TIMES

GORE STREET

EXISTING 'BUS STOP' 'MAXIMUM TIME 10 MINUTES' 'AT ALL TIME' SIGN

JOIN LINE

COMMERCE STREET

JOIN LINE

TO DISCUSS INCOMPLETE CYCLE ADVANCE BOXES

BEACH ROAD CYCLEWAY PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2221

Rev.

MA RT PLA CE TO BRI

LINE JOIN

GORE STREET

JOIN LINE

TO BE DISCUSSED ALTERNATIVE OPTIONS TO PROPOSED LANE CHANGES BETWEEN BRITOMART PL AND ANZAC AVE IS A 'B' PHASE AT THIS INTERSECTION REMOVE EXISTING 'BUS STOP' SIGN REMOVE EXISTING 'P$ ZONE' 'BUS STOP' SIGNS

REMOVE EXISTING 'CLEAR WAY 4-6PM' 'BEGINS' 'P$ ZONE' SIGNS

REMOVE EXISTING 'CLEAR WAY 4-6PM' 'ENDS' SIGN ON STREET LIGHT POLE

PROPOSED 'BUS LANE' 'BEGINS' SIGN

4m 2.2m 1.1m 2.9m

3.5m

3.7m

3.2m

CUSTOM STREET

3.1m 3m

3.1m

5.1m

3.8m 2.5m

LINE

REMOVE EXISTING 'BUS STOP' '3PM-6PM MON-FRI' 'SCHEDULE SERVICES ONLY' SIGN

JOIN

REMOVE EXISTING 'P$ ZONE' 'BUS STOP' '3PM-6PM MON-FRI' 'SCHEDULE SERVICES ONLY' SIGN

GORE STREET

PROPOSED 'BUS PARKING' 'P15 6AM-11PM' 'TAXI STAND 11PM-6AM' 'MON-SUN & PUBLIC HOLIDAYS' SIGN

REMOVE EXISTING 'BUS PARKING' 'SCHEDULED SERVICES ONLY' '15MIN MAX' '7AM-7PM MON-SUN & PUBLIC HOLIDAYS' SIGNS

PROPOSED 'BUS PARKING' 'P15 6AM-11PM' 'TAXI STAND 11PM-6AM' 'MON-SUN & PUBLIC HOLIDAYS' SIGN

FORT STREET

JOIN LINE

EMILY PLACE

2.6m

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY STREET LIGHT TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK CUSTOMS STREET EAST

EXISTING SIGN

BEACH ROAD CYCLEWAY PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2231

Rev.

LINE JOIN

JOIN

LINE

BEACH ROAD CYCLEWAY PROJECT CHANGING LANE ARRANGEMENTS INDICATIVE NEW LAYOUT SHOWN WITH ADDITIONAL PROPOSED PT CHANGES

PROPOSED 'BUS LANE' 'BEGINS' SIGN

CUSTOM STREET

m 0.7 4m

5.1m

3.5m

3.3m

3.5m

3.1m

3.3m

CUSTOM STREET

m 3.5

4.2m

m 2.9

3m m

JOIN

EN AV

LINE

ZA AN

JOIN

LINE

4.6

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY STREET LIGHT TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK CUSTOMS STREET EAST

EXISTING SIGN

BEACH ROAD CYCLEWAY PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2241

Rev.

LINE JOIN

3.4m

TANGIHUA STREET

BEACH ROAD CYCL EWAY PROJECT CH ANGING LANE ARRA NEW LAYOUT SHOW NGEMENTS INDICA N WITH ADDITIONAL TIVE PROPOSED PT CHAN GES

PROPOSED 'BUS LANE' 'ENDS' SIGN

3m 3m BEA CH

ROA

4m 3m

JOIN

LINE

TO BE DISCUSSED WHERE SHOULD BUS LANE END AS PER QUEEN STREET / CUSTOM STREET INTERSECTION

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY STREET LIGHT TREE

EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK CUSTOMS STREET EAST

EXISTING SIGN

BEACH ROAD CYCLEWAY PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2251

Rev.

EXISTING 'BUS STOP LANE 6AM-10AM 3PM-7PM MON-FRI' 'BEGINS' SIGN

EXISTING 'BUS STOP' SIGN

EXISTING 'BUS STOP LANE 6AM-10AM 3PM-7PM MON-FRI' SIGN

OF WOR K

EXISTING 'BUS STOP' SIGN

EXTENT

STREET STURDEE

REMOVE EXISTING 'P$ ZONE' SIGN

FANSHAWE REMOVE EXISTING PARKING METER

STREET

EXTENT OF WOR K

NELSON ST. CYCLE ROUTE PROJECT

REMOVE EXISTING PARKING METER

PROPOSED 'P15 BUS PARKING AND NO IDLING' '6AM-11PM' 'TAXI STAND 11PM-6AM' SIGN

REMOVE EXISTING PARKING METER PROPOSED 'P15 BUS PARKING AND NO IDLING' '6AM-12.30AM' 'TAXI STAND 12.30AM-6AM' SIGN

RELOCATE 'P BUS PARKING SCHEDULED SERVICES ONLY 7AM-8PM TOUR COACHES ONLY 8PM-7AM' SIGN REMOVE EXISTING 'P$ ZONE' SIGN

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK STURDEE STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE NELSON ST. CYCLE ROUTE PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2301

Rev.

M STRE ET

JOIN L INE

DHURA

EXISTING 'BUS STOP LANE 6AM-10AM 3PM-7PM MON-FRI' 'ENDS' SIGN

STURD

EE ST REE

JOIN L INE

REMOVE EXISTING 'P BUS PARKING SCHEDULED SERVICES ONLY 7AM-8PM TOUR COACHES ONLY 8PM-7AM' SIGN

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK STURDEE STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE NELSON ST. CYCLE ROUTE PROJECT

DRAFT

N LI

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2302

Rev.

OM ST CU

N LI

ET RE ST

T ES W

CU OM ST ST E RE T EXISTING PEDESTRIAN INFORMATION SIGN

ET RE

EXISTING 'TUNING TRAFFIC GIVE WAY TO PEDESTRIAN' SIGN

R BE AL

T EN XT

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK STURDEE STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE NELSON ST. CYCLE ROUTE PROJECT

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2311

Rev.

REMOVE EXISTING 'P5' '10AM-3PM MON-FRI 8AM-10PM SATURDAY' SIGN

REMOVE EXISTING 'BUS STOP 6AM-10AM 3PM-10PM MON-FRI' 'P5' '10AM-3PM MON-FRI 8AM-10PM SATURDAY' SIGN

QUAY STREET

CUSTOM STREET WEST

ET FANSHAWE STRE

REMOVE EXISTING 'BUS STOP 6AM-10AM 3PM-10PM MON-FRI' 'P5 LOADING ZONE' '5 MIN MAXIMUM GOODS VEHICLES ONLY' '10AM-3PM MON-FRI 8AM-10PM SATURDAY' SIGN

REMOVE EXISTING 'BUS LANE' '6AM-10AM 3PM-7PM MON-FRI' 'ENDS' SIGN REMOVE EXISTING 'BUS STOP' SIGN UPGRADE EXISTING SINGLE PID TO DOUBLE SIDED

PROPOSED CUT BACK TO CORNER TO ENABLE BUSES TO TURN LEFT

REMOVE EXISTING 'BUS LANE' '6AM-10AM 3PM-7PM MON-FRI' 'BEGINS' SIGN

PROPOSED 'BUS STOP' SIGN

PROPOSED DOUBLE SIDED PID

PROPOSED 'BUS STOP' SIGN

REMOVE EXISTING PID

PROPOSED 'BUS STOP' SIGN AREA SUBJECT TO CRL TMP LANE ARRANGEMENTS TO BE CONFIRMED

REMOVE EXISTING 'BUS STOP' SIGN

4.7m

5.9m 50m 3m

1.5m

39m

LOWER ALBERT STREET

3.1m 6.1m

CONSTRUCTION AREA

6.4m

2.1m

EXISTING PID EXISTING 'BUS STOP' '6AM-10AM 3PM-10PM' 'MON-FRI' 'P10' '10AM-3PM MON-FRI 8AM-10PM SAT-SUN 'SIGNS

EXISTING 'P5 LOADING ZONE' '5MIN MAXIMUM GOODS VEHICLE ONLY' '8AM-10PM MON-SUN & PUB HOL.' SIGNS

EXISTING 'P5' 'AT ALL TIMES' SIGN

CUSTOM STREET WEST

AREA SUBJECT TO CRL TMP LANE ARRANGEMENTS TO BE CONFIRMED

QUAY STREET

EXISTING 'BUS STOP' SIGN

LEGEND: EXISTING ROAD MARKING

EXISTING KERB

EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED) PROPOSED SIGN

PROPOSED ROAD MARKING EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / DISABLED PARKING

BUS PRIORITY WORK FOR THE CITY RAIL LINK LOWER ALBERT STREET

EXISTING SIGN

DRIVEWAY STREET LIGHT TREE PROPOSED DOUBLE LENGTH ADSHEL SHELTERS

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2401

Rev.

COMMERECE STREET

QUEEN STREET

18.6m

GALWAY STREET

GALWAY STREET 20.6m

12.1m

CONSTRUCTION AREA

21.1m

PROPOSED 'TAXI STAND' EXISTING 'P5 LOADING ZONE' '5MIN MAX GOODS VEHICLES ONLY' '8AM-10PM MON-SUN & PUB HOL' SIGN REMOVE 'TAXI STAND' SIGN

EXISTING 'P$ ZONE' SIGN

CUSTOM STREET

LEGEND: EXISTING KERB EXISTING ROAD MARKING EXISTING NO STOPPING AT ALL TIMES

PROPERTY BOUNDRY

PROPOSED NO STOPPING AT ALL TIMES

EXISTING SIGN (TO BE REMOVED)

PROPOSED ROAD MARKING

DRIVEWAY

PROPOSED SIGN

STREET LIGHT EXISTING ROAD MARKING (TO BE REMOVED) EXISTING NO STOPPING AT ALL TIMES (TO BE REMOVED) PROPOSED LOADING ZONE / BUS PARKING / TAXI STAND

BUS PRIORITY WORK FOR THE CITY RAIL LINK GALWAY STREET

EXISTING SIGN

TREE

DRAFT

Staus Stamp

FOR CONSULTATION

Date Stamp

22/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS2701

Rev.

NS T

E ST NSHAW

879

R12 ND

877

SH O

MS TRE ET

T ST

RTL AN DS T

KIN

R12 889

EST ST W

R01

R02 NS T

R12

891 R04

WE ST

ERT

ST EEN QU

R12 888

R03

HO BSO NS T

8 12

R04

WE LLE

SLE YS T

OK ST

L RA

WE ST

IA S T

ALB

NS T

R12 888

NEL SO OK

TOR

891

R02

VIC

R04

ERA L FED

888

R12 889

R12

R02

R01

890

ST SALE

ST WE

R12

R03

BSO NS T

NEL SO

889

R12 888

WE LLE SL

R03

RIA VICTO

GS TON

R12

R12879

R04

9 R1288

R01

HALSEY ST

R01

R12 890

R03

R12879

R02

FOR

QUE

EN S T

TOM

GOR E

R12

CUS

COM MER ECE

R01

ALB ERT ST

BSO

ES T

VICTORIA ST WEST

HAW

FED ERA L

NS T

R12 8

FAN S

12 89 1

DESCRIPTION

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

02/07/15

SCALE

PROJECT

1:500 (A3) NAME

DATE

25/05/15

DRAWN

25/05/15

DRAWING CHECK

02/07/15

DESIGN

878 D ST R12 EFIEL

R01

R LD RA

YO MA

REV.

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

DESIGN CHECK

02/07/15

APPROVED

02/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL 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

OVERVIEW PLAN

PROJECT No.

4205003

02 JULY 2015 DWG No.

REV.

SHEET

R01

0. 0

NOTE:

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

m .5 41

'A 1' RELOCATED '50' SPEED LIMIT SIGN REMOVE EXISTING 'P$ ZONE' SIGN

39 4 .5 43 1.5 .0

5m 1.

RELOCATE EXISTING '50' SPEED LIMIT SIGN

58 .0

PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN

1' 7m

EXISTING '30' SPEED LIMIT SIGN

65 .

'A 2' 77 .5

EXISTING 'P$ ZONE', 'P60 MON-FRI' AND '120 SAT-SUN & PUBLIC HOLIDAYS' SIGN

'B m

REMOVE EXISTING 'P$ ZONE' SIGN

AK E

ST R

LD RI

QUEEN STREET

NOTE: RESTRICTIONS COVERED BY AUCKLAND COUNCIL RESOLUTION ID:8961, JUNE 2010

PROPOSED ' P15 BUS PARKING' AND 'NO IDLING' SIGN

125.5

EXISTING 'P$ ZONE', 'P60 MON-FRI' AND '120 SAT-SUN & PUBLIC HOLIDAYS' 'GOODS SERVICE VEHICLES ONLY AT ALL TIMES' SIGN

EXISTING 'P$ ZONE', 'P60 MON-FRI' AND '120 SAT-SUN & PUBLIC HOLIDAYS' SIGN

EXISTING SIGN

LEGEND:

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING KERB

EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY / VEHICLE CROSSING

EXISTING 'P$ ZONE', 'P60 MON-FRI' AND '120 SAT-SUN & PUBLIC HOLIDAYS' SIGN

PROPERTY BOUNDARY

REDUNDANT DRIVEWAY

EXISTING NSAAT

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED NSAAT EXISTING NSAAT (TO BE RESOLVED) EXISTING NSAAT (TO BE REMOVED) REV.

DESCRIPTION

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

26/06/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

02/07/15

DESIGN CHECK

02/07/15

APPROVED

02/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12878 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

WAKEFIELD ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

02 JULY 2015 DWG No.

AT/12878/WLB

REV.

SHEET

R01

NOTE:

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN REMOVE EXISTING 'DISABLED PARKING AT ALL TIMES' 'MAX 20 MINS' 'CAR TOWED? PHONE 3792020' SIGN

EXISTING 'P$ ZONE' SIGN PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN

'B2'

78m

22.5m 128.0

109.0 110.0

31.5

8.5

'A2'

18m

150.5

23m

154.5

'A1'

'B1' 0.0

REMOVE EXISTING 'P5 LOADING ZONE' 'AT ALL TIMES' SIGN

'A6'

EXISTING NO LEFT TURN PARKING

9.5m

EXISTING SIGN PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING KERB

EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY / VEHICLE CROSSING

'A4' CCPZ

RELOCATE EXISTING 'P$ ZONE' SIGN

0.0

5.5

15.5

24.5

30.5

51.0

20.5m

'A5' 'MP1'

PROPOSED 'P120 DISABLED PARKING AT ALL TIMES' SIGN

FEDRAL STREET

EXISTING 'P10' PARKING SIGN

57.0

72.5

66.5m

LEGEND:

63.0

75.0

8.5

HOBSON STREET

0.0

WYNDHAM STREET

10m

'LZ1' 'A3' CCPZ

PROPOSED 'P5 LOADING ZONE' 'AT ALL TIMES' SIGN

PROPERTY BOUNDARY

EXISTING NSAAT NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED NSAAT EXISTING NSAAT (TO BE RESOLVED) EXISTING NSAAT (TO BE REMOVED) REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12877 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

WYNDHAM ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12877/WLB

REV.

SHEET

R01

NOTE:

0.0

NOTE: RESTRICTION COVERED BY AUCKLAND CITY COUNCIL RESOLUTION ID:12136, MARCH 2009

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

EXISTING 'BUS, MOTORCYCLE AND CYCLE LANE' SIGN

DAL

DY STR EET

0.0

EXISTING 'BUS LANE' SIGN

79m EXISTING 'BUS LANE' SIGN

12m

'BS

FAN

SHA

STR

174

.5m

JOI

'BL

NL INE A

' 130 .0

39m

130 .0

'B1

118 .0

EXT

7 9 .0

ENT

OF WO RK

PROPOSED 'BUS STOP' SIGN

EET

'BL

NOTE: RESTRICTIONS COVERED BY AUCKLAND CITY RESOLUTION ID:12136, MARCH 2009

EXISTING SIGN

LEGEND:

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

PROPOSED BUS SHELTER

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

NL INE

EXISTING KERB

PROPOSED NSAAT

JOI

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

FOR CONSULTATION

EXISTING BUS LANE MARKINGS REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12879 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

FANSHAWE-HALSEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12879/WLB

REV.

SHEET

R01

LIN E JOI N

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

HAL SEY STR EET

NOTE:

FAN

SHA

STR

EET

4. 5m

JOI N

LIN

'BL

'S1'

TREE AWE S

FANSH

200.5

PROPOSED SIGN

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

PROPOSED BUS SHELTER

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

0.0

JOIN LINE B

'A2'

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

27m

EXISTING ROAD MARKING

HALSEY STREET

EXISTING SIGN

LEGEND:

'BL1'

61.5m

'A1'

EXISTING CYCLE ROUTE SIGN

JOIN LINE B

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

EXISTING BUS LANE MARKINGS REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12879 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

FANSHAWE-HALSEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12879/WLB

REV.

SHEET

R02

NOTE:

JOIN LINE B

'A2'

27m

PROPOSED 'BUS LANE' SIGN

'BL1'

61.5m

27.0

174.5m

'A1'

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

REMOVE EXISTING 'CLEARWAY 7-9AM & 4-6PM MON-FRI' SIGN,'P$ ZONE' SIGN

139.0 137.0

47.0

304.5

REMOVED EXISTING 'CLEARWAY 4-6PM MON-FRI' ENDS' & 'P$ ZONE' SIGN PROPOSED 'BUS LANE' 'ENDS' SIGN PROPOSED 'BUS LANE' 'ENDS' SIGN

59.5

PROPOSED EXTENSION TO BUS STOP

HALSEY STRE ET

'BL2'

101m

'B2'

36m

'BL2'

REMOVE EXISTING 'CLEARWAY 7-9AM & 4-6PM MON-FRI' SIGN,'P$ ZONE' SIGN & 'BUS STOP AT ALL OTHER TIMES' SIGN

REMOVE EXISTING 'CLEARWAY 7-9AM & 4-6PM MON-FRI' SIGN PROPOSED 'BUS STOP' SIGN

95.5

PROPOSED 'CLEARWAY 7-9AM & 4-6PM MON-FRI' 'BEGINS' SIGN & 'P5 LOADING ZONE' '9AM-4PM MON-FRI 8AM-6PM SATURDAY' SIGN

15m

EXISTING SIGN

LEGEND:

'LZ1/ ' 'CW1'

103.5

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER (TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

JOIN LINE C

118.5

JOIN LINE C

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

EXISTING 'CLEARWAY 7-9AM & 4-6PM MON-FRI' 'ENDS' SIGN & 'P5 LOADING ZONE' '9AM-4PM MON-FRI 8AM-6PM SATURDAY' SIGN

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS SHELTER REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12879 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

FANSHAWE-HALSEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12879/WLB

REV.

SHEET

R03

NOTE:

JOIN LINE C

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

JOIN LINE C

118.5

'BS2'

EXISTING 'PEDESTRIAN CROSSING WARNING' SIGN

36.0

'A3'

64m

46m

PROPOSED 'BUS LANE BEGINS' SIGN

'A4'

DOCK

46.0

T STREE

HALSEY STRE ET

17.5m

101m

'BL2'

REMOVE EXISTING 'CLEARWAY 4-6PM MON-FRI' 'BEGINS' SIGN & 'P$ ZONE' SIGN RETAIN 'BUS STOP' SIGN

'B3'

63.5

EXISTING 'GIVEWAY' SIGN EXISTING 'GIVEWAY' SIGN

0.0

.5 182 .5 185

'Z1' EXISTING BELISHA BACON

VICTORIA STREET WEST EXTENT OF WORK

EXISTING SIGN

LEGEND:

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER (TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED) PROPOSED BUS SHELTER REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12879 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

FANSHAWE-HALSEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12879/WLB

REV.

SHEET

R04

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

NELSON STREET

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:12774, MAY 2015 PROPOSED 'BUS LANE' SIGN

PROPOSED 'BUS LANE' 'AHEAD' SIGN

'BL1'

PROPOSED 'BUS LANE' 'BEGINS' SIGN

317.5m 88.5m 0.0

88.5

0.0

EXISTING 'P$ ZONE' SIGN

JOIN LINE D

NOTE:

'A1'

EXTENT OF WORK

0.0

11.0

88.5

146.5

127.5

116.5m

'BL1'

'FM1' WELLESLEY STREET WEST

EXTENT OF WORK EXISTING 'BUS STOP' SIGN

NOTE: RESTRICTION COVERED BY AT RESOLUTION ID:10714, JAN 2013

EXISTING 'BUS STOP' SIGN EXISTING 'BUS STOP' SIGN

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER (TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:12774, MAY 2015

EXISTING KERB

JOIN LINE D

EXISTING SIGN

LEGEND:

NELSON STREET

LE SA

RE ST

DRIVEWAY / VEHICLE CROSSING

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

CONTROLLED BY TMP REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12888 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

WELLESLEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12888/WLB

REV.

SHEET

R01

REMOVE EXISTING 'NO STOPPING 7-9AM 4-6PM MON-FRI' AND 'P5 LOADING ZONE 9AM-4PM MON-FRI ALL DAY SATURDAY' '5MIN MINXIMUM GOODS VEHICLES ONLY' SIGN

EXISTING NO LEFT TURN SIGN PROPOSED 'BUS LANE' SIGN

PROPOSED 'BUS LANE' SIGN

REMOVE EXISTING 'P$ ZONE' SIGN

EXISTING NO LEFT TURN SIGN

'BL1'

HOBSON STREET

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

JOIN LINE E

JOIN LINE D

NELSON STREET

NOTE:

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:12774, MAY 2015

317.5m

'A2' 123.0

115.0

15.5

8.5

0.0

114.5m

EXTENT OF WORK

'BL1' WELLESLEY STREET WEST

'FM2' 'BL2'

PROPOSED 'BUS LANE' 'ENDS' SIGN

15m 157m

'BL2'

'B1'

0.0

13.0

'S1'

22.5m

'A7'

EXISTING 'BUS STOP' SIGN

EXISTING NO LEFT TURN SIGN PROPOSED 'BUS LANE AHEAD' 'WELLESLEY ST' SIGN

JOIN LINE E

'A6'

157.0

JOIN LINE D

NELSON STREET

83m

22.5

120.5 118.5

37.5

EXTENT OF WORK

PROPOSED 'BUS LANE' SIGN

REMOVE EXISTING 'P$ ZONE' SIGN NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:12774, MAY 2015 EXISTING SIGN

LEGEND:

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER (TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

HOBSON STREET

PROPOSED SIGN

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

CONTROLLED BY TMP REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12888 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

WELLESLEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12888/WLB

REV.

SHEET

R02

FEDERAL STREET

PROPOSED 'BUS LANE' SIGN EXISTING 'BUS PARKING''TOUR COACH ONLY AT ALL TIMES' SIGN

NOTE: REFER TO MAYORAL DRIVE RESOLUTION ID:12891 NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:11154, AUG 2013

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:11154, AUG 2013

EXISTING 'BUS STOP' SIGN

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:11154, AUG 2013

EXISTING 'BUS STOP 3-7PM MON-FRI' AND 'P5 LOADING ZONE' '5MIN MAXIMUM GOODS VEHICLES ONLY' 'AT ALL OTHER TIMES' SIGN

PROPOSED 'BUS LANE' 'ENDS' SIGN

'BL1'

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

317.5

317.5m

ALBERT STREET

PROPOSED 'BUS LANE AHEAD' 'WELLESLEY ST.' SIGN

JOIN LINE E

NOTE:

JOIN LINE F

HOBSON STREET

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

EXISTING 'ONE WAY' AND '10' SPEED SIGN

70.0

13.0

0.0

EXISTING 'BUS STOP' SIGN

EXTENT OF WORK

5.4m

'BL1'

'FM4'

WELLESLEY STREET WEST

'FM3'

'BL2'

WELLESLEY STREET WEST

'BL3'

'S1'

PROPOSED 'BUS LANE' 'BEGINS' SIGN

EXISTING 'P5 LOADING ZONE' SIGN ADD 'AT ALL TIMES'

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER (TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

PROPOSED 'BUS LANE' 'BEGINS' SIGN REMOVE EXISTING 'P$ ZONE' SIGN

NOTE: REFER TO MAYORAL DRIVE RESOLUTION ID:12891 NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

0.0

'BL3'

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

0.0

'A10'

DRIVEWAY / VEHICLE CROSSING

PROPOSED NSAAT

JOIN LINE F

'LZ2'

NOTE: AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

EXISTING KERB

EXISTING NSAAT

3.5

15.5

45.5

42m

50.5m PROPOSED 'BUS LANE' 'ENDS' SIGN

EXISTING 'STOP' SIGN

15.5

'A9'

EXISTING SIGN

LEGEND:

54.5

'A8' 66.0

15.0m

REMOVE EXISTING 'P$ ZONE' AND 'CLEARWAY 4-6PM MON-FRI''ENDS' SIGN

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

66.0

69.5

0.0

3.0

57.5

63m

REMOVE EXISTING 'P$ ZONE' AND 'CLEARWAY 4-6PM MON-FRI' 'BEGINS' SIGN

'BL2'

EXTENT OF WORK

MAYORAL DRIVE

157m

15.0

15m

0.0

JOIN LINE E

HOBSON STREET

66.0

EXTENT OF WORK

CONTROLLED BY TMP REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12888 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

WELLESLEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12888/WLB

REV.

SHEET

R03

NOTE:

AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

JOIN LINE F

EXISTING 'NO U TURN' SIGN

EXISTING 'P5 LOADING ZONE' '5MIN MAX AT ALL TIMES' SIGN

EXISTING 'P$ ZONE' SIGN

PROPOSED 'P5 LOADING ZONE 8AM -6PM' AND 'TAXI STAND 6PM-8AM' 'MON-SUN AND PUBLIC HOLIDAYS' SIGN REMOVE EXISTING 'TAXI STAND' AND 'LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY 6AM-6PM MON-SUN & PUBLIC HOLIDAYS' SIGN

EXISTING '30' SPEED LIMIT SIGN REMOVE 'TAXI STAND', 'P5 LOADING ZONE AT ALL TIMES', SIGN

PROPOSED 'P5 LOADING ZONE 8AM -6PM' AND 'TAXI STAND 6PM-8AM' 'MON-SUN AND PUBLIC HOLIDAYS' SIGN

REMOVE EXISTING 'LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY 6AM-6PM MON-SUN & PUBLIC HOLIDAYS' SIGN

'A4' 'LZ1'/'TS1'

'A3'

5.5m

QUEENS STREET

ALBERT STREET

NOTE: REFER TO MAYORAL DRIVE RESOLUTION ID:12891

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

'A5' 40m

17m

0.0

13.5

53.5

70.5

64.0

EXISTING 'P5 LOADING ZONE AT ALL TIMES' SIGN

EXTENT OF WORK

0.0

28.5

76.0

35.5m

WELLESLEY STREET WEST

CONSTRUCTION AREA

MAYORAL DRIVE

EXISTING 'P5 LOADING ZONE' '5MIN MAXIMUM PRIVATE VEHICLES AND GOODS VEHICLES ONLY (NO COMMERCIAL OR SERVICE VEHICLES EXCEPT GOODS VEHICLES) SIGN

EXISTING 'BUS STOP' SIGN EXISTING '50' SPEED LIMIT SIGN

NOTE: AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

EXISTING 'BUS STOP' SIGN

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:10713, JAN 2013

NOTE: REFER TO MAYORAL DRIVE RESOLUTION ID:12891

QUEENS STREET

JOIN LINE F

EXTENT OF WORK

EXISTING SIGN

LEGEND:

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER (TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

CONTROLLED BY TMP REV.

DESCRIPTION

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12888 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

WELLESLEY ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12888/WLB

REV.

SHEET

R04

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

HAM

ST R EET

HARDINGE STREET

NOTE:

GRA

PROPOSED 'BUS LANE' 'BEGINS' SIGN

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:10758, JAN 2013

'A1'

54.0

12.5

41.5m

'BL1' 0.0

PROPOSED 'BUS LANE' 'AHEAD' SIGN

PROPOSED 'BUS LANE' 'ENDS' SIGN

EXTENT OF WORK

N JO I

61.0

54.0

12.5

0.0

50.0

61m

'BL1' VICTORIA STREET WEST

EXISTING 'P$ ZONE' SIGN

EXISTING 'BUS STOP' SIGN

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:10626, DEC 2012

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:12774, MAY 2015

EXISTING SIGN

LEGEND:

PROPOSED SIGN EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER ( TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

EXISTING ROAD MARKING

LS ON

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

CONTROLLED BY TMP REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12889 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

VICTORIA ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12889/WLB

REV.

SHEET

R01

EXISTING 'BUS STOP' SIGN

28.5m

'BS1'

39.5m

EXTENT OF WORK

0.0

13.0

13m

61.5

20m

'A4'

23.5m 85.0

' 'A2

'B2'

'A3'

'B1' 33.0

JOIN LINE G

EXISTING 'BUS STOP' SIGN

EXISTING 'BUS PARKING' 'SCHEDULED BUSES ONLY' SIGN

124.5

NELSON STREET

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

EXISTING 'BUS PARKING' 'SCHEDULED BUSES ONLY' SIGN

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

JOIN LINE H

HOBSON STREET

NOTE:

'FM1'

57m

25.5m

36m

'A5'

'B3'

'A6'

EXISTING 'BUS STOP' SIGN

NELSON STREET

EXTENT OF WORK

0.0

6.0

42.0

'S1'

JOIN LINE H

.5 124

67.5

VICTORIA STREET WEST

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:12774, MAY 2015

JOIN LINE G

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER ( TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

EXISTING KERB

HOBSON STREET

EXISTING SIGN

LEGEND:

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

CONTROLLED BY TMP REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12889 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

VICTORIA ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12889/WLB

REV.

SHEET

R02

FEDERAL STREET

EXISTING 'P$ ZONE' SIGN PROPOSED 'BUS LANE' 'ENDS' SIGN

PROPOSED 'BUS LANE' 'BEGINS' SIGN

EXISTING 'BUS STOP' SIGN

'BL2'

PROPOSED 'P5 LOADING ZONE' '5MIN MAX GOODS VEHICLES ONLY' 'AT ALL TIMES' SIGN REMOVE EXISTING 'BUS STOP 7-9AM 4-6PM MON-FRI' AND 'P5 LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY' '9AM-4PM MON-FRI 8AM-4PM SAT & PUB. HOL' SIGN

65.0

16.0

0.0

NOTE: AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

EXISTING '50' SPEED LIMIT SIGN

52m

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

JOIN LINE I

NOTE:

EXISTING NO LEFT TURN SIGN

ALBERT STREET

HOBSON STREET

JOIN LINE H

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

PROPOSED TEMPORARY MERGE RIGHT SIGN REMOVE EXISTING 'BUS STOP' SIGN

EXTENT OF WORK

'BL2'

EXTENT OF WORK

CONSTRUCTION AREA

EXISTING 'NO ENTRY' AND NO RIGHT TURN SIGN

EXISTING 'BUS STOP' SIGN

15m

38.5m

'B4'

0.0

4.5

11.0

EXISTING '50' SPEED LIMIT SIGN

6.5m

'B5'/'LZ1' 'A7'

JOIN LINE I

JOIN LINE H

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:11154, OCTOBER 2013 PROPOSED 'BUS STOP 6AM-10AM'AND '3PM-7PM MON-FRI' AND 'P5 LOADING ZONE AT ALL OTHER TIMES' SIGN REMOVE EXISTING 'BUS STOP 7-9AM 4-6PM MON-FRI' AND 'P5 OTHER TIMES LOADING ZONE' '5MIN MAX GOODS VEHILCES ONLY' 'MON-SAT' SIGN

PROPOSED 'BUS LANE AHEAD' 'HOBSON ST.' SIGN

FEDERAL STREET

NOTE: REFER TO HOBSON STREET RESOLUTION ID:12890

EXISTING SIGN

LEGEND:

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER ( TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

NOTE: REFER TO ALBERT STREET RESOLUTION ID:12891

ALBERT STREET

HOBSON STREET

EXISTING 'BUS STOP' SIGN

26.0

EXISTING NO LEFT TURN SIGN

'S1'

EXTENT OF WORK

'BS2' 64.5

0.0

EXTENT OF WORK

13.0

VICTORIA STREET WEST

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

CONTROLLED BY TMP REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12889 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

VICTORIA ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12889/WLB

REV.

SHEET

R03

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

JOIN LINE I

TREET QUEEN S

ALBERT STREET

NOTE:

REMOVE EXISTING 'BUS STOP 3-7PM MON-FRI' AND 'P5 LOADING ZONE 8AM-3PM MON-FRI 8AM-10PM SAT & PUB. HOL' SIGN

EXISTING 'BUS STOP' SIGN

REMOVE EXISTING 'BUS STOP' SIGN EXISTING 'BUS STOP' SIGN EXISTING SIGNALISED PEDESTRIAN CROSSING

CONSTRUCTION AREA

WORK EXTEN OF

EXTENT OF WORK

VICTORIA STREET WEST

'TI1'

'FM2'' 'FM1

EXTENT OF WORK

NOTE: REFER TO ALBERT STREET RESOLUTION ID:12891

PROPOSED TEMPORARY TRAFFIC ISLAND

REMOVE EXISTING 'CLEARWAY 4-6PM MON-FRI''ENDS' AND 'P$ ZONE' SIGN

JOIN LINE I

NOTE: AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:10021, JUNE 2012

REMOVE EXISTING 'CLEARWAY 4-6PM MON-FRI''BEGINS', 'P$ ZONE' EXISTING '50' SPEED LIMIT SIGN

EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER ( TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

KERB (TO BE REMOVED)

EXISTING KERB

EXISTING NSAAT

PROPOSED KERB

PROPOSED NSAAT

PROPERTY BOUNDARY

EXISTING NSAAT (TO BE RESOLVED)

DRIVEWAY / VEHICLE CROSSING

EXISTING NSAAT (TO BE REMOVED)

PROPOSED CYCLE LANE MARKINGS

CONTROLLED BY TMP

PROPOSED BUS LANE MARKINGS

DESCRIPTION

DRAFT ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

ELLIOT STREET

ALBERT STREET

PROPOSED SIGN

EXISTING 'BUS STOP' SIGN

EXISTING SIGN

LEGEND:

REV.

PROPOSED 'KEEP LEFT' SIGN

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12889 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

VICTORIA ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12889/WLB

REV.

SHEET

R04

TREET QUEEN S

ALBERT STREET

11.00

1.25

6.55

11M-TRUCK

meters

Width Track Lock to Lock Time Steering Angle

: : : :

JOIN LINE I

2.50 2.50 6.0 37.4

CONSTRUCTION AREA

11M-TRUCK

WORK EXTEN OF

EXTENT OF WORK

K 11M-TRUC(NZ)

D NEW ZEALAN

VICTORIA STREET WEST

NEW ZEALAND (NZ)

11M-TRUCK

NEW ZEALAND (NZ)

EXTENT OF WORK

EXISTING SIGN

LEGEND:

ELLIOT STREET

JOIN LINE I

EXTENT OF WORK

ALBERT STREET

PROPOSED SIGN EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

BUS SHELTER ( TO BE RESOLVED)

EXISTING ROAD MARKING (TO BE REMOVED)

EXISTING KERB KERB (TO BE REMOVED)

EXISTING NSAAT

PROPOSED KERB

PROPOSED NSAAT

PROPERTY BOUNDARY

EXISTING NSAAT (TO BE RESOLVED)

DRIVEWAY / VEHICLE CROSSING

EXISTING NSAAT (TO BE REMOVED)

PROPOSED CYCLE LANE MARKINGS

CONTROLLED BY TMP

PROPOSED BUS LANE MARKINGS

DRAFT

BUS PRIORITY WORK FOR THE CITY RAIL LINK VICTORIA STREET WEST TRUCK TRACKING Staus Stamp

FOR CONSULTATION

Date Stamp

15/05/2015

SCALE (A3)

DO NOT SCALE

1:500

Drawing No.

4205003-CS1321aT

Rev.

WELLESLEY STREET WEST

NOTE:

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

EXISTING SIGN

LEGEND:

PROPOSED SIGN

NOTE: REFER TO WELLESLEY STREET RESOLUTION ID:12888

EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING KERB

EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY / VEHICLE CROSSING.

PROPERTY BOUNDARY

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT PROPOSED NSAAT EXISTING NSAAT (TO BE RESOLVED) EXISTING NSAAT (TO BE REMOVED)

PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN PROPOSED 'P15 BUS PARKING' SIGN

'B1'

'A2'

'B2'

'A3'

28m

17m

29m

65.5

82.5

29.5

8.0

20.5

12.5m

'A1'

57.5

CCPZ

0.0

PROPSOED 'P15 BUS PARKING' AND ' NO IDLING' SIGN REMOVE EXISTING 'P5 LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY' 'MON-SAT' SIGN

JOIN LINE J

PROPOSED 'P$ ZONE' SIGN

HOBSON STREET

0.0

8.5

70.0

61.0

52.0

41.0

29.0

26.5

6.5 8.5

'BL1'

22.5m

11m

'A6'

'A7'

'A8' 224m

'BL1' PROPOSED 'BUS LANE' 'ENDS' SIGN

EXISTING 'BUSES MAY ONLY PROCEED THROUGH FROM THE LEFT LANE' SIGN

PROPOSED 'BUS LANE' SIGN

42.5m CCPZ

EXISTING 'P$ ZONE' SIGN

PROPOSED 'BUS LANE AHEAD' 'WELLESLEY ST.' SIGN

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

NOTE: REFER TO WELLESLEY ST. RESOLUTION ID:12888

REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

JOIN LINE J

WELLESLEY STREET WEST

EXTENT OF WORK

PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12890 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

HOBSON ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORIY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12890/WLB

REV.

SHEET

R01

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

JOIN LINE J

PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN

EXISTING SIGN

LEGEND:

PROPOSED SIGN

VICTORIA STREET WEST

NOTE:

EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING KERB

EXISTING ROAD MARKING (TO BE REMOVED)

DRIVEWAY / VEHICLE CROSSING.

PROPERTY BOUNDARY

PROPOSED BUS LANE MARKINGS

EXISTING NSAAT PROPOSED NSAAT EXISTING NSAAT (TO BE RESOLVED) EXISTING NSAAT (TO BE REMOVED)

PROPOSED 'P5 LOADING ZONE' '5MIN MAX GOODS VEHICLES ONLY' 'MON-SAT' SIGN EXISTING 'P$ ZONE' SIGN

29m

15m

36m

'LZ1'

'A5' 8.5m 186.5

162.5

24m

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:11529, JAN 2014

199.5

'A4'

195.5

'B3' 126.5

'A3' 111.5

NOTE: REFER TO VICTORIA STREET RESOLUTION ID:12889

CCPZ

EXTENT OF WORK

HOBSON STREET

'BL1'

'A9'

'A10'

0.0

4.5

14.5

30.5

10m

224m

'BL1' JOIN LINE J

CCPZ

NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:11173, AUG 2013

PROPOSED 'BUS LANE' 'BEGINS' SIGN

PROPOSED 'BUS LANE AHEAD' 'HOBSON ST.' SIGN

EXISTING 'TAXI STAND 6PM-8AM MON-SUN' AND 'P5 LOADING ZONE' '5MIN MAX GOODS SERVICE VEHICLES ONLY' '8AM-6PM MON-SUN' SIGN

EXISTING 'BUS PARKING 1PM-7PM MON-FRI' 'NO IDLING' 'P$ 8AM-1PM MON-FRI 8AM-6PM SAT' SIGN

NOTE: REFER TO VICTORIA STREET RESOLUTION ID:12889

274.5

42.5m

6.5m

224.0

112.5

37.0

EXTENT OF WORK

EXISTING 'LOADING ZONE' SIGN PROPOSED 'BUS LANE' 'AHEAD' SIGN EXISTING 'BUS PARKING 1PM-7PM MON-FRI' 'NO IDLING' 'P$ 8AM-1PM MON-FRI 8AM-6PM SAT' SIGN NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

EXISTING 'TAXI STAND' SIGN

REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12890 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

HOBSON ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD BUS PRIORIY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12890/WLB

REV.

SHEET

R02

EXISTING SIGN

LEGEND:

PROPOSED SIGN

PROPOSED 'BUS LANE' SIGN

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING BUS SHELTER TO BE RESOLVED

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

2 BS

EXISTING KERB

PROPOSED NSAAT

EXISTING NSAAT (TO BE REMOVED)

CYCLE MARKINGS (TO BE RESOLVED)

CONTROLLED BY TMP

PROPOSED BUS LANE MARKINGS

m .5 7 0

EXISTING 'KEEP RIGHT' SIGN

E IV

LI N

Y MA

DR AL R O

EXISTING 'BUS STOP 6AM-10AM MON-FRI' 'BUS PARKING SCHEDULED SERVICES ONLY' REMOVE EXISTING '4HOURS MAX AT ALL OTHER TIMES' SIGN REPLACE WITH 'P15 AT ALL OTHER TIMES' SIGN

.5 65

' 2 'B .5m

EXISTING 'BUS STOP' SIGN

EN T AO RANC TEA E CEN TO TRE

' 1 B

' 1 L

0 68.

.5m 0 7 '

. 36

1 BS

PROPOSED 'BUS LANE' 'BEGINS' SIGN

' 1 M

EXISTING 'BUS STOP' SIGN

1 BL

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

4.0 11

3' 'B .5m

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT

2.5

EXISTING SIGN (TO BE RESOLVED)

EXISTING ROAD MARKING

K OR

18 .

T EN

T EX

' 1 L

8. 5

STR

EET

PROPOSED 'BUS LANE AHEAD' SIGN

N T

0. 0

NOTE:

VI N

ST RE ET

33 .5

I DR

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12891 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

MAYORAL DR - ALBERT ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12891/WLB

REV.

SHEET

R01

EXISTING SIGN

LEGEND:

WE LL

ESL E

PROPOSED SIGN

YS TRE ET

EXISTING ROAD MARKING

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING BUS SHELTER TO BE RESOLVED

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

JOI NL INE K

NOTE: AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

WE ST

EXISTING KERB

NOTE: REFER TO WELLESLEY ST. AT RESOLUTION ID:12888

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT PROPOSED NSAAT

NST

RUC T

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED)

ION

ARE

EXISTING NSAAT (TO BE REMOVED)

CYCLE MARKINGS (TO BE RESOLVED)

CONTROLLED BY TMP

PROPOSED BUS LANE MARKINGS

219 .0

JOI NL INE K

EXISTING 'ROAD NARROWS' SIGN

'A1

' 86. 5m

LLE

YS TRE ET WE ST

EXISTING 'BUS LANE' '6AM-10AM 3PM-7PM MON-FRI' 'BEGINS' SIGN

YO RA LD RIV E

.5m

'BL 1'

EXISTING 'BUS STOP' SIGN

407

PROPOSED 'BUS LANE' SIGN LOCATED ON EXISTING LAMP POST

SLE

175

EXISTING 'BUS LANE' '6AM-10AM 3PM-7PM MON-FRI' 'AHEAD' SIGN

EXISTING 'BUS STOP' SIGN

I JO LIN EJ

REMOVE EXISTING 'BUS PARKING AT ALL TIMES' 'TOUR BUS PARKING ONLY 4 HOURS MAX 8AM-6PM' SIGN REPLACE WITH 'BUS PARKING SCHEDULED SERVICES ONLY P15. 7AM TO 7PM'. TOUR BUS PARKING 7PM-7AM' SIGNS

EXISTING 'BUS LANE' SIGN

2.5

NOTE: BUS STOP RESTRICTIONS COVERED BY AT RESOLUTION ID: 10553, NOV 2012 NOTE: BUS LANE RESTRICTIONS COVERED BY AUCKLAND CITY RESOLUTION ID: 12143, MAR 2009

'B S3

EXISTING PID

EXISTING 'BUS LANE' 'ENDS' SIGN

8.5

EXISTING 'BUS STOP' SIGN

JO NOTE:

LIN

REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

5m 4.

' 7 'A

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12891 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

MAYORAL DR - ALBERT ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12891/WLB

REV.

SHEET

R02

EET

EXISTING SIGN

LEGEND:

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING BUS SHELTER TO BE RESOLVED

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

EXISTING NSAAT (TO BE RESOLVED)

ERT ALB

NL INE L

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING. PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE REMOVED)

CYCLE MARKINGS (TO BE RESOLVED)

CONTROLLED BY TMP

PROPOSED BUS LANE MARKINGS

JOI

PROPOSED 'BUS LANE' SIGN REMOVE EXISTING 'BUS LANE' '6AM -10AM, 3PM-7PM' 'MON-FRI' SIGN

NL INE

4.5 m

PROPOSED NSAAT

JOI

'A3 ' 3

EXISTING NSAAT

STR

PROPOSED SIGN EXISTING ROAD MARKING

52.0

PROPOSED 'BUS LANE' SIGN REMOVE EXISTING 'BUS LANE' '6AM -10AM, 3PM-7PM' 'MON-FRI' 'BEGINS' SIGN

EET STR ALB ERT

'BL

49m

'A2

407

.5m

'BL 1'

49.0

38.0

16.5

'A6

31m

0.0

7.0

JOI

NL INE K

NOTE: REFER TO WELLESLEY STREET AT RESOLUTION ID:12888

NST

RUC TIO

NA REA

NOTE: AREA SUBJECT TO CRL ENABLING WORKS TMP CONDITIONS. INDICATIVE ROAD MARKINGS AND SIGNAGE CHANGES ONLY

REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

JOI

NL INE K

NOTE:

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12891 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

MAYORAL DR - ALBERT ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12891/WLB

REV.

SHEET

R03

EXISTING SIGN

LEGEND:

199 .

PROPOSED SIGN

195 .

EXISTING SIGN (TO BE RESOLVED)

PROPOSED ROAD MARKING

EXISTING SIGN (TO BE REMOVED)

EXISTING ROAD MARKING (TO BE RESOLVED)

EXISTING BUS SHELTER TO BE RESOLVED

EXISTING ROAD MARKING (TO BE REMOVED)

PROPERTY BOUNDARY

NST

EXISTING 'BUS, CYCLE AND MOTORCYCLE LANE' '6AM-10AM, 3PM-7PM' 'MON-FRI' 'AHEAD' SIGN

EXISTING KERB

DRIVEWAY / VEHICLE CROSSING.

EXISTING NSAAT

'A5 ' 20

EXISTING ROAD MARKING

5 TIO

NA REA

VIC

TOR

EXISTING 'BUS STOP' SIGN

PROPOSED NSAAT

RUC

STR EET

PROPOSED CYCLE LANE MARKINGS

EXISTING NSAAT (TO BE RESOLVED) EXISTING NSAAT (TO BE REMOVED)

CYCLE MARKINGS (TO BE RESOLVED)

CONTROLLED BY TMP

PROPOSED BUS LANE MARKINGS

PROPOSED 'BUS LANE' 'ENDS' SIGN REMOVE EXISTING 'BUS LANE' '6AM-10AM , 3PM-7PM' 'MON-FRI' SIGN

175

425

163

'B5

29. ' 5m

NOTE: REFER TO VICTORIA STREET AT RESOLUTION ID:12889

EXISTING 'BUS STOP' SIGN

145

STR ALB ERT

'BL

'A4

13m 5

NOTE: RESTRICTIONS COVERED BY AUCKLAND CITY RESOLUTION ID: 12057, APR 2007

36m

'B4 '

'BL

407 1' .5m

132 .

EET

EXISTING 'BUS STOP' SIGN

PROPOSED 'BUS STOP' SIGN REMOVE EXISTING 'BUS STOP' '6AM-10AM','3PM-7PM' AND 'P5' 'LOADING ZONE' '5MINS MAX GOODS SERVICE VEHICLES ONLY' 'AT ALL OTHER TIMES'

102

JOI

NL IN

EL 5

34.

'A3

5m '

86.

NOTE:

JOI

NL INE L

REV.

DESCRIPTION

DRAFT A

ISSUE FOR RESOLUTION

CHECK

APP'D

DATE

03/07/15

THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)

PROJECT

SCALE NAME

DATE

DESIGN

25/05/15

DRAWN

25/05/15

DRAWING CHECK

03/07/15

DESIGN CHECK

03/07/15

APPROVED

03/07/15

NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.

STATUS STAMP

RESOLUTION

BUS PRIORITY WORK - CRL

ID:12891 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

MAYORAL DR - ALBERT ST, AUCKLAND CBD, WAITEMATA LOCAL BOARD, BUS PRIORITY WORK - CRL

PROJECT No.

4205003

03 JULY 2015 DWG No.

AT/12891/WLB

REV.

SHEET

R04

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX F â€“ PROJECT TRAFFIC SEQUENCE AND SITE ACCESS PLANS

Page F

Temporary worksite Northern worksite Southbound approach closed

Footpath width reduced to 1.5m

Worksite established

Footpath width reduced to 1.5m

Temporary worksite Northern worksite Southbound approach closed

Footpath width reduced to 1.5m

Worksite established

Footpath width reduced to 1.5m Wyndham Street West closure

LEGEND SITE ACCESS TRUCK MOVEMENT Eastbound approach reduced to one left and one though lane

MANUAL TRAFFIC CONTROLLED ACCESS

Right turn banned from Customs St onto Albert St

Northern Compound

Swanston shaft 1.5m wide footpath (with fence)

Pile centre of intersection while Swanston shaft is open

Storage compound established

Existing footpath (with fence)

Bus services relocated to Lower Albert Street from

NORTH

Southern Compound

Straight movement banned onto Swanson Street

SOUTH/WEST

North Shore traffic to access motorway via Fanshawe St

South and West traffic to access the motorway via

Pay and display parking removed between loading zone and Durham St and lane shifted to maximise

1.5m wide footpath (with fence)

Wolfe Street diversion

Kerb cutback

Bus services removed from Albert Street as part of Phase 1 and 2 bus changes

New advanced directional sign

Albert St reduced to one lane in the North-South direction

LEGEND SITE ACCESS TRUCK MOVEMENT Eastbound approach reduced to one left and one though lane

MANUAL TRAFFIC CONTROLLED ACCESS

Right turn banned from Customs St onto Albert St

Northern Compound

Swanston shaft 1.5m wide footpath (with fence)

Pile centre of intersection while Swanston shaft is open

Storage compound established

Existing footpath (with fence)

Bus services relocated to Lower Albert Street from

NORTH

Southern Compound

Straight movement banned onto Swanson Street

SOUTH/WEST

North Shore traffic to access motorway via Fanshawe St

South and West traffic to access the motorway via

Pay and display parking removed between loading zone and Durham St and lane shifted to maximise

1.5m wide footpath (with fence)

Wolfe Street diversion

Kerb cutback

Bus services removed from Albert Street as part of Phase 1 and 2 bus changes

New advanced directional sign

Albert St reduced to one lane in the North-South direction

LEGEND SITE ACCESS TRUCK MOVEMENT

MANUAL TRAFFIC CONTROLLED ACCESS

Pedestrian crossing will be relocated around piling works and service will be maintained at all times.

Mills Lane left in left out

Swanson Street exit closed

Access restricted to local and construction traffic only

LEGEND LEGEND SITE ACCESS SITE ACCESS TRUCK MOVEMENT TRUCK MOVEMENT MANUAL TRAFFIC CONTROLLED ACCESS

Mills Lane left in left out

Swanson Street West closure

Access restrictions removed

Access restricted to local and construction traffic only

LEGEND SITE ACCESS TRUCK MOVEMENT

MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP

Mills Lane left in only Access reinstated as shaft work temporarily stopped

Access restricted to local and construction traffic only

LEGEND LEGEND SITE ACCESS SITE ACCESS TRUCK MOVEMENT TRUCK MOVEMENT MANUAL TRAFFIC CONTROLLED ACCESS

Mills Lane left in left out

Access restricted to local and construction traffic only

LEGEND SITE ACCESS TRUCK MOVEMENT

MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP

Access restricted to local and construction traffic only

Mills Lane left in only

Complete access maintained to Stamford Plaza Hotel

Access restrictions removed

LEGEND SITE ACCESS TRUCK MOVEMENT

MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP

Northbound approach reopened - one lane

Restricted access to local and construction traffic only

General traffic detour no longer required

Swanson St left in left out

LEGEND SITE ACCESS TRUCK MOVEMENT

MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP

Access restricted to local and construction traffic only

Complete access maintained to Stamford Plaza Hotel

Access restricted to local and construction traffic only

LEGEND SITE ACCESS TRUCK MOVEMENT

MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP

Mills Lane left in only

Swanson left out only

Swanson / Albert Street intersection to become left-in left-out Wolfe Street to become a cul-de-sac with no access in or out from Albert Street

LEGEND SITE ACCESS TRUCK MOVEMENT MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP Loading zone outside 8 Albert St reopened

Trucks to enter through

Barriers to separate general traffic from trucks

5m wide deck constructed over trench after completion of the piles for construction

Wolfe St reopened for left turn traffic in and out

LEGEND SITE ACCESS TRUCK MOVEMENT MANUAL TRAFFIC CONTROLLED ACCESS ONE WAY LOOP Loading zone outside 8 Albert St reopened

Trucks to enter through

Barriers to separate general traffic from trucks

5m wide deck constructed over trench after completion of the piles for construction

Wolfe St reopened for left turn traffic in and out

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX G â€“ KEY VEHICLE TRACKING CURVES

Page G

WOLFE ST N ISIO RESS V E R ROG IN P

SWANSON S WOLFE ST N ISIO RESS V E R ROG IN P

SWANSON S N ISIO RESS V E R ROG IN P

FEDERAL STREET

WOLFE ST

KINGSTON ST

WYNDHAM STREET

W HA

N ISIO RESS V E R ROG IN P NS

CUSTOMS ST WEST

DURHAM LANE

SWANSON ST

MILLS LANE

FEDERAL STREET

Upper Floors

Balcony

CUSTOMS ST WEST

Ground Floor

W HA

FEDERAL STREET

WOLFE ST

KINGSTON ST

WYNDHAM STREET

N ISIO RESS V E R ROG IN P FA

CUSTOMS ST WEST

DURHAM LANE

SWANSON ST

MILLS LANE

FEDERAL STREET

Upper Floors

Balcony

CUSTOMS ST WEST

Ground Floor

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX H â€“ TDM CAMPAIGN SUMMARY

Page H

Auckland City CBD TDM Plan Overview The following early overview has been supplied by the AT TD Unit. The AT Travel Demand (TD) Unitsâ€™ role within the CRL project (including the pipe jack Project) is to make best use of existing multi-modal transport networks in order to reduce single occupant vehicle (SOV) trips (i.e. private motor car use) to the Central Business District (CBD) by 10% in the morning peak. The area shown in Figure 1 is the target destination area for promoting travel to, and within the CBD, by alternative modes of transport other than single occupant vehicles. The TD plan will benefit congestion mitigation for both the CRL enabling works projects and that associated with the large scale developments occurring across the CBD simultaneously (e.g. the NDG Auckland Centre and other private developments) The TDM planning and implementation is currently underway and will form an important part in mitigating network congestion. Figure 1: The area of Auckland CBD targeted for the TD Plan

The need for a TDM Programme for CRL Due to the disruption of the Auckland inner city street network which will be caused by the enabling works for the CRL project, approximately 4,000 SOV drivers will need to change their travel mode in the morning peak in order to maintain the current network functionality within the CBD. It is feasible that TDM initiatives (including expanded PT capacity through electric trains, expanded ferry services, double decker buses and the new bus network) can accommodate 4,000 trips if a combination of initiatives are implemented simultaneously e.g. encouraging people to change the time

they travel, work from home occasionally, and change mode from SOV trips to walking, cycling, bus, train, ferry and carpooling. Table 1 gives an indication of the type of TDM measures that could potentially be implemented in the CBD. Table 1: Examples of TDM Measures Mode

TDM Hard Measures

TDM Soft Measures

Walking

Improved footpaths

Walk in to work out â€“ awareness raising events

Dedicated walking routes from parking areas and residential areas

10,000 step challenges

Way-finding signage showing direction, time and distance to destinations

Advertising and promotions

Prioritised pedestrian signals in the CBD to reduce delays

Competitions and events

City centre walking maps

Expos for business, towerblock, residents and students

End of trip facilities: lockers, drying rooms, showers

Walk to work month

Resource consents that require the provision of trip end facilities Cycling

Dedicated segregated cycle ways

Cycle training events

Way-finding signage showing direction, distance and time

Guided Cycle Rides showing people safe routes

End of trip facilities: secure covered cycle parking, lockers, showers and drying rooms

Route maps

Business and tower block expos Advertising and promotion Cycle to work month events Bus Transport

New bus network services

HOP card marketing

personalised journey planning (PJPs) Bus hubs

Events and expos

High quality bus shelters

Advertising campaigns

Bus priority lanes Bus priority signals Train Transport

Ferry Transport

Carpooling

Electric trains

Hop card marketing PJPs

New stations

Events and expos

Ferry terminals

Hop card marketing PJPs

Priority parking for people who carpool to catch the ferry

Events and expos

Dedicate public carpools spaces

Guaranteed ride home schemes promoted by businesses or Transport Management Associations

Dedicated carpool spaces in private/workplace car parks

Marketing and publicity

AT carpooling website, promotions and competitions Flexible working

Business hubs (e.g. SBN feasibility study for Hobsonville)

Working with businesses to promote flexible working

Advertising and promotion Tele-working

Provision of company laptops

Working with businesses to promote working from home Advertising and promotion

Soft measures can be implemented by working directly with the travelling public, either at the origin of their trip (generally at home), at the destination (generally at work or tertiary establishment) or enroute by encouraging companies to become part of the AT Commute Programme, or by working directly with people, one-on-one. In developing the TDM plan for CRL the aim is to reach as many of the travelling public who will be affected by disruption in the CBD as possible. The most effective way to do this is through Expos and Events, company and tertiary travel plans and by running mode specific targeted marketing campaigns, events and promotions.

A different mode of transport will be the focus for marketing each quarter to ensure messages are kept â€˜freshâ€™ and relevant. Next Steps: 1.

Estimate the number of trips to be accommodated by each mode and set targets.

Map the PT routes and services that have excess capacity to enable the promotion of PT to areas where it will be most effective for the travelling public.

Map the cycle routes and walking routes that can be promoted to the travelling public (Note: liaise with the walking and cycling team as there are some published maps for walking routes in the CBD that could be updated).

Link with the timetable for the construction of cycle paths accessing the CBD (3 year plan).

Liaise with Waterfront Auckland and AT parking management to establish dedicated carpool car parks spaces in city centre car parks to link in with the carpool promotions.

Link with the Transport Management Association at Wynyard Quarter.

Prepare action plans showing what measures we are going to promote, when and by whom.

Establish a monitoring strategy to monitor effectiveness of TDM measures and make changes accordingly.

Further liaise with CRL communications advertising campaigns.

Connectus Project #: 2665 Client: Auckland Transport

Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016

APPENDIX I â€“ EARLY PIPE JACK MODE SHIFT SENSITIVTY TESTING REPORT

Page I

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