Auckland City Rail Link In association with:
ENABLING WORKS CONTRACT 2 Construction Environmental Management Plan Separable Portion 1 – Cut and Cover Works VOLUME 2.0
COMMERCIAL IN CONFIDENCE
Auckland City Rail Link In association with:
ENABLING WORKS CONTRACT 2 CONSTRUCTION ENVIRONMENTAL MANAGEMENT PLAN Separable Portion 1 – Cut and Cover Works Document Ref: CRL-PAT-ENV-CON-PLN-000898 Revision: 07
FINAL 1st of June 2016
COMMERCIAL IN CONFIDENCE
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DOCUMENT INFORMATION Organisation:
Connectus
Document Title:
Construction Environmental Management Plan
Fulcrum Document Number:
CRL-PAT-ENV-CON-PLN-000898
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
01a
21/09/2015
1
ST
Draft for Connectus Review
st
Author
Approver
F. Davies
C. Hind
02
28/09/2015
1 Draft – AT Review Sent as Rev 01 to AT
F. Davies
C. Hind
03
02/10/2015
Draft for Consultation
F. Davies
C. Hind
04
25/02/2016
Draft for AT and Connectus Review – including updated methodology and CLG comments
F. Davies
C. Hind
05
09/03/2016
Final Draft for Independent Peer Review
F. Davies
C. Hind
06
21/03/2016
Final
F. Davies
C. Hind
07
01/06/2016
Final - Revised to incorporate Auckland Council comments.
F. Davies
C. Hind
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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GLOSSARY Term
Definition
AC
Auckland Council
AECOM
AECOM New Zealand Limited
AEE
Assessment of Environmental Effects
AQ DWP
Air Quality Delivery Work Plan (incorporates the Air Quality Management Plan)
AT
Auckland Transport
BPO
Best Practicable Option
BWMP
Bluestone Wall Management Plan
CCP
Communication and Consultation Plan
CDWP
Contamination Delivery Work Plan (incorporates the Contaminated Soils Management Plan)
CEMP
Construction Environmental Management Plan
CEP
Construction Execution Procedure
CLG
Community Liaison Group(s)
CNV DWP
Construction Noise and Vibration Delivery Work Plan
Communication and Consultation Manager
Responsible for notifying residents of works occurring within the near vicinity and managing mitigation as required; primary contact for Project related complains and enquiries
Connectus
Enabling Works Contractor
CRL
City Rail Link
CTMP
Chemical Treatment Management Plan
dB
A unit of measurement on a logarithmic scale which describes the magnitude of sound pressure with respect to a reference value (20 ÂľPa) ‘
DWP
Delivery Work Plan
ESCP
Erosion and Sediment Control Management Plan
GRP
Glass fibre Reinforced Plastic
GSMCP
Groundwater and Settlement Monitoring and Contingency Plan
GPR
Ground Penetrating Radar
HC DWP
Historic Character Delivery Work Plan
HSMP
Hazardous Substances Management Plan
ITAEMP
Industrial Trade Activity Environmental Management Plan
JSEAs
Job Safety and Environmental Analysis
MSDS
Material Safety Data Sheet
NZHPT
New Zealand Historic Places Trust
OMS
Orakei Main Sewer
PADWP
Public Art Delivery Work Plan
PEP
Project Execution Plan
Term
Definition
Pipejack
Trenchless pipe installation method where pipes are driven horizontally between two vertical shafts using a tunnel boring machine
ESM
Environment and Sustainability Manager
RMA
Resource Management Act 1991
SIBD DWP
Social Impact and Business Disruption Delivery Work Plan
SSCNMP
Site Specific Construction Noise Management Plan
SSCVMP
Site Specific Construction Vibration Management Plan
SWMH
Stormwater Man Hole
SWMs
Safe Work Method Statement
TAP DWP
Transport, Access and Parking Delivery Work Plan
TBM
Tunnel Boring Machine
The Project
Enabling works involving the construction of a tunnel within the Albert Street road reserve from Customs Street East to Wyndham Street
TP10
Auckland Council Technical Publication Number 10: Stormwater Management Devices Design Guideline Manual
TP90
Auckland Council Technical Publication Number 90: Erosion and Sediment Control Guidelines for Land Disturbing Activities in the Auckland Region
TV DWP
Trees and Vegetation Delivery Work Plan
UD DWP
Urban Design Delivery Work Plan
Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Table of Contents Document information .........................................................................................................................3 Revision History ..................................................................................................................................3 Glossary .............................................................................................................................................5 1
Introduction...................................................................................................................... 11 1.1
Purpose of the CEMP
14
1.2
CEMP structure and context
14
1.2.1
CEMP Overview
14
1.2.2
Sub-Plans to the CEMP
14
1.2.3
Sustainability
15
1.2.4
Mana Whenua
15
1.2.5
Consent Requirements
18
2
Project Description........................................................................................................... 30 2.1
CRL Enabling Works overview
30
2.2
Construction Methodology
30
2.2.1
Works Summary
30
2.2.2
Active Construction Zones
30
2.2.3
Utilities Relocation and Exposure
31
2.2.4
Albert Street Piling and Capping Beam Construction
38
2.2.5
Customs Street Intersection Piling and Road Deck Construction
41
2.2.6
Trench Excavation and Spoil Handling
42
2.2.7
Waterproofing and Tunnel Construction
45
2.2.8
Trench Backfilling and Pile Cap Demolition
46
2.3
Project Programme
48
2.4
Time Frames and Hours of Operation
50
2.4.1
50
2.5
3
Time Restrictions as a Result of Side Agreements
Site Layout and Management
51
2.5.1
Site Layout
51
2.5.2
Security, Safety and Public Viewing
55
2.5.3
Graffiti and Litter
55
2.5.4
Returning the Site to Public Use
55
Social and Environmental Management ........................................................................... 56 3.1
Construction Activities and associated environmental receivers
56
3.2
Environmental Risk Register
57
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3.2.1
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Review of the Register
57
3.3
Cumulative effects
58
3.4
Legislative and Other Requirements
58
3.4.1
National Legal Requirements and Regulations
58
3.4.2
Legislation, Standards and Guidelines relating to Environmental Aspects
58
3.4.3
Consents
60
4
Implementation and Operation ......................................................................................... 61 4.1
4.2
4.3
Environmental Roles and Responsibilities
61
4.1.1
Overview of Responsibility for this Plan
61
4.1.2
Specific Roles and Responsibilities
61
4.1.3
Contact Details
65
Environmental Training and Induction
67
4.2.1
Overview
67
4.2.2
Induction Training
67
4.2.3
Tool Box Talks
67
4.2.4
Pre-start Meetings
68
Operating Procedures
68
4.3.1
Network Utilities
68
4.3.2
Lighting
69
4.3.3
Building Condition Surveys
70
4.3.4
Traffic Management
70
4.3.5
Social Impact and Business Disruption
71
4.3.6
Construction Noise and Vibration
71
4.3.7
Historic Character
71
4.3.8
Contaminated Land
72
4.3.9
Air Quality
72
4.3.10 Erosion and Sediment Control
72
4.3.11 Groundwater Drawdown
72
4.3.12 Settlement
73
4.3.13 Industrial and Trade Activities
73
4.3.14 Trees and Vegetation
73
4.3.15 Bluestone Wall
73
4.3.16 Urban Design
74
4.3.17 Public Art
74
4.3.18 Hazardous Substances
74
4.3.19 Emergency and Incident Response
75 Page 8
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4.4
5
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
4.3.20 Incident Response
76
4.3.21 Recording and reporting of Incidents
76
4.3.22 Notification Procedure
77
Communication and Interface with Stakeholders
77
4.4.1
78
Public Safety
Monitor and Review ......................................................................................................... 79 5.1
Environmental Monitoring
79
5.1.1
79
Collaborative Working
5.2
Environmental and Sustainability Inspections
80
5.3
Environmental and Sustainability Auditing
80
5.4
Corrective and Preventive Action
80
5.5
Reporting
81
5.6
Document Control
81
5.7
CEMP Review
81
5.7.1
Management Review
81
5.7.2
Review Certification
82
Appendices Version Control .............................................................................................................. 84 Appendix A: Conditions ...................................................................................................................... A Appendix B: Site Layout Plans ........................................................................................................... B Appendix C: Transport, Access and Parking Delivery Work Plan ........................................................ C Appendix D: Social Impact and Business Disruption Delivery Work Plan ............................................ D Appendix E: Construction Noise and Vibration Delivery Work Plan ..................................................... E Appendix F: Historic Character Delivery Work Plan ............................................................................ F Appendix G: Contamination Delivery Work Plan / Contaminated Soils Management Plan ................... G Appendix H: Air Quality Delivery Work Plan / Air Quality Management Plan........................................ H Appendix I: Erosion and Sediment Control Plan (including Chemical Treatment Management Plan) .... I Appendix J: Groundwater and Settlement Monitoring and Contingency Plan ....................................... J Appendix K: Industrial and Trade Activity Environmental Management Plan ....................................... K Appendix L: Trees and Vegetation Delivery Work Plan ........................................................................L Appendix M: Utilities Relocation Method ............................................................................................M Appendix N: Network Utility Emergency Response Procedure ........................................................... N Appendix O: Communication and Consultation Plan ........................................................................... O Appendix P: ISCA Requirements........................................................................................................ P Appendix Q: Record of CLG and Independent Peer Review comments for CEMP .............................. Q Appendix R: Register of approved changes of the CEMP and Sub-plans ............................................ R Appendix S: Travel Management Plan ............................................................................................... S Page 9
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Appendix T: Emergency Spill Response Plan ..................................................................................... T Appendix U: Risk Register Service Relocation.................................................................................... U
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Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
1 INTRODUCTION The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden station. The proposed works include the construction of twin underground rail tunnels and two underground stations using cut and cover methods, and Tunnel Boring methods, up to 42 m below ground. The extent of the entire CRL project is shown in Figure 1. The works described in this Construction Environmental Management Plan (CEMP) constitute part of the enabling works for the CRL. The works (‘the Project’) involve 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 CRL Route
Figure 2 outlines the extent of works for the Project. This CEMP has been prepared by AECOM New Zealand Limited (AECOM) for Connectus, the construction contractor for the Project. The CEMP provides the overarching framework for the management of construction effects associated with the Project. Further sub-plans (which includes Delivery Work Plans (DWPs) and management plans), are included as appendices to the CEMP and detail specific environmental management controls for particular aspects of the Project.
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Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 1 CRL Route
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Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 2 Extent of Project works
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Connectus Project #: 2665 Client: Auckland Transport
1.1
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
PURPOSE OF THE CEMP
The objective of the CEMP and associated sub-plans is to so far as is reasonably practicable, avoid, remedy or mitigate any adverse effects (including cumulative effects) associated with Project construction. The CEMP outlines appropriate environmental management practices to be implemented during construction. The CEMP, sub-plans will be implemented throughout the entire construction period for the Project, and updated as necessary. Overall, implementation of this CEMP will ensure:
Appropriate management of adverse environmental effects associated with construction of the Project;
Compliance with designation and resource consent conditions;
Compliance with environmental legislation; and
Achievement of the Project’s environmental and sustainability objectives.
The CEMP and sub-plans will be reviewed at least annually or as a result of a material change to the Project, or to address unforeseen adverse effects arising from construction or unresolved complaints. The CEMP and sub-plans have been prepared in consultation with the Community Liaison Group (CLG) for the Project. Additionally, the CEMP and DWPs have also undergone independent peer review prior to submission to Auckland Council (AC). Comments received from the CLG and independent peer review process have been incorporated in the CEMP and sub-plans, with an explanation being provided where any comments have not been incorporated. A record of consultation outcomes (CLG and independent peer review) for this CEMP is provided in Appendix Q; a record of specific consultation outcomes is included in each relevant sub plan.
1.2 1.2.1
CEMP STRUCTURE AND CONTEXT CEMP Overview
The CEMP is an overarching document and provides the framework for managing environmental effects during construction of the Project. The principles and general approach to managing the environmental effects are set out in the CEMP. The CEMP identifies the proposed construction methodology for each component of the works (refer section 2.2) and presents a framework of principles, environmental policy, objectives and performance standards as well as processes for implementing good environmental management. Where specific requirements and objectives are not addressed by the sub-plans, the CEMP includes measures to give effect to these. 1.2.2
Sub-Plans to the CEMP
The management of specific environmental effects during construction (e.g. air quality, noise, vibration) is addressed within a suite of DWPs and management plans that form the appendices to this CEMP. The requirements for DWPs and management plans are set out in the designation and resource consent conditions for the CRL enabling works, and Figure 3 identifies the DWPs and management plans applicable to the Project. Where the designation and resource consent conditions require the preparation of both a DWP and a management plan to address the same subject matter (e.g. air quality), then a single plan has been prepared (refer Figure 3).
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Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
The DWPs and management plans describe the specific environmental management, monitoring and mitigation measures to be implemented during construction. The following DWPs are required under the CRL designation conditions:
Transport, Access and Parking DWP Construction Noise and Vibration DWP Historic Character DWP Trees and Vegetation DWP Contamination DWP Air Quality DWP Social Impact and Business Disruption DWP Urban Design DWP – not included within CEMP. This will be addressed at a later stage of the overall CRL Project. Public Art DWP – not included within CEMP as project works do not affect any public art identified under the consents. Bluestone Wall Management Plan – not included within CEMP. Discussed in Section 4.3.15
The following Management Plans are required under the resource consents for the CRL enabling works:
Contaminated Soils Management Plan (discharge permit R/REG/2014/5435) Air Quality Management Plan (discharge permit R/REG/2014/5437) Erosion and Sediment Control Plan, including a Chemical Treatment Management Plan (land use consent R/LUC/2014/5430) Groundwater and Settlement Monitoring and Contingency Plan (water permit R/REG/2014/5432) Industrial and Trade Activities Environmental Management Plan (discharge permit R/REG/2014/5436).
A combined DWP and management plan has been prepared for contaminated soils and for air quality. 1.2.3
Sustainability
AT is seeking an Infrastructure Sustainability Council of Australia (ISCA) Infrastructure Sustainability (IS) rating for the Project. Full details are included in the Project’s Sustainability Management Plan. Project sustainability requirements that relate directly to this CEMP are included in Appendix P. 1.2.4
Mana Whenua
We are all descended from Ranginui, our Father Sky and Papatuanuku, our Mother Earth. Ngā mana whenua o Tāmaki Makaurau have a special relationship with Ranginui, Papatuanuku, and their resources. Acting as kaitiaki, they endeavour to protect their whānau, hapū and Iwi and encourage all people to act as protectors of the earth. Kaitiakitanga includes:
protecting, restoring, enhancing the mauri (life supporting capacity) of resources; fulfilling spiritual, emotional and inherited responsibilities to the environment; maintaining mana over resources; and ensuring the welfare of the people those resources support.
In Tamaki Makaurau it is mana whenua who are Kaitiaki.
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
The aspiration of the CRL project to be exemplary in the practice of sustainability – encompassing the four well-beings (environmental, cultural, social and economic) – aligns and supports kaitiakitanga. In meeting their sustainability commitments CRL staff, contractors and others involved in the project are also supporting kaitiakitanga and mana whenua as kaitiaki. Furthermore, they are also improving the state of the environment that we pass on for future generations. The CRL sustainability framework is informed by tikanga tiaki and mātauranga. A CRL mana whenua forum has been established for the purposes of undertaking kaitiakitanga responsibilities associated with the project. The forum comprises those mana whenua groups who expressed an interest in being involved in the CRL project and its related activities. Eight mana whenua self-identified their interest in CRL and are currently part of the forum:
Ngāti Maru
Ngāti Paoa
Ngāi Tai Ki Tāmaki
Ngāti Te Ata Waiohua
Ngāti Whātua o Ōrākei
Te Akitai Waiohua
Te Kawerau a Maki
Ngāti Tamaoho
AT continues to work collaboratively with the mana whenua forum on all aspects of the CRL project. With the commencement of construction for the CRL enabling works, the forum’s role will include cultural induction for contractors, assistance with discovery procedures, monitoring, and ongoing provision of mātauranga Māori input.
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 3 Project plans required by designation and resource consent conditions for CRL
Construction Environmental Management Plan
Communication and Consultation Plan (Connectus)
Social Impact and Business Disruption DWP
Historic Character DWP
Trees and Vegetation DWP
Travel Management Plan
Public Art DWP (not included as part of Project)
Urban Design DWP (not included as part of Project)
Bluestone Wall Mangement Plan (not included as part of Project)
Transport, Access and Parking DWP
Construction Noise and Vibration DWP
Groundwater and Settlement Monitoring and Contingency Plan
Contamination DWP / Contaminated Soils Management Plan
Air Quality DWP / Air Quality Management Plan
Erosion and Sediment Control Management Plan
Industrial and Trade Activity Environmental Management Plan
Chemical Treatment Management Plan
Spill Response Plan
Site Specific Construction Noise and Vibration DWP
Sustainability Management Plan
Health and Safety Management Plan
Waste Management Plan
Emergency Response Plan
Project Training Plan
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Required by Designation Conditions
Required by Resource Consents
Required by both Designation Conditions and Resource Consent Conditions
Other Project Plans
Connectus Project #: 2665 Client: Auckland Transport
1.2.5
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Consent Requirements
These Project works relate to the designation granted under Notice of Requirement (NoR) 1 and all regional resource consents (R/LUC/2014/5428, R/REG/2014/5430, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437) granted for the construction of CRL infrastructure for the Britomart to Wyndham section. This CEMP and its sub-plans are consistent with and complement the Assessment of Environmental Effects (AEE) and associated draft management plans which formed part of the Notices of Requirement and resource consent applications for the Project. All works will be carried out in accordance with the CEMP and the sub-plans required by the designation and resource consent conditions. The designation and resource consent conditions for the Project are provided in Appendix A. Table 1 identifies the relevant conditions that specify what is to be included in the CEMP, and in turn which sections of the CEMP address these conditions.
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Table 1 Designation (NOR 1) and Resource Consent Conditions (R/LUC/2014/5428, R/REG/2014/5430, R/REG/2014/5432, R/REG/2014/5434, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437) relating to CEMP and the relevant sections of this document Condition Number
13.1
13.2
Condition
Designation Conditions (NOR 1) The Requiring Authority, its contractor team, and the Auckland Council Consent Monitoring officer(s) shall establish and implement a collaborative working process for dealing with day to day construction processes, including monitoring compliance with the designation conditions and with the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and any material changes to these plans associated with construction of the City Rail Link. This collaborative working process shall: (a) Operate for the duration of the construction works and for 6 months following completion of construction works where monitoring of designation conditions is still required, unless a different timeframe is mutually agreed between the Requiring Authority and the Auckland Council; (b) Have a “key contact” person representing the Requiring Authority and a “key contact” person representing the contractor team to work with the Auckland Council Consent Monitoring officer(s); (c) The “key contacts” shall be identified in the CEMP and shall meet at least monthly unless a different timeframe is agreed with the Auckland Council Consent Monitoring officer(s). The purpose of the meeting is to report on compliance with the designation conditions and with the CEMP, DWPs and material changes to these plans and on any matters of non-compliance and how they have been addressed; (d) Once construction has commenced, the Requiring Authority and / or the contractor shall provide an update to the Community Liaison Groups (Condition 7 of this designation) at least once every 3 months, or if in accordance with Condition 7 these groups meet more regularly, at least once every two months. The purpose and function of the collaborative working process is to: (a) Assist as necessary the Auckland Council Consent Monitoring officer(s) to confirm that:
13.3
(i) The works authorised under these designations are being carried out in compliance with the designation conditions, the CEMP, DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and any material changes to these plans; (ii) The Requiring Authority and its contractor are undertaking all monitoring and the recording of monitoring results in compliance with the requirements of the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and any material changes to these plans; (b) Subsequent to a confirmed Outline Plan, provide a mechanism through which any changes to the design, CEMP or DWPs, which are not material changes requiring approval under Condition 10 triggering the requirement for a new Outline Plan, can be required, reviewed and confirmed; (c) Advise where changes to construction works following a confirmed Outline Plan require a new CEMP or DWP (including SSCNVMPs, SSCNMPs and SSCVMPs); (d) Review and identify any concerns or complaints received from, or related to, the construction works monthly (unless a different timeframe is mutually agreed with the Auckland Council Consent Monitoring officer) and adequacy of the measures adopted to respond to these.
Relevant Section of CEMP
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
5.1.1
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Condition Number
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Condition
Relevant Section of CEMP
Upon receiving a concern or complaint during construction, the Requiring Authority shall instigate a process to address concerns or complaints received about adverse effects. This shall:
17.1
(a) Identify of the nature of the concern or complaint, and the location, date and time of the alleged event(s);
4.4, Appendix O
(b) Acknowledge receipt of the concern or complaint within 24 hours of receipt;
4.4, Appendix O
(c) Respond to the concern or complaint in accordance with the relevant management plan , which may include monitoring of the activity by a suitably qualified expert, implementation of mitigation measures, and, in the case of noise and / or vibration, preparation of a site specific noise and / or vibration management plan (in accordance with Conditions
4.4, Appendix O
A record of all concerns and / or complaints received shall be kept by the Requiring Authority. This record shall include:
4.4, Appendix O
(a) The name and address of the person(s) who raised the concern or complaint (unless they elect not to provide this) and details of the concern or complaint; (b) Where practicable, weather conditions at the time of the concern or complaint, including wind direction and cloud cover if the complaint relates to noise or air quality; 17.2
17.3
17.4
19.1
19.2
19.3
4.4, Appendix O 4.4,Appendix O
(c) Known City Rail Link construction activities at the time and in the vicinity of the concern or complaint;
4.4, Appendix O
(d) Any other activities in the area unrelated to the City Rail Link construction that may have contributed to the concern or complaint such as non-City Rail Link construction, fires, traffic accidents or unusually dusty conditions generally;
4.4, Appendix O
(e) Remedial actions undertaken (if any) and the outcome of these, including monitoring of the activity.
4.4, Appendix O
This record shall be maintained on site, be available for inspection upon request, and shall be provided every two months (or as otherwise agreed) to the Auckland Council Consent Monitoring officer, and to the “key contacts� (see Condition 13). Where a complaint remains unresolved or a dispute arises, the Auckland Council Compliance Monitoring Officer will be provided with all records of the complaint and how it has been dealt with and addressed and whether the Requiring Authority considers that any other steps to resolve the complaint are required. Upon receiving records of the complaint the Auckland Council Compliance Monitoring Officer must determine whether a review of the CEMP and/or DWPs is required under Condition 22 to address this complaint. The Auckland Council Compliance Monitoring Officer shall advise the Requiring Authority of its recommendation within 10 working days of receiving the records of complaint. The objective of the CEMP and DWPs is to so far as is reasonably practicable, avoid, remedy or mitigate any adverse effects (including cumulative effects) associated with the City Rail Link construction. All works must be carried out in accordance with the CEMP, the DWPs required by these conditions and in accordance with any changes to plans made under Condition 23. The CEMP and DWPs shall be prepared, complied with and monitored by the Requiring Authority throughout the duration of construction of the City Rail Link.
4.4,Appendix O
4.4, Appendix O
1.1
1.2.5
1.1
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Condition Number
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Condition
Relevant Section of CEMP
19.4
The DWPs shall give effect to the specific requirements and objectives set out in these designation conditions.
4.3
19.5
The CEMP shall include measures to give effect to any specific requirements and objectives set out in these designation conditions that are not addressed by the DWPs.
1.2.1
In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following:
20.1
20.2
21.1
(b) Notice boards that clearly identify the Requiring Authority and the Project name, together with the name, telephone number and email address of the Site or Project Manager and the Communication and Consultation Manager;
Appendix O
(c) Training requirements for employees, sub-contractors and visitors on construction procedures, environment management and monitoring;
4.2.2
(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; and
4.3.3
(e) Where a complaint is received, the complaint must be recorded and responded to as provided for in Conditions 13, 15 and 17. The CEMP shall include details of: (a) The site or Project Manager and the Communication and Consultation Manager (who will implement and monitor the Communication and Consultation Plan), including their contact details (phone, email and physical address); (b) The Document management system for administering the CEMP, including review and Requiring Authority / Constructor / Auckland Council requirements; (c) Environmental incident and emergency management procedures; (d) Environmental complaint's management procedures (see also Condition 17); (e) An outline of the construction programme of the work, including construction hours of operation, indicating linkages to the DWPs which address the management of adverse effects during construction; (f) Specific details on demolition to be undertaken during the construction period; (g) Means of ensuring the safety of the general public; and (h) Methods to assess and monitor potential cumulative adverse effects. 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; (c) Methods for earthworks management (including depth and extent of earthworks and temporary, permanent stabilisation measures and monitoring of ground movement) for earthworks adjacent to buildings and structures;
Appendix O
4.1.3
5.7.2 4.3.19 4.4, Appendix O 2.2, 2.3, 2.4 n/a – no demolition proposed to take place 4.4.1 3.3
2.5 and TAP DWP Appendix F 4.3.10, Appendix I 4.3.12, Appendix J
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Condition Number
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Condition
(d) Measures to adopt to keep the construction area in a tidy condition in terms of disposal / storage of rubbish and storage unloading of construction materials (including equipment). All storage of materials and equipment associated with the construction works shall take place within the boundaries of the designation;
2.5
(e) Measures to ensure all temporary boundary / security fences associated with the construction of the City Rail Link are maintained in good order with any graffiti removed as soon as possible;
2.5
(g) The location and specification of any temporary acoustic fences and visual barriers, and where practicable, opportunities for mana whenua (see Condition 8) and community art or other decorative measures along with viewing screens to be incorporated into these without compromising the purpose for which these are erected; (h) How the construction areas are to be fenced and kept secure from the public and, where practicable and without compromising their purpose how opportunities for public viewing, including provision of viewing screens and display of information about the project and opportunities for mana whenua and community art or other decorative measures can be incorporated to enhance public amenity and connection to the project; (i) The location of any temporary buildings (including workers offices and portaloos) and vehicle parking (which should be located within the construction area and not on adjacent streets); (j) Methods to control the intensity, location and direction of artificial construction lighting to avoid light spill and glare onto sites adjacent construction areas; (k) Methods to ensure the prevention and mitigation of adverse effects associated with the storage, use, disposal, or transportation of hazardous substances; (l) That onsite stockpiling of spoil or fill at Downtown and Lower Albert Street construction yards be minimised where practicable; (m) That site offices and less noisy construction activities be located at the edge of the construction yards where practicable; and (n) Methods for management of vacant areas once construction is completed in accordance with the Urban Design DWP.
21.2
22.1
Relevant Section of CEMP
Subject to any alternative arrangement with the landowner of the Downtown Shopping Centre, the Downtown construction yard, including QEII Square, Downtown Shopping Centre and Lower Albert Street, shall be progressively released from occupation for construction purposes where the area or any part of the area is no longer required for construction. The CEMP and DWPs shall be reviewed at least annually or as a result of a material change to the City Rail Link project or to address unforeseen adverse effects arising from construction or unresolved complaints. Such a review may be initiated by either Auckland Council or the Requiring Authority. The review shall take into consideration: (a) Compliance with designation conditions, the CEMP, DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and material changes to these plans; (b) Any changes to construction methods; (c) Key changes to roles and responsibilities within the City Rail Link project; (d) Changes in industry best practice standards;
Appendix E, 2.5.3
2.5
2.5
4.3.2
4.3.18 4.3.10, Appendix I 4.3.6, 2.5.1, Appendix E n/a
2.5
5.7
5.7 5.7 5.7 5.7 Page 22
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Condition Number
22.2 23.1 23.2 23.3
23.4
23.5
23.6
24.1
24.2
24.3
24.4
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Condition
(e) Changes in legal or other requirements; (f) Results of monitoring and reporting procedures associated with the management of adverse effects during construction; (g) Any comments or recommendations received from Auckland Council regarding the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs); and (h) Any unresolved complaints and any response to the complaints and remedial action taken to address the complaint as required under Condition 17. A summary of the review process shall be kept by the Requiring Authority, provided annually to the Auckland Council, and made available to the Auckland Council upon request. Following the CEMP and DWPs review process described in Condition 22, the CEMP may require updating. Any material change to the CEMP and DWP must be consistent with the purpose and objective of the relevant condition. Affected parties will be notified of the review and any material change proposed to the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs). The CEMP and DWPs must clearly document the comments and inputs received by the Requiring Authority from affected parties about the material change, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. Any material change proposed to the CEMP and DWPs shall be subject to an independent peer review as required by Condition 11. Following that review any material change proposed to the CEMP and DWPs relating to an adverse effect shall be submitted for approval to Auckland Council Compliance and Monitoring Officer, at least 10 working days prior to the proposed changes taking effect. If any changes are not agreed, the relevant provisions of the RMA relating to approval of outline plans shall apply. To manage the adverse effects on Network Utilities Operations during the construction of the City Rail Link, the following shall be included in the CEMP. The purpose of this section of the CEMP shall be to ensure that the enabling works and construction of the City Rail Link adequately take account of, and include measures to address the safety, integrity, protection or, where necessary, relocation of existing network utilities that traverse, or are in close proximity to, the designation during the construction of the City Rail Link. For the avoidance of doubt and for the purposes of this condition an “existing Network Utility� includes infrastructure operated by a Network Utility Operator which was: (a) In place at the time the notice of requirement for the City Rail Link was served on Auckland Council (23 August 2012); or (b) Undertaken in accordance with condition 6 of this designation or the section 176(1)(b) RMA process.
Relevant Section of CEMP 5.7 5.7 5.7
5.7
5.7 5.7 5.7 5.7
5.7
5.7
5.7
2.2.3 and Appendix M
The CEMP shall be prepared in consultation with Network Utility Operators who have existing Network Utilities that traverse, or are in close proximity to, the designation and shall be adhered to and implemented during the construction of the City Rail Link. The CEMP shall include as a minimum:
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Condition Number
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Condition
Relevant Section of CEMP
(a) Cross references to the Communication and Consultation Plan for the methods that will be used to liaise with all Network Utility Operators who have existing network utilities that traverse, or are in close proximity to, the designation; (b) Measures to be used to accurately identify the location of existing Network Utilities, and the measures for the protection, support, relocation and/or reinstatement of existing Network Utilities; (c) Methods to be used to ensure that all construction personnel, including contractors, are aware of the presence and location of the various existing Network Utilities (and their priority designations) which traverse, or are in close proximity to, the designation, and the restrictions in place in relation to those existing Network Utilities. This shall include: (i) Measures to provide for the safe operation of plant and equipment, and the safety of workers, in proximity to existing Network Utilities; (ii) Plans identifying the locations of the existing Network Utilities (and their designations) and appropriate physical indicators on the ground showing specific surveyed locations; (d) Measures to be used to ensure the continued operation of Network Utility Operations and the security of supply of the utilities by Network Utility Operators at all times; (e) Measures to be used to enable Network Utility Operators to access existing Network Utilities for maintenance at all reasonable times on an ongoing basis during construction, and to access existing Network Utilities for emergency and urgent repair works at all times during the construction of the City Rail Link (f) Contingency management plans for reasonably foreseeable circumstances in respect of the relocation and rebuild of existing Network Utilities during the construction of the City Rail Link; (g) A risk analysis for the relocation and rebuild of existing Network Utilities during the construction of the City Rail Link; (h) Earthworks management (including depth and extent of earthworks and temporary and permanent stabilisation measures), for earthworks in close proximity to existing Network Utilities;
4.3.1
(i) Vibration management and monitoring for works in close proximity to existing Network Utilities;
4.3.6, Appendix E (including Site Specific CNVMPs) 4.3.1.2 , Appendix N
(j) Emergency management procedures in the event of any emergency involving existing Network Utilities; (k) The process for providing as-built drawings showing the relationship of the relocated Network Utilities to the City Rail Link to Network Utility Operators and the timing for providing these drawings; (l) Measures to ensure that network utilities are not interrupted to the Mt Eden Corrections Facility as a result of City Rail Link works. The requiring authority shall advise the Department of Corrections and the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road, of any works on network utilities in the vicinity of the Mt Eden Corrections Facility which may impact on utility service provision to the Mt Eden Corrections Facility at least 14 days prior to those works occurring to allow the Department of Corrections (and the entity contracted to administer and run the facility at 1 Lauder Road) to arrange suitable contingencies. Communication and consultation with the Department of Corrections, and the entity contracted to administer and run the facility at 1 Lauder
2.2.3,Appendix M
4.2.2
2.2.3, Appendix M
4.3.1
4.3.1
4.3.1.2
4.3.1.2 2.2.6, 4.3.10, Appendix I
4.3.1.1
n/a
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Condition Number
24.5
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Condition
Road, shall be recorded in accordance with condition 15) of this designation. The Requiring Authority shall be responsible for ensuring that construction works do not interrupt network utilities to the Mt Eden Corrections Facility, unless by prior arrangement with Department of Corrections and the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road. (m) A summary of the consultation (including any methods or measures in dispute and the Requiring Authorities response to them) undertaken between the Requiring Authority and any Network Utility Operators during the preparation of the CEMP. If the Requiring Authority and a Network Utility Operator cannot agree on the methods proposed under the CEMP to manage the construction effects on the Operator’s network utility operation, unless otherwise agreed, each party will appoint a suitably qualified and independent expert, who shall jointly appoint a third such expert to advise the parties and make a recommendation. That recommendation will be provided by the Requiring Authority as part of the CEMP along with reasons if the recommendation is not accepted.
Relevant Section of CEMP
4.3.1
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Condition Number
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Condition
Relevant Section of CEMP
Resource Consent Conditions (R/LUC/2014/5428, R/REG/2014/5430, R/REG/2014/5432, R/REG/2014/5434, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437) Prior to the commencement of construction authorised by these consents, the Consent Holder shall prepare a Construction Environmental Management Plan (CEMP) including all certified Management Plans which form part of these conditions to ensure compliance with the resource consents. The CEMP shall include details of: a. Final project details and staging of works to illustrate that the works 2.3, 4 remain within the limits and standards approved under these consents and that the construction activities avoid, remedy or mitigate adverse effects on the environment. b. The site or Project Manager and the Communication and 4.1.3 Consultation Manager, including their contact details (phone, email and physical address); c. the “key contacts” referred to in Condition 29; 4.1.3 d. communication and consultation procedures for ensuring that 4.4, Appendix O residents, road users and businesses in the immediate vicinity of construction areas are given prior notice of the commencement of construction and are informed about the expected duration and effects of the work. In particular the procedures shall provide for the following in relation to residents, road users and businesses potentially affected by the construction works: i) consultation prior to the commencement of construction; 4.4, Appendix O Appendix O, ii) notice periods for changes to pedestrian and vehicle access; Appendix C iii) regular updates on construction progress; 4.4, Appendix O iv) key dates for major milestones such as road closure and re4.4, Appendix O opening; and 33 v) communication on any other matters potentially affecting residents 4.4, Appendix O or business operations in the vicinity of the works. e. notice boards that clearly identify the Consent Holder and the Appendix O Project name, together with the name, telephone number and email address of the Site or Project Manager and the Communication and Consultation Manager;. f. general site layout and management; 2.5 g. an outline of the Project’s construction programme, including 2.3, 2.4 construction hours of operation; h. means of ensuring the safety of the general public; 4.4.1 i. certified management plans which form part of these conditions, being: i) Erosion and Sediment Control Plan; Appendix I ii) Chemical Treatment Management Plan; Appendix I Appendix H iii) Air Quality Management Plan; iv) Groundwater and Settlement Monitoring and Contingency Plan;
Appendix J
v) Contaminated Soils Management Plan; and
Appendix G
vi) Industrial and Trade Activity Environmental Management Plan.
Appendix K
j. Water Discharge Quality Monitoring Programme; and
Appendix I
k. identification of the suitably independent, qualified Chartered Professional Engineer, or member of the Royal Institution of Chartered Surveyors, who will be undertaking the condition surveys required by the conditions of consent
4.1.3
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Condition Number
34
35
37
38
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Relevant Section of CEMP
Condition The CEMP shall be provided to the Council (Team Leader Central Monitoring) for certification at least 20 working days prior to the commencement of construction. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination, in writing, as to whether the CEMP can be certified as per the requirements of the consent conditions within 10 working days of receipt of the CEMP. Construction shall not commence until written certification is obtained from Council (Team Leader Central Monitoring). Advice note: The Consent Holder may provide CEMPs in a staged manner to Council (Team Leader Central Monitoring) for certification. The CEMP required by Condition 33 shall be implemented and maintained throughout the entire construction period for the Project, or relevant Project stage, to manage potential adverse effects arising from the construction and shall be updated as necessary (or as required by Conditions 37 and 38). Any change to the CEMP shall be submitted to the Council (Team Leader Central Monitoring) for certification and no activity reliant upon a change to the CEMP can be undertaken until the change has been certified. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the proposed change can be certified, in writing, within 10 working days of submission of the change. The Consent Holder shall review the CEMP and other management plans at least annually or as a result of a material change to the Project; or to address unforeseen adverse effects arising from construction or unresolved complaints. Such a review may be initiated by either the Council (Team Leader Central Monitoring) or the Consent Holder and shall take into consideration: a. Compliance with resource consent conditions, the CEMP, other management plans and material changes to these plans;
1
5.7
5.7
b. Any changes to construction methods;
5.7
c. Key changes to roles and responsibilities relating to the Project; d. Changes in industry best practice standards; e. Changes in legal or other requirements; f. Results of monitoring and reporting procedures associated with the management of adverse effects during construction; g. Any comments or recommendations received from Council (Team Leader Central Monitoring) or as a result of the CCP process regarding the CEMP and other management plans; and h. Any complaints and any response to complaints and remedial action taken to address the complaint as required under Conditions 39 to 42. A summary of the review process shall be kept by the Consent Holder, provided annually to the Council (Team Leader Central Monitoring), and made available to the Council (Team Leader Central Monitoring) upon request
5.7 5.7 5.7 5.7 5.7
5.7 5.7
Upon receiving a concern or complaint during construction, the Consent Holder shall instigate a process to address concerns or complaints received about adverse effects. This shall:
39
a. Identify of the nature of the concern or complaint, and the location, date and time of the alleged event(s); b. Acknowledge receipt of the concern or complaint within 24 hours of receipt; and c. Respond to the concern or complaint in accordance with the relevant management plan, which may include (for example) monitoring of the activity by a suitably qualified expert, and implementation of mitigation measures.
4.4, Appendix O 4.4, Appendix O 4.4, Appendix O
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Condition Number
40
41
42
44
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Condition A record of all concerns and / or complaints received shall be kept by the Consent Holder. This record shall include: a. The name and address of the person(s) who raised the concern or complaint (unless they elect not to provide this) and details of the concern or complaint; b. Where practicable and relevant, weather conditions at the time of the concern or complaint, including wind direction and cloud cover if the complaint relates to air quality; c. The relevant known construction activities being undertaken at the time and in the vicinity of the concern or complaint; d. Any other activities in the area unrelated to the Project that may have contributed to the concern or complaint such as non-related construction, fires, traffic accidents or unusually dusty conditions generally; and e. Remedial actions undertaken (if any) and the outcome of these, including monitoring of the activity. This record shall be maintained on site, be available for inspection upon request, and shall be provided every two months (or as otherwise agreed) to the Council (Team Leader Central Monitoring). Where a complaint remains unresolved or a dispute arises, the Council (Team Leader Central Monitoring) will be provided with a copy of all records of the complaint and advice as to how it has been dealt with and addressed; and whether the Consent Holder considers that any other steps to resolve the complaint are required. Upon receiving records of the complaint the Council (Team Leader Central Monitoring) may determine whether a review of the CEMP and/or management plans is required under Condition 37 to address the complaint. The Council (Team Leader Central Monitoring) will be asked to advise the Consent Holder of its recommendation within 10 working days of receiving the records of complaint. 44.1 The functions of the Heritage Advisory Group are to review the assessment of the alternatives and option selected by the Requiring Authority to manage the adverse effects on the heritage values of the Bluestone wall and the Martha’s Corner building. 44.2 In relation to Bluestone Wall, the Heritage Advisory Group will: (a) Certify that the method selected by the Requiring Authority under Condition 45 will have the least impact on the heritage value of the Bluestone wall compared to other reasonably practicable methods; or (b) Prepare a report as to why the method selected by the Requiring Authority under Condition 45 will not have the least impact on the heritage value of the Bluestone wall and set out details as to an alternative recommended reasonably practicable method. 44.3 In relation to Martha’s Corner, the Heritage Advisory Group will: (a) Certify that the heritage outcomes for Martha’s Corner adhere to the intent of Condition 41; or (b) Prepare a report as to why the method selected by the Requiring Authority will not adhere to the intent of Condition 41 and set out details as to the recommended reasonably practicable method. 44.4 The Requiring Authority must provide Auckland Council with the Heritage Advisory Group’s certification or report, and if applicable the reasons the Requiring Authority has not selected the method recommended by the Heritage Advisory Group.
Relevant Section of CEMP
4.4, Appendix O
4.4, Appendix O
4.4, Appendix O 4.4, Appendix O
4.4, Appendix O 4.4, Appendix O
4.4, Appendix O
4.3.15
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Condition Number
45
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Condition 45.1 A Bluestone Wall Management Plan shall be prepared to manage the adverse effects on the heritage values of the Bluestone wall during the construction of the City Rail Link. 45.2 The objective of this Plan is to minimise adverse effects on the heritage values of the Bluestone wall during the construction of the City Rail Link by adopting the best practicable option. 45.3 To achieve the above objective, the following shall be included in the Bluestone Wall Management Plan: (a) Identification of the key heritage values of the wall; (b) Assessment of the alternative construction methods to ensure that construction of the City Rail Link has the least impact on the heritage value of the Bluestone wall, within the practical constraints of constructing the project; and (c) The option selected by the Requiring Authority. 45.4 The Bluestone Management Plan shall be prepared in consultation with the NZHPT and the Heritage Advisory Group (set out in Condition 43).
Relevant Section of CEMP 4.3.15
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2 PROJECT DESCRIPTION The CRL enabling works forms a separate works package to the main CRL project and will be undertaken prior to the main CRL construction works commencing. This section presents a summary of the Project enabling works covered by this CEMP. Site Layout plans are included in Appendix B of this CEMP.
2.1
CRL ENABLING WORKS OVERVIEW
The enabling works involve the construction of twin rail tunnels using a staged cut and cover method, within the Albert Street road corridor from Customs Street West to Wyndham Street. A trench will be excavated along the tunnel alignment, in which reinforced concrete tunnels (340m in length) will be installed, before the trench is backfilled and the road reinstated. A bridge deck will be constructed at the Customs Street/Albert Street intersection to allow traffic to continue across the intersection in an east-west direction, and to travel into and out of Albert Street while the tunnels are constructed underneath. The first step of the tunnel construction involves the installation of a reinforced concrete pile wall along both sides of Albert Street. For this to occur, network utilities need to be relocated along Albert Street. A vehicle access lane and adjoining footpath will be maintained for the majority of the time along the eastern and western sides of Albert Street i.e. adjoining each side of the trench. Traffic barriers will be installed along both sides of the trench. With vehicle and pedestrian access established along each side of the tunnel trench, the trench will then be excavated to a maximum depth of up to 20m below original surface level. As excavation proceeds, large steel beams and bracing members will be installed to strengthen the pile wall. After excavation, base foundation and construction commences within the trench, followed by the construction of the tunnel walls and roof. Backfilling then commences above the tunnel roof, and the trench is gradually filled back up to surface level. Finally, the traffic barriers and temporary deck structure along Albert Street are demolished, and surface works commence that ensure the utilities are put back in the correct locations and the road surface is re-built.
2.2
CONSTRUCTION METHODOLOGY
2.2.1
Works Summary
Generally, the Project works will consist of: 1.
Utilities relocation and exposure
2.
Piling and capping beam and deck construction within Albert Street
3.
Piling and road deck construction within the Customs Street Intersection
4.
Trench Excavation, including using shotcrete and Rock Dowelling
5.
Construction and waterproofing of the rail tunnels
6.
Backfilling of the trench, including Pile Cap Demolition and construction of the new road pavement
2.2.2
Active Construction Zones
The Project works are comprised of Active Construction Zones (ACZ) D and E, which were identified during the consenting process for the CRL enabling works. These zones are described in Table 2 and Page 30
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have been used to delineate the proposed construction methodology for different areas of work. ACZ D is the area where the Customs Street intersection piling and road deck construction is located, and ACZ E is the length of Albert street where the piling and tunnel construction is located (Figure 4). Table 2 Active Construction Zones Active Construction Zone*
Location
Tunnel Length
Depth Below Ground
Earthworks Volume (cut)
D
Customs Street West
30m
12.0m
5,000m
E
Albert Street
330m
17.5m
80,000m
Total
3
3
Earthworks Volume (fill) 3
3,000m
3
45,000m
Earthworks Areas (exposed) 2
800m
Construction Method Cut and cover
2
6,000m
Cut and cover
85,000m3
Figure 4 Location of ACZs D and E
2.2.3
Utilities Relocation and Exposure
The location of utility service cables/pipes/ducts (gas, electricity, phone, potable water, wastewater, stormwater) (herein collectively referred to as utilities) within the Project footprint have been identified through site inspections, potholing and liaison with Network Utility Operators, including Vector Electricity, Vector Gas, Vector Communications, Chorus, Auckland Council and Vodafone. It is not feasible to completely avoid all utilities, although wherever possible piling locations and other construction activities have been selected to avoid conflict with utilities. This CEMP covers only those utility works within the designation footprint and separate provision has been made for utility works required outside of the designation footprint1. Utility relocation works required for Project construction includes works both inside and outside of the main trench alignment. All works outside of the main trench will be completed prior to excavation works, while the works within the main trench will be completed during main trench excavation or as the main trench is being backfilled on completion of tunnel construction. The following sections outline the utilities relocation in relation to works inside and outside the trench alignment. Appendix M provides further detail of the methodology for the relocation of utilities at each phase and the timing of the works.
1
These works will be covered by a separate package of consents and associated DWPs and Management Plans. Page 31
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2.2.3.1
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Utilities Works inside Main Trench Alignment
Utility relocation inside the main trench alignment consists of supporting existing utilities, abandoning confirmed redundant utilities (where this has been validated by the Network Utility Operator), 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. 2.2.3.2
Utilities Works outside Trench Alignment
The utility relocation works required as part of the Project outside the trench alignment are predominately stormwater relocations. Surface works, combined trench utilities, and electrical and water upgrades are also required. Figure 5 shows the location of the stormwater works outside the trench alignment, whilst Figure 6 shows the Vector and Water upgrades. Table 3 provides a brief description of the relocation of specific utilities identified in Figure 5 and Figure 6. Utility works as part of this CEMP only include those within the designation boundary. Appendix M provides further detail for utility relocations, including methodology, duration of works, and location.
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Figure 5 Stormwater Works outside Trench Alignment
Figure 6 Vector, Watermain and Chorus Works outside Trench Alignment
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Table 3 Utility Relocation outside of Trench Alignment due to Project works2 Work Section
Reason for relocation / upgrade
Customs St Intersection Stormwater Works (refer Figure 5)
The installation of a section of the new permanent stormwater system at the Custom Street / Albert Street intersection.
Swanson St West Stormwater Works (refer Figure 5)
Scope
Duration for each Works section
Installation of three permanent manholes.
Connection to existing Albert St stormwater semi-elliptical main and connection to existing stormwater system at new SWMH 1/3.
These works are required to be completed early to provide a connection to the existing stormwater network for the northern section of the temporary and permanent stormwater networks.
Installation of est.40m of 600mm permanent concrete pipe via trenchless construction.
Installation of est. 10m of 525mm permanent polypropylene pipe via trenching.
Provide permanent connection between the existing stormwater system outside the pile wall and the new temporary and permanent system to be installed inside the pile wall in the future.
Connect to existing SWMH 7/1 via deep (3m) open excavation.
Install approximately 12m of deep (3m) permanent 375mm pipe from SWMH 7/1 to within pile wall alignment.
Demolition of existing utilities pit.
Installation of 1.5m internal base manhole via open excavation.
Core connection between SWMH 3/1 and Swanson St shaft.
Install dropper.
Installation of approx. 2m of permanent 600mm reinforced concrete pipe via open excavation from SWMH 3/1 past the pile line.
50 days
12 Days
The reason for conducting these works prior to tunnel box excavation works is to minimise the effect on the excavation for the tunnel box which is on the critical path. Swanson St East Early Stormwater Works (refer Figure 5)
Required to provide the permanent stormwater connection between the newly installed Swanson Street shaft and the new temporary and permanent system to be installed inside the pile wall in the future. It is necessary to undertake these works early in order to minimise the effect on the excavation for the ‘tunnel box’ and also to maintain a minimum single lane of traffic in each direction prior to piling starting.
2
Although these works are outside the main trench alignment they remain within the designation boundary Page 34
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Work Section
Reason for relocation / upgrade
Scope
Swanson St East Stormwater Works ANZ Connection (refer Figure 5)
Required for future ANZ Tower connection and conducted as part of Swanson Street East early works
Installation of approx. 5m of permanent 300mm polypropylene pipe via trenchless construction from within the Swanson St shaft for the ANZ Tower connection.
15 Days
Wyndham St Stormwater Works (refer Figure 5)
Required to provide the permanent connection between the existing stormwater system outside the pile wall and the new system to be installed inside the pile wall in the future.
Installation and connection of one permanent manhole.
25 Days
Installation of approx. 12m of permanent 450mm reinforced concrete pipe via trenchless construction.
Connection to existing stormwater system at new SWMH 9/1.Connection to existing stormwater system at new SWMH 9/1.
Excavate and install new Stormwater Man Hole (SWMH) 9/1 northwest of existing SWMH 9/1.
Install 375mm Glass fibre Reinforced Plastic (GRP) new pipe from new SWMH 9/1 to existing SWMH 9/1 using pilot bore coinciding with excavation inside the tunnel box, install new pipe from new SWMH 9/1 past pile wall alignment method (12m length; 375mm GRP).
Access existing SWMH 9/3 and install pump. Pump storm water from existing SWMH 9/3 to SWMH 9/1 via a temporary diversion pipe. Excavate trench from SWMH 9/3 to intersect with existing SW line from SWMH 9/1 to SWMH 9/2 at a point approx. 2m north of SWMH 9/2.
Install Pipe and connect to existing pipe between SWMH 9/1 and SWMH 9/2 at the northern end and SWMH 9/3 at the southern end. This pipe is temporary only.
Demolish existing SWMH 9/2.
Demolish existing pipes between SWMH 9/2 and SWMH 9/3 and SWMH 9/2 and new connection towards SWMH 9/1.
Water to remain flowing through existing system via existing SWMH 9/1 until temporary storm water pipe installed inside pile wall.
These works need to be completed prior to tunnel box excavation to minimise the delay to the excavation which is on the critical path. Wyndham Street Permanent Stormwater Works (refer Figure 5)
Required to provide the permanent connection between the existing stormwater system outside the pile wall and the new system to be installed inside the pile wall in the future.
Wyndham Street Temporary Stormwater Diversion Works (refer Figure 5)
Required in order to avoid a clash between the existing stormwater system and the western pile wall. Temporary work that will become redundant once the new stormwater system is installed (see above).
Duration for each Works section
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25 Days
10 Days
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Work Section
Reason for relocation / upgrade
Kingston Street – Wyndham Street (excl connections to existing) Stormwater Early Works (refer Figure 5)
Required to be completed as early works in order to provide a connection between the existing stormwater network and the future temporary stormwater network to allow the demolition of the main sewer trunk line running down Albert Street.
Kingston-Wyndham St Stormwater Works (refer Figure 5)
Partial installation of the new permanent stormwater system in the Kingston Street area. It is necessary to undertake these works early in order to provide a connection between the existing stormwater network and the future temporary stormwater network which will allow the demolition of the main sewer trunk line running down Albert Street.
Combined Service Trench – Western Footpath including crossings (refer Figure 6)
Required in order to replace the existing network which conflicts with the piles and proposed future tree pits.
Vector Gas and Communications trench – Eastern Footpath (refer Figure 6)
Required in due to a conflict between the existing communication cables and gas mains and the proposed tree pits.
Scope
Duration for each Works section
These works consist primarily of the partial installation of the new permanent stormwater system between Kingston St and the end of the tunnel box.
Excavate and connect to existing network just downstream from existing SWMH 3/8.
Remove temporary diversion and allow water to flow down existing stormwater line again.
Excavate and install new pipe from existing network at existing SWMH 3/8 to new SWMH 3/7.
Installation and connection of two permanent manholes.
Installation of approx. 80m of permanent 375mm polypropylene pipe.
Installation of approx. 26m of temporary 225mm polypropylene pipe via trenching.
Connection to existing stormwater system at one location.
Approximately 350m of 1.5m wide by 1.2m deep trench on western footpath between Customs St and Wyndham St.
Install ducting.
Service providers to connect onto existing network at Customs St and Wyndham St.
Construct a 1.0m wide by 1.2m deep trench on eastern footpath.
Vector Gas duct to be installed for approximately 200m between Customs St and Swanson St. Includes the installation of approximately 50m of Polyethylen (PE) Gas pipe down Swanson St to a connection point onto the existing network (exact location currently unknown).
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20 Days
35 Days
60 Days
30 Days
Connectus Project #: 2665 Client: Auckland Transport
Work Section
Customs St 110kv Breakout and Reinstatement (refer Figure 6)
Swanson St 200m water main upgrade (refer Figure 6)
Swanson St and Wyndham St Chorus Works (refer Figure 6)
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Reason for relocation / upgrade
Due to installation of traffic deck over Customs Street / Albert Street intersection; new location on Lower Albert Street approximately 30m north of existing location
The existing water main has been deemed by Watercare as being too brittle to be supported across the trench for the duration of cut and cover trench construction. The watermain is therefore to be upgraded to PE pipe in its existing location. This work will be carried out prior to trench excavation and the PE pipe will then be supported during construction of the running tunnels. A relocation of chorus communications cables at Swanson St was required as part of the SP2 (Pipejack) works, however due to the condition and location of the existing ducts, a new design was required. These works now include trenching down Swanson St to an existing pit on Mills Lane.
Scope
Duration for each Works section
Vector Communications ducts to be installed for approximately 200m between Customs St and Mills Lane, and also Swanson St and Wyndham St.
Excavate to underside of concrete encased ducts between existing chamber on Lower Albert St and approximately 4m west of piles (toward Fanshawe Street)
Saw cut concrete encasement in sections for removal.
Remove encasement.
Install new ducts, over top of Customs St traffic deck.
Encase ducts in Vector approved thermal concrete.
Connect/weld new ducts to existing ducting at either end.
Reinstate.
Locate existing water main
Isolate existing water main
Remove existing water main and replace with 200mm PE pipe as per approved drawings
Install 3 way valve systems including thrust blocks on both tee sections on SE and SW corners of customs St
Backfill
Turn water back on
Install 8 x 100m ducts for a length of approximately 50m down Swanson St east.
15 Days – Swanson St
Install 100mm ducting across Wyndham St and Albert St as per Figure 6. This includes the installation of two new pits.
15 Days – Wyndham St
20 days (3 separate visits)
15 Days
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Connectus Project #: 2665 Client: Auckland Transport
2.2.4
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Albert Street Piling and Capping Beam Construction
Piling is required at the initial stage of construction for the Project in order to support the trench walls during the later excavation and construction stages. It includes the installation of cased continuous flight auger piles and the construction of the pilecap on both sides of Albert Street. It is anticipated that a Soilmec SR-70, SR-80, SR-90 or SR-100 drill rig will be used. Figure 7 shows a typical cross section for the cut and cover tunnels.
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 7 Typical cross section for the Albert Street Cut and Cover Tunnels
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Connectus Project #: 2665 Client: Auckland Transport
2.2.4.1
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Continuous Traffic Deck
Traffic control will be used to shift traffic around the work area during the construction of piles, capping beams and decks. Piles will be installed along both sides of Albert Street from the north side of Customs Street to approximately 20m south of Wyndham Street. Following piling in each area, pile-caps will be constructed to connect the piles together. This will involve either removing the wet concrete from the top of the pile with a vacuum truck or using a hydraulic rock splitter, jackhammer and excavator to remove the hardened concrete to the required level. A blinding layer and reinforcing steel will be installed, and concrete will then be placed. Steel beams will be installed that span between the capping beams, each beam being split into two sections with a joint in the middle. These steel beams support decks that are suspended over the trench. As each portion of the piling and capping beam is completed, the adjacent section of spanning steel beam is also installed. A public traffic deck will be installed on the west side of Albert Street between Swanson Street and Customs Street to maintain the flow of traffic along Albert Street. A Continuous Construction Traffic Deck will be installed along the eastern side of Albert Street during the piling and capping stage of construction (Figure 8). The continuous construction traffic deck will provide continuous access into the excavation along the length of the trench. It will also provide additional construction site space in addition to the southern and northern compound areas. Key construction tasks which will take place along the Continuous Construction Traffic Deck including:
Spoil loading into trucks;
Delivery of backfill material;
Mobile concrete pumping; and
Crane Access.
Figure 8 Example of deck arrangement, location shown is on North Side of Swanson Street
CONSTRUCTION ACCESS DECK
RAMPS FOR WHEEL CHAIR ACCESS
PAIR 20’ CONTAINERS
ADDITIONAL STRUT UNDER
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Connectus Project #: 2665 Client: Auckland Transport
2.2.5
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Customs Street Intersection Piling and Road Deck Construction
The Customs Street/Albert Street intersection piling and road deck construction comprises piling and construction of a temporary deck structure that permits traffic to cross over the tunnel construction underneath. The deck will be constructed in four stages as shown in Figure 9. The construction of these four stages will take approximately 10 months to complete. Once all four portions of the deck are complete, it is envisaged that Customs Street will be closed in its entirety for two night shifts in order to install the permanent pavement and line marking.
Figure 9 Construction of road deck – sections of the deck will be constructed in 4 stages (sequentially)
Individual Cased Continuous Flight Auger Piles These piles utilise the same construction methodology as the piling undertaken for the Albert Street piling and capping beam construction as outlined above. Central Row of Cased Continuous Flight Auger Piles containing Structural Steel Sections (Plunge Columns) These piles are located in the centre of the tunnel trench and support the bridge deck over the intersection. Instead of the reinforcing cage used for the aforementioned piles, the plunge columns contain a structural steel section. They are installed such that the pile sits inside the tunnel middle wall, which will be built around it after the tunnel is excavated. Once the trench is excavated, the
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concrete around the steel section will be broken away, and only the portion below the base of the tunnel will remain, which will function as the pile socket. Jet Grouting Following the installation of the piles, jet grouting will be installed to bridge the gaps between the piles. This is to support the pavement in the intersection which will be carrying live traffic and to stop water from entering the excavation site. Excavation and Support of Exposed Utilities During excavation, as utilities are approached, wet vacuum extraction and slot trenching techniques will be used to expose them. Excavation around the utility will be undertaken, leaving enough material to support it temporarily. Temporary supports will be installed around the utilities, which will usually be in the form of steel beams. 2.2.6
Trench Excavation and Spoil Handling
Trench excavation and spoil handling will occur along Albert Street from approximately 20m south of Wyndham Street to the northern side of Customs Street (Figure 10). At Customs Street this excavation will be performed underneath the completed bridge deck. Temporary works required to undertake the excavation works include installing longitudinal waler beams and transverse struts in combination with ground anchors to support the piled trench walls as the excavation progresses. Construction vehicles will work within the construction deck installed on the east side of Albert Street, as well as from the Southern site compound area in Albert Street between Wyndham Street and Kingston Street. Figure 10 shows the site layout after the piling and decks are constructed, and when excavation and tunnel construction are ongoing. The trench excavation will be carried out in layers as shown in Figure 11 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 at the southern end of the site first, allowing tunnel construction works to commence from the southern end.
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 10 Site layout during excavation and trench construction phase
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Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 11 Trench Excavation - layers
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Albert Street Trench The first stage of the bulk excavation will involve removing the asphalt and concrete pavement in between the steel beams that have previously been installed at surface level, and to remove sufficient fill material to expose the utilities that are known to exist. The road pavement will be saw cut where required and an excavator will peel the material off the surface and load it into trucks for disposal offsite. Where required, hydro-excavation and hand digging will be used to safely expose existing utilities to minimise the risk of accidentally striking such utilities with the excavator. As utilities are exposed, they will be supported by hangers attached to the steel beams at surface level. For some of the larger utilities, additional steel beams will be installed across the trench to provide support. Eventually the excavation will progress to a depth that the excavators cannot successfully remove material when sitting at surface level. At this stage, 20T excavators and loaders will be located inside the trench, breaking material off the natural face to loosen it and transport material into stockpiles. On the construction deck above cranes and excavators will be located fitted with clamshell buckets, which will reach down into the trench and remove the material that has been loosened. The surface cranes and excavators will load the material into 10T trucks for disposal of material offsite (Three Kings quarry reclamation). As the excavation proceeds deeper, the sides of the excavation will be progressively strengthened. Strengthening is achieved by installing walers and struts in some locations and rock dowels in others. Where walers and struts are used, the waler beams are connected to the pile with a chemically anchored bracket, and the space between the waler and the pile is filled with cement grout. Steel struts are then installed to span between the waler beams. Where rock dowels are used, a hole is drilled through the pile and into soil behind, a steel bar is inserted into the hole, and grout is injected to bond the steel bar to the soil. In addition to this, shotcrete and/or rockfall mesh with pins will be applied to the sides of the trench to stabilise the excavation face. Shotcrete will be spray applied, rockfall mesh is installed by driving short pins into the soil and attaching the mesh to the pins. Upon completion of the full depth of excavation, the preparation works for the tunnel construction will commence while the excavation works continue to remove the material under the Customs Street intersection. The excavation will be completed at the southern end of the trench first, and tunnel construction will begin at that end while excavation is still proceeding at the northern end. Customs Street Intersection Material will be dug out in layers underneath the Customs Street bridge deck. This material will be transported by loaders to an area south of Customs Street that is accessible from the construction deck above that runs along the east side of Albert Street. It will then be collected by either a crane or excavator fitted with a clamshell bucket and be loaded into trucks at surface level on the construction deck. Steel walers and struts will be installed to brace the trench as the excavation proceeds. Shotcrete and vertical strip drainage will be installed in tandem with the excavation process. Once the strip drains, ground support and shotcrete has been installed, struts will be installed and the excavation continues to the next level. 2.2.7
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.
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Tunnel construction will be broken into 12m lengths or smaller, and comprise the following tasks:
Base drainage and blinding
Waterproofing
Base foundation and construction
Wall construction
Roof construction
Roof waterproofing
Concrete Placement Initially a mobile pump will be used from the site compound on the southern side of Albert Street to place the blinding, base slab and walls. Once the mobile pump is unable to reach the pour elements, mobile pumps will be located on the construction deck on the east side of Albert Street. When Customs Street is reached, a mobile boom pump will be set up on the construction deck on the south side of the intersection. A concrete line will be attached to the side wall piles to which the mobile boom pump will attach. At the discharge end, the hose will be manually handled into position. Assistance with handling the concrete line may be achieved by hanging the line from the struts overhead, with the prior approval of the designer based on an inspection of the installed struts.
2.2.8
Trench Backfilling and Pile Cap Demolition
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 membrane for protection from the trench backfill works. Material will be delivered to site by trucks on the construction deck. Trucks will deposit the fill material onto the floor of the deck structure and it will be collected and tipped into the trench by a loader. The majority of the backfill will be a granular fill such as recycled crushed concrete or a suitable low grade hardfill. In locations with restricted access for compaction equipment, flowable fill or other cement bound fill that does not need formal compaction will be used. Fill material will be spread using small to medium sized excavators and bobcat loaders, and compacted in 300mm layers using a combination of roller and plate compactors. Works to complete new utility routes or reinstate existing utilities will be co-ordinated with the filling operation as it reaches the upper layers. The construction of the new permanent road pavement will occur in stages after the trench backfill has been completed. 2.2.8.1
Pile Cap Demolition
The pile caps are to be removed during trench backfilling (Figure 12). The demolition will occur when backfilling has reached the point just below the required depth of the removal on the inside face of the pile cap. A wire saw will be used to cut through the pile cap to enable removal. The pile caps will be lifted out and loaded onto trucks for removal off-site and the void will be backfilled with compacted GAP40.
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Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Figure 12 Pile Cap Demolition Sequence
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Connectus Project #: 2665 Client: Auckland Transport
2.3
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PROJECT PROGRAMME
The Project is anticipated to take approximately 33 months to construct. To ensure construction works are undertaken as quickly and efficiently as possible, the construction sequence activities are performed in parallel, e.g. trench backfilling will commence at the south end of the project once tunnel construction has progressed for a length of at least 50m, and at the same time, trench excavation and tunnel construction will be occurring at the northern end. The approximate timing of the main construction activities is shown in Table 4.
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Table 4 Construction Programme Work stages
Apr -16
May -16
Jun -16
Jul16
Aug -16
Sep -16
Oct16
Nov -16
Dec -16
Jan -17
Feb -17
Mar -17
Utilities relocation and exposure Piling Capping and traffic decks Trench excavation and spoil handling Waterproofing and tunnel construction Trench backfilling Reinstatement
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Apr -17
May17
Jun -17
Jul17
Aug -17
Sep -17
Oct -17
Nov -17
Dec -17
Jan -18
Feb -18
Mar -18
Apr -18
May -18
Jun -18
Jul18
Aug -18
Sep -18
Oct - 18
Nov - 18
Dec - 18
Jan - 19
Connectus Project #: 2665 Client: Auckland Transport
2.4
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TIME FRAMES AND HOURS OF OPERATION
The designation conditions place specific limitations on hours of operation and duration for some activities required to construct the Project. The conditions also require that specified effects thresholds are complied with during particular hours of the day (e.g. regenerated noise and vibration). In order to meet these conditions, works will generally be undertaken between 0700 and 1900 Monday to Saturday. There are no time restricting conditions within the resource consents for the CRL enabling works. Relevant designation conditions relating to work hour restrictions for traffic movement and noise and vibration effects are set out below:
2.4.1
34.1: Between the hours of 10pm and 7am vibration generated by construction activities (excluding blasting) shall not exceed: o a Peak Particle Velocity (PPV) of 0.3mm/s when measured at any part of the floor of any bedroom; o a noise level of 35 dB LAeq(15min) when measured in any bedroom. 34.2: Between the hours of 7am and 10pm vibration generated by construction activities (excluding blasting) shall not exceed: o (a) A Peak Particle Velocity (PPV) of 1mm/s as measured on the floor of the receiving room for residentially occupied habitable rooms, bedrooms in temporary accommodation and medical facilities; and o (b) A Peak Particle Velocity (PPV) of 2mm/s as measured on the floor of the receiving room for retail and office spaces (including work areas and meeting rooms); 36.3(b): That piling and road cutting will be restricted to between the hours of 7am to 7pm, Monday to Saturday Time Restrictions as a Result of Side Agreements
In accordance with side agreements entered into for the Project, AT will use best endeavours to complete construction activities between Wyndham Street and Custom Street, including reinstatement to current ground levels on Albert Street, within 30 months of commencement of construction. The total duration of all construction activities shall not exceed 36 months in total.
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2.5
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
SITE LAYOUT AND MANAGEMENT
2.5.1
Site Layout
The Project makes use of the Construction Support Areas (CSA) identified during the consenting process, although the exact boundaries have been modified (Table 5). CSAs 4 and 6 are located at the northern and southern extent of the works respectively and will be used for the duration of the works. CSA 5 is located on the approaches to the Customs Street West / Albert Street intersection and will be used during the customs street piling and road deck construction. CSA 5 will move during the four stages of road deck construction. Once the road deck has been constructed, it will be opened to traffic and only parts of CSA 5 will be used as a CSA. Quieter site activities such as the site offices and storage areas are located on the periphery of the CSA which are closest to surrounding buildings and face externally to the rest of the construction site. Noisier activities such as truck parking areas face internally to the site (Figure 14). Table 5 Construction Support Areas
Construction Support Area
Location
Area
4
North eastern Lower Albert Street
1,200m2
5
Eastern and southern approaches to the Customs Street West/Albert Street intersection
Variable (approx. 700m2)
6
Southern extent of Albert Street Works
800m2
Ingress and egress to the construction support and storage areas is provided in Appendix F of the Project TAP DWP. Details of each CSA are provided below (an overview of site layout is shown in Figure 10): CSA 6 (refer Figure 13) – at the southern end will provide for:
A small site office
A laydown area for materials and equipment
A small toilet and lunchroom facility
A generator
A load-in area for backfill material.
Concrete pumping equipment and concrete load-in.
Skip bins / rubbish and recycling bins
Provision for 150m³ of stockpiled material during the tunnel backfilling.
An earthworks storage area used for storing spoil during excavation and storing backfill material during backfilling
Entrance to CSA
CSA 4 (refer Figure 14) – at the northern Albert Street end will provide for:
General and hazardous goods storage
Piling and deck equipment laydown
Skip bins / rubbish and recycling bins
Spill kits
Jet grouting equipment storage Page 51
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A more substantial lunchroom and toilet facility
Site offices
A generator
Vehicle and Equipment Parking
Materials delivery and handling
Settling tanks
Entrance to CSA 4 will be from CSA 6 via the construction traffic deck.
CSA 5 (refer Figure 14) – on Customs Street: CSA 5 will be a relatively fluid construction support area as the intention is to keep traffic lanes open through staged construction of a traffic deck. During deck piling and deck construction CSA 5 will be used for:
Piling equipment laydown
Jet grouting equipment
A Generator
Concrete delivery and pumping.
Portable toilet facilities
Skip bins / rubbish and recycling bins
Parking for the spoil removal truck
A bunded stockpiling area
Bunded entrance.
Once the bridge deck is complete, most of the area identified as CSA 5 during consenting will be open to traffic as works are carried out beneath the bridge. .
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Figure 13
続 続
続
続
SW
Figure 14
Connectus Project #: 2665 Client: Auckland Transport
2.5.1.1
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
Construction Deck
There will be a construction deck built along the eastern side of Albert Street from Customs Street to 20m south of Wyndham Street as shown in Figure 7. This is installed when excavation commences and will contain:
Concrete pumping units
Spill bins for loading excavated material onto trucks
Excavators and cranes
Delivery trucks for earthworks, concrete, reinforcing steel and formwork materials.
2.5.2
Security, Safety and Public Viewing
Generally site security will be maintained by establishing temporary fences at the perimeter of the works. These may be anchored to or fixed into the ground where their location is critical (e.g. to eliminate fall risks). Gates will be provided at construction entry and exit points and these will be locked shut when the site is unattended. Site security will be located at each site entrance to prevent unauthorised persons from entering the site. During the piling phase, the arrangement of the fences will be fluid, changing with the various piling stages. In addition noise barriers will be integrated with the fences. As such it is deemed impractical to establish viewing windows or artworks attached to the site fencing. During the trench excavation, tunnel construction and backfill stages the security fences are likely to remain fixed for much longer periods. At this time the fences and hoardings may become spaces for project information, decoration or artworks on the public facing sides while still shielding drivers from distraction. Pedestrian bridges over the Albert Street trench will provide opportunities for public views over the works through Perspex windows integrated into the pedestrian bridge design. 2.5.3
Graffiti and Litter
Security fences and hoardings will be inspected for integrity and graffiti as part of a weekly environmental inspection. A small quantity of paint will be kept on site to paint over graffiti rapidly. Connectus will target painting over graffiti within 48 hours of identifying the problem (although this may take longer if it requires working at height). The site will be inspected for litter via the weekly inspection form. Site waste will be managed as per the procedures set out within the Project Waste Management Plan (CONCRL-EC2-SUS-PLN000066). Connectus and AT will discourage graffiti by putting murals and project information on hoardings (where practicable) to avoid providing a blank canvas for graffiti. 2.5.4
Returning the Site to Public Use
The Lower Albert Street construction area shall be progressively released from occupation for construction purposes where the area or any part of the area is no longer required for construction. At the completion of construction, the entirety of the site will be remediated and returned to public use. This will be detailed in the Urban Design DWP which will be prepared as part of a subsequent Outline Plan process. Further detail is provided in Section 4.3.16 of this CEMP.
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3 SOCIAL AND ENVIRONMENTAL MANAGEMENT This CEMP presents a framework of principles, environmental policy and performance standards as well as processes for implementing good environmental management. The methods for achieving this are presented in further detail in the sections below.
3.1
CONSTRUCTION RECEIVERS
ACTIVITIES
AND
ASSOCIATED
ENVIRONMENTAL
Key construction activities associated with the Project include piling and excavation for tunnel construction, including the traffic deck over the Customs Street Intersection, construction of the rail tunnels, and backfilling of the excavation area. These activities have the potential to affect different aspects of the environment. The sub-plans attached to this CEMP identify construction activities that have the potential to cause adverse effects, and outline proposed mitigation measures for these effects. Table 6 summarises key activities which occur in each stage of the project and possible sensitive receivers. Table 6 Construction activities, receiving environments and sensitive receivers
Stage Albert Street Piling and Capping
Trench Excavation
Main activity
Receiving Environment
Piling
Stormwater
Utilities relocation Saw cutting
Buildings (Settlement/Vibration)
Formworking
Residents/Businesses (noise/vibration/odour) Traffic network
Excavation
Stormwater
Spoil handling
Structural steel installation
Buildings (Settlement/Vibration)
Residents/Businesses (noise/vibration/odour) Traffic network
Customs Street traffic deck
Tunnel construction
Piling Construction of temporary traffic deck
Stormwater Buildings (Settlement/Vibration)
Residents/Businesses (noise/vibration/odour)
Traffic network
Base drainage and blinding
Stormwater
Waterproofing
Base foundation and construction Wall construction Roof construction
Buildings (Settlement/Vibration)
Roof waterproofing
Residents/Businesses (noise/vibration/odour) Traffic network
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Stage
Main activity
Receiving Environment
Backfilling
Backfilling Spoil handling
Stormwater
Construction of new road pavement
Buildings (Settlement/Vibration) Residents/Businesses (noise/vibration/odour) Traffic network
All
3.2
Enabling works / site establishment Construction and installation of erosion and sediment control devices
Stormwater
Buildings (Settlement/Vibration)
Construction of permanent stormwater devices
Residents/Businesses (noise/vibration/odour)
Relocation of existing utilities
Traffic network
Waste management Hazardous substances management
ENVIRONMENTAL RISK REGISTER
The Project Risk Register (CONCRL-EC2-RSK-REG-000027) includes environmental risks for the construction activities related to the cut and cover tunnel construction. The register is prepared and updated in accordance with the Project’s Risk Management Plan (CONCRL-EC2-RSK-PLN-000007) which was prepared in accordance with ISO 31000 and AS/NZS 4360:2004. The information contained in the register provides a guide for the implementation of environmental management activities, controls and monitoring, thus minimising environmental impacts. 3.2.1
Review of the Register
The Risk Register is a ‘living document’ and will be constantly updated to address changing conditions, revised methodologies and each new work area. The Environment and Sustainability Manager (ESM) (roles and responsibilities are defined in Section 4.1 of this CEMP) is required to maintain and review environmental risks within the register. The ESM is required to update the Project CEMP and associated DWPs of other management plans to reflect any updates which may arise as a result of the review of the register. The Risk Register will be reviewed prior to the commencement of construction activities (taking into account finalised construction methodologies), at regular intervals (to be undertaken as part of the Project Monthly Report) and when there is a new or changed activity, equipment or location. Changes to legislative requirements may also drive Risk Register reviews. The Risk Register will be reviewed on a quarterly basis as a minimum. The ESM, with the assistance of environmental and technical experts (including but not limited to the Cut and Cover Tunnel Manager, Project Director and management team), will determine whether the CEMP and sub-plans require revision to reflect the revised risk assessment. AT, as the requiring authority and consent holder, will be responsible for obtaining AC approvals, if any are required, prior to commencing any new or changed activities. The ESM will inform the Cut and Cover Tunnel Manager, relevant staff, Project Director and management team of any changes to the environmental risks within the Project Risk Register.
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CUMULATIVE EFFECTS
Methods to address cumulative effects are outlined for specific activities within the suite of DWPs. Most notably these include Air Quality, Construction Noise and Vibration, Traffic, and effects to Groundwater. Monitoring for each area includes methods to ensure the effects from the Project are well understood and delineated from effects of concurrent construction projects in proximity.
3.4
LEGISLATIVE AND OTHER REQUIREMENTS
This section details the statutory framework and other requirements for environmental management on the Project and outlines the relevant legislation, policies, plans and consents. 3.4.1
National Legal Requirements and Regulations
Connectus will comply with all relevant legislation and will employ best practice environmental management procedures. Key environmental legislation for management of the Project is identified in Table 7. Table 7 Key national legislation, regulations and standards
National legislation, regulations, strategies and policies Resource Management Act, 1991; Hazardous Substances and New Organisms Act, 1996; Dangerous Goods Act, 1974 and Regulations; Protected Objects Act 1975 for the relevant archaeological and heritage standards/practices; Heritage New Zealand Pouhere Taonga Act 2014; National Environmental Standard – Air Quality 2004 (NES: AQ); National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulations 2011 Connectus will identify, maintain and continually evaluate compliance with legal and other related requirements that are applicable to the delivery of the Project. This legislation is identified and recorded in Project Execution Plan (PEP) Att2-1B Review Record ENV Legal (CONCRL-EC2-ENVREC-000044). All relevant legislation requirements are identified and recorded at the commencement of the Project and included within the development of the PEP and specific management plans. Legislation and compliance are reviewed by management on at least a 3 monthly basis and when there is a change to legislation relevant to the project construction works. 3.4.2
Legislation, Standards and Guidelines relating to Environmental Aspects
Table 8 identifies legislation, standards and guidelines which are relevant to specific environmental aspects of the Project and will be read in conjunction with relevant sub-plans of this CEMP: Table 8 Summary of the standards, guidelines and specific statutory requirements associated with environmental aspects and detailed in the CEMP sub-plans
Environmental Aspect / Sub-Plan
Sub-plans Statutory requirements, Guidelines and Standards
Noise and Vibration – CNVDWP
NZS 6803:1999 Acoustics – Construction Noise DIN 4150-3:1999 Structural Vibration (German standard) Page 58
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Sub-plans Statutory requirements, Guidelines and Standards
Air Quality – AQDWP
Stormwater Management
BS 5228:2009 Code of Practice for Noise and Vibration Control on Structures (British Standard) NZS 6801:1991 Measurement of Sound NZS 6802:1991 Assessment of Environmental Sound Ministry for Environment, Good Practice Guide for Assessing and Managing the Environmental Effects of Dust Emissions 2001 AS/NZ 3580.1.1: 2007 Method for sampling and analysis of ambient air – Guide to siting air monitoring equipment National Environmental Standard for Air Quality (AQNES) Auckland Regional Council – TP90 - Erosion and Sediment Control Guidelines for Land Disturbing Activities Auckland Regional Council – TP10 – Design Guideline Manual Stormwater Treatment Devices ANZECC 2000 Guidelines
Groundwater and Settlement - GSMCP
NZS4411: 2001 Environmental Standard for Drilling of Soil and Rock
Contamination – Contamination DWP
Ministry for Environment A Guide to the Management of Cleanfills 2002 Health and Safety in Employment (Asbestos) Regulations 1998 Department of Labour Guidelines for the Management and removal of Asbestos (revised) 1999 Ministry for Environment, Contaminated Land Management Guidelines No 1 to 5 National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health Regulations 2011
Hazardous substances HSMP
Hazardous Substances and New Organisms Act 1996, HSNO regulations and gazette notices Hazardous Substances (fireworks, safety ammunition, and other explosives transfer) Regulations 2003 no. 2003/176 Hazardous Substances (Tank Wagons and Transportable Containers) Regulations 2004 Land Transport Rule 45001/1 and 45001/2: Dangerous Goods 2005 AS/NZ 2430.3 Classification of Hazardous Areas AS 2430.1:1987 Classification of Hazardous Areas – Explosive Gas Atmosphere NS 6101.1:1998 Classification of Hazardous Areas – Flammable Gas and Vapour Atmospheres AS/NZS 238 and AS/NZS 61241.1.2 Electrical Installations in Hazardous Zones Land Transport Rule 45001/1 and 45001/2: Dangerous Goods
Construction Traffic – Transport, Access and Parking DWP
Auckland City Council Manual of Temporary Traffic Management
Land Disturbing Activities – ESCP
Auckland Regional Council – TP90 Erosion and Sediment Control Guidelines for Land Disturbing Activities
Historic Character - HCDWP
Heritage New Zealand Pouhere Taonga Act 2014
Waste Management - WMP
Waste Minimisation Act 2008 NZ Waste Strategy Auckland Council Bylaws – Part 22 Solid Waste
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Consents
The Project has obtained resource consent under the following statutory planning documents:
Auckland Council Regional Plan: Sediment Control (ARP:SC) 2001;
Auckland Council Regional Plan: Air Land and Water (ALW Plan) 2013.
Proposed Auckland Unitary Plan (PAUP)
Resource Management (National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health) Regulations 2011 (NESsoil)
The Project works are otherwise provided for and authorised by a designation in the Auckland Council District Plan – Central Area Section. The provisions within this CEMP are required to be complied with as a condition of resource consent and designation and will be implemented and maintained throughout the entire construction period for the Project. The CEMP will be updated as necessary (refer to Section 5.7 for detail on CEMP review procedures). The designation and resource consent conditions that relate specifically to this CEMP are listed in Section 1.2.5. As Contractors to the Consent holder, Connectus will take responsibility for maintaining compliance with the conditions relevant to its scope of works. This will be tracked via a Compliance Management System to be established in conjunction with AT. AT will be responsible for obtaining any additional consents required during construction. However, Connectus has a responsibility to identify and communicate any changes to the scope of works during construction which may have any additional consent requirements.
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4 IMPLEMENTATION AND OPERATION This section addresses the implementation and operation of the CEMP and the sub-plans. The following areas are covered: CEMP Roles and Responsibilities including contact details; Training; Operating Procedures; Communication and Interfaces; Complaints Management; and Monitoring and Review
4.1
ENVIRONMENTAL ROLES AND RESPONSIBILITIES
4.1.1
Overview of Responsibility for this Plan
Each person involved in the Project has equal responsibility to avoid, remedy or mitigate adverse environmental effects. There are three key groups with responsibility for environmental management of the Project:
AT as the Project owner, requiring authority, and holder of the resource consents;
Connectus undertaking the works; and
AC which audits the works and monitors compliance with designation and resource consent conditions, the CEMP and sub-plans.
Connectus will appoint an ESM as part of the Construction Team during the construction phase of the Project. The ESM will be involved throughout this period to give advice and to ensure that the CEMP and sub-plans are implemented and maintained. Further details of responsibilities during the construction phase are included below. 4.1.2
Specific Roles and Responsibilities
The key management roles for each organisation in relation to environmental management during the construction of the Project are outlined in Table 9. This includes the identification of ‘Key Contacts’ as required by Condition 13.2 of the Designation Conditions.
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Table 9 Environmental management responsibilities
Organisation
Role
Organisation Role Responsibilities
Auckland Transport
Requiring Authority, Consent Holder and Project Manager
Connectus
Health & Safety Manager
Compliance with Health & Safety and incident management.
Project Director
Overall responsibility for site environmental management. Review and approve CEMP and relevant sub-plans.
Cut and Cover Tunnel Manager
Environment and Sustainability Manager (ESM)
Project & Site Engineers
Subcontractors
Overall responsibility for project compliance and performance in relation to environment, quality assurance and incident management. Obtaining any additional consents required during construction. Key contact for monitoring compliance. Attendance at monthly meetings with Connectus ‘Key contact’ and Auckland Council Consent Monitoring Officers.
Site Managers
Reviewing and reporting on environmental performance. Inspection of works to assess compliance with the CEMP and sub-plans. Inspections, auditing and checking of environmental management practices and procedures. On-site compliance with consent conditions and other requirements and tracking compliance information. Report to Auckland Transport changes to construction techniques or natural environmental changes which require alterations to existing consents or new resource consents. Prepare (with assistance from Technical Specialists), review and update CEMP and relevant sub-plans. Facilitate and oversee environmental monitoring. Update and maintain the environmental portion of the Project Risk Register. Training of all staff including subcontractors. Key contact for monitoring compliance. Attendance at monthly meetings with Connectus ‘Key contact’ and Auckland Council Consent Monitoring Officers.
Development, management and monitoring of Construction Execution Procedures (CEPs). Including incorporating environmental and sustainability requirements into the detailed CEPs developed on site. Overseeing subcontractors.
Adherence to the CEMP and sub-plans.
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Key roles of personnel as they relate to environmental management during the construction of the Project are detailed in Table 9 (above) and Figure 15 (below). Roles and responsibilities of personnel who implement specific environmental controls and monitoring programmes (such as the contaminated land specialist, arborist and archaeologist) are detailed in the relevant sub-plans attaching to the CEMP. Figure 15 Organisational Chart
Auckland Transport Enabling Works Project Manager
Connectus Environment and Sustainability Manager
Connectus Cut and Cover Tunnel Manager
Connectus - Project Director
Auckland Transport - Health and Safety Manager
Connectus Communications and Consultation Manager
Connectus Design Manager
Subcontractors Site Managers
Connectus Project Engineer
Connectus Site Engineers
Connectus Project Techincal Specialists
4.1.2.1
All Staff
Attending tool-box talks and environmental training including familiarisation with the requirements of the CEMP and sub-plans (as directed by the ESM);
Responsible for reporting environmental incidents, complaints, defects and other problem areas to senior staff as they arise on site;
Ensuring that required processes and procedures for environmental management are followed;
Ensuring that environmental mitigation and protection measures are maintained and working correctly;
Within day to day work responsibilities, ensure the environment both on site and adjacent to the site is protected and respected; and
Ensure the site is tidy and all litter is placed in bins.
4.1.2.2
Project Director
Takes ultimate responsibility for compliance with designation and resource consent conditions;
Responsible for notifying AT and parent companies of Reportable Incidents.
Approves environmental plans prior to issue; and
Ensures adequate resources are provided to ensure environmental issues and obligations are appropriately managed. Page 63
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Design Manager
Incorporates environmental requirements into design as required by designations and consent conditions and the CEMP and sub-plans; and
Advises ESM of any design issues that may impact on the environment.
4.1.2.4
Project Engineer
Provides leadership to the site team to achieve Project environmental objectives and targets to ensure a high level of performance is achieved;
Responsible for ensuring environmental controls and erosion and sediment control works are installed, modified and maintained as appropriate for each stage of construction;
Assists in the development, implementation and review of Project environmental objectives; and
Ensures staff on-site are aware of environmental requirements at all times and sees that routine maintenance to erosion sediment control facilities and management measures continue with ongoing effectiveness.
4.1.2.5
Cut and Cover Tunnel Manager
Reviews work packages against Project environmental objectives and targets and CEMP to ensure a high level of performance is achieved;
Develops, implements and monitors construction designations, consents and CEMP and sub-plans;
Compliance with all legislation, regulations, designation and consent conditions in relation to the work they are undertaking;
Demonstrates understanding of major environmental and community issues and environmentally sensitive areas;
Implement environmental protection measures in accordance with the contract and the CEMP and sub-plans;
Ensure that all workers are trained in relation to environmental measures;
Report all incidents, system defects and complaints to the Site Supervisor; and
Ensure all workers and others (e.g. subcontractors and suppliers) comply with environmental operating procedures and community relations protocols.
4.1.2.6
methods ensuring
compliance
with
Environment and Sustainability Manager and Team
Provides leadership to ensure staff are motivated to achieve environmental standards, and comply with all resource consent and designation conditions;
Manages, implements and reviews environmental management systems including the CEMP and sub-plans for the Project;
Co-ordinates the interfaces and communications with external agencies and stakeholders in relation to environmental management on the Project in conjunction with Communication and Consultation Manager;
Manages and co-ordinates all designations and consents required (current), and construction monitoring and maintains and submits relevant reporting and records to the Auckland Council and Auckland Transport, as required;
Undertakes regular site inspections and audits to ensure compliance with the CEMP and subplans and consent conditions;
Input records of all environmental monitoring results to Fulcrum;
Coordinates environmental interfaces with consultants, subcontractors and suppliers; Page 64
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Provides liaison point between site staff and arborist/subcontractors with regard to tree protection/removal;
Coordinates site archaeological monitoring and protection requirements and provides necessary training and advice to site staff;
Coordinates all site monitoring including but not limited to groundwater, settlement, water quality, dust, noise, and vibration monitoring and provides necessary related training and advice to staff in relation to this monitoring;
Trains staff in site specific environmental procedures;
Coordinates environmental emergency responses;
Notifies Project Director, of any significant environmental non compliances Responsible for resolving issues of environmental non compliances;
Manages maintenance and monitoring of the effectiveness of erosion and sediment controls, stormwater devices and other control devices; and
Ensures spill kits are available and stocked and provides training on equipment use.
Key contact for monitoring compliance. Attendance at monthly meetings with Connectus ‘Key contact’ and Auckland Council Consent Monitoring Officers.
4.1.2.7
Communication and Consultation Manager
Responsible for notifying residents of works occurring within the near vicinity and managing mitigation as required;
Disseminates information to the public as approved by Auckland Transport; and
Primary contact for Project related complaints and enquiries.
4.1.2.8
Project Technical Specialists
Prepares the CEMP and sub-plans;
Undertakes monitoring as required by the individual sub-plans; and
Liaise with the ESM to confirm compliance with the sub-plans.
4.1.3
Contact Details
Contact details for those with key responsibilities in the implementation of this CEMP including the Communication and Consultation Manager are provided in Table 10.
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Table 10 Contacts Role
Company
Name
Phone/Email
Principal Planner ECI Representing Consent Holder (Key Contact)
Auckland Transport
Richard Jenkins
mob: (021) 870 124 email: Richard.jenkins@aucklandtransport.govt.nz
Project Director
Connectus
Bob Mawdsley
mob: (021) 596 036 email: Bob. Mawdsley @mcdgroup.com
Communication and Consultation Manager/ Community Consultation Advisor
Connectus
Allan HowardSmith
mob: (021) 361 158 email: alan.howard-smith@hawkins.co.nz
Contract 2 ECI Stage:
Contract 2 Construction Stage: Principal Planner ECI Representing Consent Holder
Auckland Transport
Richard Jenkins
mob: (021) 870 124 email: Richard.jenkins@aucklandtransport.govt.nz
Enabling Works Construction Manager
Auckland Transport
Scott Elwarth
mob: (021) 725 544 email: Scott.Elwarth@aucklandtransport.govt.nz
Construction Safety Manager
Auckland Transport
Mark Durham
mob: (027) 733 2156 email: Mark.Durham@aucklandtransport.govt.nz
Senior Sustainability Advisor
Auckland Transport
Liz Root
mob: (021) 673 930 email: Liz.Root@aucklandtransport.govt.nz
Construction Engineer
Auckland Transport
Jenny Chu
mob: (021) 734 824 email: Jenny.Chu@aucklandtransport.govt.nz
Communications Manager
Auckland Transport
Carol Greensmith
ph: (09) 447 4194 email: Carol.Greensmith@aucklandtransport.govt.nz
Project Director (Key Contact)
Connectus
Chris Powell
mob: (021) 596 036 email: chris.powell@mdcgroup.com
Communication and Consultation Manager
Connectus
Allan HowardSmith
mob: (021) 361 158 email: alan.howard-smith@hawkins.co.nz
Cut and Cover Tunnel Manager
Connectus
Hugh Robinson
mob: (021) 713 839 email: hugh.robinson@mcdgroup.com
Environment & Sustainability Manager (ESM)
Connectus
Alasdair Mawdsley
mob: (021) 240 4153 email: Alasdair.mawdsley@mcdgroup.com
Independent Building Condition Engineer
QDesignz
Dr. Mark Foo
email: MarkFoo@qdesignz.co.nz
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ENVIRONMENTAL TRAINING AND INDUCTION
4.2.1
Overview
The environmental competency and experience requirements for all staff positions are contained in the relevant Position Descriptions. Recruitment and procurement processes are conducted with the aim of engaging personnel with the required competency and experience. All personnel will receive training of a type and level of detail that is appropriate for the environmental aspects of their routine and emergency work assignments. As a minimum, all personnel are required to satisfactorily complete the Project Induction Training. Other mechanisms of communicating environmental controls are through the JSEAs (Job Safety and Environmental Analysis) / SWMS (Safe Work Method Statement), Tool Box Talks and Pre-Start Meetings, all of which are described below. Other training needs are assessed on a job-by-job, and position-by-position basis, as outlined in the Project Training Plan (CONCRL-EC2-ENV-PLN-000062). For instance, supervisors, foremen and leading hands involved in earthworks are required to be competent in erosion and sediment control processes as well as identifying contaminated soils, and will therefore complete a training program specifically targeted on this area. 4.2.2
Induction Training
The Project Induction includes a presentation of the requirements of this CEMP and in particular the requirements of the issue specific DWPs and management plans, incident response, emergency procedures and spill management. The purpose of the induction is to ensure that, at a minimum, the employee and sub-contractor:
Understands the importance of conforming with the environmental policy and procedures and to the requirements of this CEMP.
Is aware of the significant environmental values and issues within the vicinity of the Project alignment and the potential impact of the construction activities on these values.
Understands the sustainable activities and environmental control measures available to assist the Project to minimise its environmental impact.
Is aware of all conditions of environmental licences, permits and approvals.
Is aware of the presence and location of existing Network utilities within the designation during both the relocation of utilities and construction of the Project.
Understands the potential consequences of a departure from the established procedures.
Is aware of the roles and responsibilities relating to environmental management for the Project.
Is aware of the emergency response and incident procedures.
Attendance records of all training and briefing sessions will be maintained in accordance with the Project Training Plan. 4.2.3
Tool Box Talks
Tool Box Talks are conducted for site personnel to deliver specific training in an aspect of work or controls, such as spill kit training or correct erection of a silt fence, to provide site personnel with ongoing environmental training and information throughout the Project. Participants in Tool Box Talks shall sign the attendance sheet.
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Pre-start Meetings
Pre-start meetings are used by the supervisors and foremen to explain the work to be done in the upcoming shift. All operational aspects of the task are discussed including safety and environmental issues and controls, particularly if there are new hazards or if there has been a recent incident. An environmental management representative will attend as applicable to explain new environmental controls or reiterate existing controls.
4.3
OPERATING PROCEDURES
The works area associated with the construction phase of the Project will extend along the Albert Street road corridor from Customs Street West to Wyndham Street and include ACZ ‘D’ and ‘E’ and CSA 4, 5, and 6, as detailed in Section 2 of the CEMP. The following sections of the CEMP describe the environmental aspects associated with the construction phase of the Project along with the operational controls and mitigation measures. These have been identified within the Risk Register (refer Section 3.2) and during the consenting phase of the project. DWPs and Management Plans (sub-plans of this CEMP) detailing the controls and measures for each environmental aspect are cross-referenced where relevant. 4.3.1
Network Utilities
Consultation with Network Utility Operators has been undertaken throughout the development of the Project and specifically the CEMP. Consultation and co-ordination with Network Utility Operators will be ongoing throughout the duration of the construction of the Project and will continue to be undertaken in accordance with the ‘Principles and Objectives’ and ‘How we will communicate and consult’ sections of the Communication and Consultation Plan (Appendix O). Connectus will also utilise the strategies outlined in the Engagement Tools section of the Communication and Consultation Plan. The following Network Utility Operators have been consulted with in order to ensure the Project has no adverse effect on the continued operation of Network Utilities and to ensure that relocation and protection of applicable utilities occurs prior and during Project Construction:
Chorus
Vodafone
Vector Gas, Vector Power, and Vector Communications
Watercare
Auckland Council – Stormwater Unit
Citylink
Kordia
Consultation has included workshops and ongoing liaison through emails, phonecalls, and onsite and offsite meetings. No methods or measures of construction were disputed during consultation. Prior to excavation works for utility relocations, all utilities in the excavation area will be physically identified by GPR (Ground Penetrating Radar) (or similar techniques) and marked out on the ground. In order to ensure the continued operation of the utilities and to ensure the Network Utility Operators have access to existing utilities for maintenance/emergency access and repair at all reasonable times, regular consultation and co-ordination with all utility providers will be undertaken throughout construction of the Project. This will be through meetings, workshops, regularly scheduled meetings, and emails.
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4.3.1.1 Provision of Drawings to Network Utility Operators All new utilities being installed on the Project will be surveyed by a registered surveyor and transferred into a drawing which satisfies each of the service providers specific ‘as built’ requirements. This information will be provided to the service providers. 4.3.1.2
Contingency and Emergency Management Procedures Regarding Utilities
A risk analysis for the relocation and rebuild of existing utilities during the construction of the Project is located in Appendix U. The most likely foreseeable circumstance in respect to service relocations is encountering unknown utilities. Throughout the ECI phase Connectus has carried out detailed design and planning in conjunction with the relevant service providers, including GPR survey, slot trenching and desktop service investigation works in order to manage and mitigate this risk. Should unknown utilities be encountered during service relocation works, this will be dealt with on a case by case basis. All spills will be managed in line with the ESRP (Appendix T) and any utility damage via the Network Utility Emergency Response Procedure outlined in Appendix N. There will be regular communication between onsite personnel and service providers throughout construction to ensure these situations are managed effectively and efficiently. Operational procedures to manage other foreseeable circumstances such as contaminated land discovery are included in the Contamination DWP (Appendix G). All health and safety related foreseeable risks are covered in the Project H&S Plan. An emergency response procedure in the event that utility damage occurs has been outlined in Appendix N for each of the different utilities. These will be made available to all sub-contractors and posted on notice boards around site to ensure all relevant personnel on site are aware of the emergency response procedures involving exiting network utilities. 4.3.1.3
Network Utility Site Obligations
All network utility operators and their contractors are required to adhere to the obligations outlined within this CEMP while undertaking work within the area of the Project site. This includes all personnel undertaking the relevant induction and training processes as outlined within section 4.2 of this CEMP and complying with the operating procedures outlined within section 4.3 of this CEMP. 4.3.2
Lighting
During construction, temporary lighting will be required in the main construction areas where work is carried out during the hours of darkness. Spill lighting may cause a nuisance to surrounding residents and businesses. Glare from temporary light has the potential to cause a disabling effect to drivers of vehicles. The principal objectives for the management of temporary lighting are to:
minimise the nuisance level to adjacent residents/building occupiers of the project;
minimise the impact of glare on the surrounding road environment; and
Increase employee and subcontractor awareness of their obligations with regard to minimising effects of light spill on adjacent neighbours.
Connectus will minimise light spill by selecting / procuring light fittings that provide a defined directional beam. Lights will be mounted in elevated positions so that they may point down towards the works, rather than aiming across the work space and increasing the risk of light shining into adjacent buildings. Night time light audits will be carried out at least weekly during construction periods requiring work and light at night (10pm to 7am). The audits will involve a visual inspection around the site boundary to look for errant light emissions and to identify any light fixtures that may be faulty or misaligned. Results Page 69
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will be noted on the weekly environmental inspection sheet to be addressed by the Construction Manager. Lighting audits may also be carried out in response to complaints. Where practical, lighting will be adjusted to remove the effect on the complainant, while maintaining an adequate and environment for work, along with traffic and pedestrians. The need to manage light spill from the project works will be passed on to all staff through the project induction.
4.3.3
Building Condition Surveys
Prior to perimeter piling or dewatering adjacent to any structure, building condition surveys will be undertaken in accordance with conditions 133-141 of the resource consents (water permit R/REG/2014/5432). Building condition surveys will also be undertaken in accordance with conditions 46.1-46.4 of the designation conditions where it is assessed that there is potential for damage to buildings or structures arising from construction. Building Condition Surveys will be undertaken for the buildings listed in Appendix 1 and 2 of the designation conditions, and in Appendix 1 of the resource consents. The building condition surveys will generally be undertaken as follows:
The building surveys will be undertaken by an independent senior qualified person
The survey shall include: o
Any information about the type of foundations
o
Existing levels of damage (aesthetic, superficial, affecting levels of serviceability)
o
Whether observed damage is associated with structural damage
o
Susceptibility of building or structure to further movement
o
Photographic evidence
The consent holder will provide the building condition survey structure survey report to the property owner and AC within 15 working days of the survey being undertaken
If requested by a building or structure owner where a pre-construction survey was undertaken, Connectus will undertake a visual inspection. This is in addition to monthly visual inspections until the completion of Dewatering of the Project
Connectus will carry out visual inspections of the surrounding ground and external building facades of the listed buildings adjacent to the tunnel trench to monitor any deterioration or movement of any pre-existing cracks
4.3.4
Traffic Management
A Transport, Access and Parking Delivery Work Plan (TAP DWP) is included in Appendix C in accordance with designation Conditions 25 - 27. The objective of the TAP DWP is to avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access by managing the road transport network for the duration of construction, maintaining pedestrian access to private property as all times, and provided on-going vehicle access to the greatest extent possible. A Travel Management Plan has been prepared 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. A copy is provided in Appendix S.
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Social Impact and Business Disruption
A Social Impact Assessment (SIA) was prepared in 2013 to provide assessment of the likely social effects of the CRL. The views and concerns most commonly identified were:
Noise and vibration effects Effects on structural stability of buildings Concerns around disruptions to utilities Management of traffic effects Effects on air quality Economic opportunities/impacts Access Health impacts Disruption Effects on Landscape, visual and amenity values Uncertainty around timing of construction and impacts, and the land acquisition process.
A Social Impact and Business Disruption Delivery Work Plan (SIBD avoid, remedy or mitigate the adverse effects arising from disruption community services/facilities so far as reasonable practicable and is SIBD DWP has been prepared in consultation with the community, business owners, affected parties and affected in proximity parties. 4.3.6
DWP) has been prepared to to businesses, residents and included in Appendix D. The community facility operators,
Construction Noise and Vibration
Construction Noise and Vibration is addressed by the Construction Noise and Vibration Delivery Work Plan (CNV DWP) (Appendix E). Noise and vibration will be generated by construction equipment and activities at the construction support areas, including piling and the associated machinery, and the use of excavation equipment for trench excavation. Noise associated with piling activities has the potential to be significant. Building condition surveys will be undertaken in accordance with designation Conditions 46.1-46.4 for buildings predicted to exceed construction vibration criteria. As a minimum all buildings in Appendix 1 and 2 of the designation conditions will be considered for survey. Piling and road cutting will be restricted to between the hours of 7am-7pm Monday to Saturday in accordance with designation Condition 36.3(b). Site Specific Construction Noise Management Plans (SSCNMP) and Site Specific Construction Vibration Management Plans (SSCVMP) will be implemented to detail the Best Practicable Option (BPO) to avoid, remedy or mitigate adverse effects on a receiver resulting from construction noise or vibration that does not comply with the Project Noise Standards. These are included as Appendix I of the CNV DWP. Throughout the construction phase, noise and vibration effects will be carefully managed through the use of the CNVDWP, SSCNMPs, and SSCVMPs. Mitigation measures are discussed within the CNV DWP. BPO mitigation will be implemented throughout the constriction programme to avoid exceedances of the noise and vibration criteria. 4.3.7
Historic Character
A Historic Character Delivery Work Plan (HC DWP) is included in Appendix F and addresses the management of any adverse effects on built heritage and archaeology that may result during the Project. A previous Archaeological Assessment undertaken for the Project concluded that there is reasonable potential to impact on subsurface archaeological remains within the Project vicinity that are currently concealed under roads, buildings and sealed surfaces. However, the extent of impact on archaeological remains will not be known until the remains are exposed through earthworks. The Page 71
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HCDWP establishes procedures to be followed in the event of archaeological remains being discovered. An Archaeological Authority under Section 44(a) of the Heritage NZ Pouhere Taonga Act 2014 (HNZPTA) has been obtained for the CRL enabling works. The management of any pre-1900 archaeological sites exposed within the Project area must be carried out in accordance with the conditions of the Archaeological Authority. 4.3.8
Contaminated Land
A Contamination Delivery Work Plan (CDWP) is included in Appendix G. It addresses designation Conditions 57.1-57.3, and also conditions 78-94 of discharge permit R/REG/2014/5435. The CDWP provides the framework for managing contamination hazards and mitigation measures relevant to the expected conditions that will be encountered while earthworks are being undertaken. The CDWP outlines proposed soil management and contingency measures, and also addresses Health and Safety issues associated with contaminated land. 4.3.9
Air Quality
During the construction phase there is potential for the air to be polluted by objectionable dust or odours. An Air Quality Delivery Work Plan (AQ DWP) is included in Appendix H. It addresses designation Conditions 59.1-59.3 of the NoR conditions and also the requirements of conditions 65-76 of discharge permit R/REG/2014/5437. The purpose of the AQDWP is to detail the best practicable option to avoid dust and odour nuisance being cause by construction works and to remedy any such effects should they occur. 4.3.10 Erosion and Sediment Control An Erosion and Sediment Control Plan (ESCP) (including a Chemical Treatment Management Plan) is provided in Appendix I. It addresses the requirements the consent conditions 45-63 of land use consent R/REG/2014/5430. The ESCP provides for the management of all bulk earthworks (including those in close proximity to network utilities) to minimise any discharge of debris, soil, sediment or sediment-laden water beyond the site to either land and/ or stormwater drainage systems. The ESCP follows the principles of erosion and sediment control which are well understood by the contracting industry, and have their basis in the Auckland Council Technical Publication 90 Erosion and Sediment Control Guidelines for Land Disturbing Activities in the Auckland Region (‘TP90’). The major earthworks for the Project comprise the excavation of the trench, with multiple Active Construction Zones (ACZ) and Construction Support Areas (CSA) facilitating the excavation and removal of spoil. In addition to compliance with TP90, other measures to mitigate erosion and sediment issues include standard dust control and the temporary storage of excavated material in a covered facility. All excavated material will be removed from the construction areas as soon as feasibly possible and taken to an appropriate landfill. A Chemical Treatment Management Plan (CTMP) is appended to the ESCP and addresses the specific design details of the chemical treatment system, monitoring of chemicals and contingency measures for spills of hazardous substances, and the use or potential use of non-chemical flocculants. It also includes the details of the personnel responsible for the long term operation and maintenance of the chemical treatment system. 4.3.11 Groundwater Drawdown Groundwater effects are addressed in the Groundwater and Settlement Monitoring and Contingency Plan (GSMCP) which is provided in Appendix J. The GSMCP is not required to be submitted to AC for certification until 20 working days prior to commencement of dewatering. As a result of this process Page 72
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due to occur in November 2016, the GSMCP will be provided to AC for certification prior to this date. It addresses conditions 105-132 of water permit R/REG/2014/5432. Excavation of the trench has the potential to affect groundwater as a result of inflows to the trench, dewatering from trench excavation and the groundwater response in potentially compressible soil layers. The GSMCP includes survey plans of all monitoring locations and full survey details. Regular monitoring will be three times weekly during dewatering, and the GSMCP includes details of contingency measures to be implemented should alert and alarm triggers be activated. Utilities that are susceptible to damage as a result of groundwater changes are outlined in the GSMCP. 4.3.12 Settlement Ground Settlement effects are covered in the GSMCP which is included in Appendix J. Effects associated with settlement will arise from these sources: mechanical settlement of the ground due to physical excavation of material during trench excavation, mechanical settlement of the ground due to the physical movement of the retaining walls supporting trench excavation, and consolidation of the ground due to the drawdown of groundwater. A combination of building condition surveys (Refer section 4.3.1) and the measurement of groundwater levels and building movement will be used to identify the potential for settlement effects associated with trench excavation. Contingency measures will be identified and implemented as necessary to avoid, remedy or mitigate potential damage to buildings and utilities during the construction of the Project. 4.3.13 Industrial and Trade Activities Industrial and Trade Activity issues are addressed through the Industrial and Trade Activities Environmental Management Plan (ITA EMP) in Appendix K as a requirement under conditions 96-104 of discharge permit R/REG/2014/5436. The purpose of the ITA EMP is to manage the Industrial Trade Activity that will be undertaken in two CSAs (4 & 6). Such activities may relate to stormwater being generated in the ACZs being pumped out of the trench for treatment prior to discharge to the public stormwater system, temporary storage of excavated or backfill materials, or use and storage of fuel, pumps and generators. 4.3.14 Trees and Vegetation Tree and vegetation management is addressed through a Trees and Vegetation Delivery Work Plan (TV DWP) contained in Appendix L. The purpose of the TV DWP is to avoid the removal of scheduled trees as far as practicable. There are no scheduled trees within the Project area. As such the TV DWP will describe the trees (non-scheduled only) that will be removed as part of surface construction works, including a list of trees which have root systems or foliage within or overhanging the surface designation footprint. Mitigation of tree removal (via replanting) will be included at a later date in the Urban Design DWP (see section 4.3.16). The Project Communication and Consultation Plan (Appendix O) details how AC Parks Department and mana whenua are consulted and how communication is undertaken with the general public on the management of the adverse effects relating to the removal of trees and vegetation. 4.3.15 Bluestone Wall Adverse effects to the heritage values of the Bluestone Wall are mitigated through condition 45 of the designation. The built heritage assessment forming part of the original application for the Project states that adverse effects to the Bluestone Wall are likely to occur if damage reaches Category 3 on Burland’s classification of damage. The southern compound directly adjoins the Bluestone Wall and Page 73
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during the utility works, the relocation of a stormwater pipe along Albert Street will occur adjacent to the Bluestone Wall. Utility work will include concrete breaking and jack hammering, which may exceed the heritage building criteria for vibration if works come within 16m of the wall. Whilst works involving concrete breaking may come within 11m from the Bluestone Wall, the severity will only be classed as Category 2. Monitoring will be undertaken during works in proximity to the Bluestone Wall to understand the Project effects on the wall. Forthcoming packages of the CRL Project (which are not covered in the scope of this package) will require activities which have a greater risk of adversely affecting the Bluestone Wall. As per Condition 45 of the designation a Bluestone Wall Management Plan (BWMP) will be prepared in relation to those sections of works and submitted with the associated OP. As the potential for adverse effects on the Bluestone Wall is relatively minimal (i.e. less than Category 3) for this package of works, a specific BWMP has not been prepared. However, the specific management of effects on the Bluestone Wall has been included in this CEMP. If the effects are higher than anticipated, mitigation, including the potential to use a handheld jackhammer, will be implemented in the case of an exceedance of the ‘Cat 2’ damage threshold for vibration. Mitigation of the Bluestone Wall is outlined in the Site Specific Construction Noise and Vibration Management Plan for Utilities (included as part of the Project CNV DWP). General details relating to monitoring and responsibilities are outlined within the CNV DWP. The Site Specific Construction Noise and Vibration Management Plan: Advanced Utilities Works (SSCNVMP: Advanced Utilities Works) (Appendix I of the Project CNV DWP) provides the procedures and protocol regarding the management of construction works in relation to the Bluestone Wall. In addition to the general mitigation outlined within the CNV DWP, the SSCNVMP: Advanced Utilities Works provides additional specific vibration mitigation measures which apply to works around the Bluestone Wall. 4.3.16 Urban Design As this OP is specific to enabling works for the CRL it does not include provisions for Urban Design. These will be addressed on a project wide basis in a subsequent OP which will address such matters through an Urban Design Delivery Work Plan (UD DWP). It will ensure urban design consistency across all aspects of the CRL project. 4.3.17 Public Art A Public Art Delivery Work Plan (PA DWP) is required to address the adverse effects on public art located within or in close proximity to the designation footprint. Designation Conditions 56.1 to 56.5 specifically refer to the following three pieces of art to be appropriately removed or relocated:
‘Enduring Fires’ – located within Elizabeth Square
‘Maori Warrior’ – located on the pavement of Quay Street adjacent to 1 Queen Street)
‘Matahorua Anchor and Tainui Anchor – located at the northern end of the Bledisloe Building on Wellesley Street
However, these pieces of art are not within the Project area. As a result, these artworks will not be affected by the Project and therefore a PA DWP is not required for these Project construction works. 4.3.18 Hazardous Substances Hazardous substances will be kept on site within specified hazardous substances storage areas, the monitoring and management of which will be the responsibility of the ESM. This section describes detail of how the Project works will manage the storage, handling, transport and disposal of these substances including the following details: Page 74
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A list of all hazardous substances kept on site, include class information and Material Safety Data Sheets (MSDS’s);
Requirements for proper storage, handling, transport and disposal of hazardous substances; and
Spill response procedures (refer Section 4.3.20).
Further detail relating to the storage and handling of hazardous substances is provided in the ITA DWP (Appendix K). 4.3.19 Emergency and Incident Response 4.3.19.1 Emergency Response An environmental emergency is an event which has a detrimental effect on the surrounding environment. A detrimental environmental effect is something that causes significant harm to the environment, which is not legally allowed and requires immediate response. An environmental emergency can also be a deviation from the Connectus environmental management system. This means there has been a failure to follow the established process or procedures that help the contractor achieve best practice. Examples of environmental emergencies include, but are not restricted to:
Significant (large volume) chemical / oil spill.
Excessive discharge of sediment to the stormwater system.
Hazardous substance release to air.
An Emergency Response Plan (ERP) will be prepared for the Project that will take into account the following factors:
The parts of the site or adjoining properties likely to be affected;
The degree of predictability of the emergency;
The likely speed of onset;
The likely effect of the emergency;
The contents of the ERP will include:
description of the potential emergency;
the person responsible for actioning the ERP;
the equipment required to deal with the emergency including rescue equipment;
emergency contact numbers (during day/night works);
direction to site workers and other affected persons on what they are required to do;
the methods used to deal with the emergency (e.g. how to use specific equipment).
The ERP is additional to the management plans required by the resource consents for the Project, and is not required to be certified by AC. The ERP forms a sub-plan to the Health and Safety Management Plan (CRL-PAT-HSE-CON-PLN-001069). As necessary, emergency services such as Police, Fire Brigade, Ambulance are to be contacted and invited to visit the site in order to become aware of site access and other emergency considerations. The ERP will incorporate the following components:
Emergency contact list (for the above);
Emergency Reporting Instructions;
Emergency Muster Point Location;
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Emergency Response Co-ordinator Action Plan;
Emergency Personnel and Equipment.
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The ERP will be displayed in prominent locations around the site and employees will be trained in its requirements. All relevant Project personnel, subcontractors and relevant emergency agencies will be instructed and rehearsed, as appropriate, in the requirements of the ERP. 4.3.20 Incident Response An environmental incident is an occurrence which has (or potentially could have had) a negative or ‘adverse’ effect on the environment. An adverse effect is something that causes (or could have caused) environmental harm. This means there has been a failure to follow the established process or procedures that help the Project achieve best practice (e.g. failure to report a spill). Environmental incidents include but are not restricted to:
Spills;
Unforeseen impacts on areas of high environmental value such, archaeology; and
Consent non-compliances (e.g. odour, sediment).
Incident reporting procedures are detailed in Section 4.3.21 below. 4.3.20.1 Spill Response During the construction phase, the ESM will be responsible for providing training and/or orientation to employees or subcontractors that addresses the proper action regarding spills. Connectus will ensure that spill response materials are available, commensurate with the type, quantity and storage arrangements for Hazardous Substances on site. As deemed necessary, vehicles (e.g. utility vehicles), heavy equipment (e.g. dozers, excavators), pumps, and generators will have spill kits that, at a minimum, will contain sufficient oil absorbent material to contain (e.g. oil absorbent boom) and cleanup any drips, leaks, or spills (e.g. ruptured hydraulic line) and plastic bags to contain any contaminated absorbents, soils, or wastes. Bags containing used cleanup material will be transported to the designated hazardous material/waste storage area for proper drumming, labelling, and classification prior to off-site disposal. An Emergency Spill Response Plan (ESRP) for the Project has been prepared (refer Appendix T) and details the procedure to follow in the event of a spill. 4.3.21 Recording and reporting of Incidents Environmental incidents shall be recorded using the Environmental Incident Report Form (CONCRLEC2-ENV-FRM-000599). The cause of all incidents will be subject to an investigation, convened by the ESM to determine the root causes of the incident and to ensure that remedial / corrective action is able to be implemented to ensure a repeat of the incident is avoided. In the event of an environmental incident, Connectus will provide Auckland Transport with notification as per Table 11.
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Table 11 Environmental Incident Notification
Severity Level
Incident Classification
Notification requirement to ATCRL Construction Management
Incident Report Form to ATCRL Construction Management
Investigation Team
Investigation Report to be supplied to ATCRL
Insignificant
Event that occurs within established controls, e.g. a leak or small spill within a spill containment bund.
Via monthly report
n/a
n/a
n/a
Minor
Event that breaches established controls but with no effect beyond the site boundary
Within 12 Hours
Within 48 Hours
Connectus
Within 10 Working Days
Serious
Consent breach
Immediately upon identification
As soon as practical but within 12 Hours
ATCRL & Connectus Management to allocate resources as appropriate
Within 10 Working Days
Environmental harm beyond the site boundary
A summary and review of incidents for the duration of the Project and for the relevant month will be included in the Project Monthly Report. 4.3.22 Notification Procedure AT shall be notified of incidents that trigger notification as defined in the Incident Reporting and Investigation procedure. These triggers include off site discharges, unauthorised disturbance or destruction of heritage sites and breaches and non-conformances of licences and permits issued for the Project. The Project Director is responsible for notifying AT and parent companies of Reportable Incidents. AT is responsible for notifying relevant Regulators.
4.4
COMMUNICATION AND INTERFACE WITH STAKEHOLDERS
A Communication and Consultation Plan (CRL-PAT-COM-CON-PLN-001061) has been developed by Connectus which details the strategy, tools and process to manage communication and engagement between Connectus, its stakeholders and the community throughout the construction and monitoring periods for the Project. A copy of this is included in Appendix O. In accordance with designation Condition 5, the plan sets out how Connectus will inform the community of Project progress and construction dates, foster good relationships with the community, obtain feedback from stakeholders, and outline how complaints and queries will be responded to. The Communication and Consultation plan has been prepared in consultation with stakeholders, directly affected parties and affected in proximity parties.
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4.4.1
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Public Safety
The management of site health and safety, including public safety, is addressed by the Connectus Health and Safety Plan (CRL-PAT-HSE-CON-PLN-001069). All sites will be contained within fencing, signage displayed and access into site limited and controlled through site sign-in procedures. Gates will also be stationed with security guards to prevent unauthorised persons from entering the site. The following Crime Prevention Through Environmental Design (CPTED) principles will be applied during site set up: 1. Surveillance – people are present and can see what is going on. 2. Access management – methods are used to attract people and vehicles to some places and restrict them from others. 3. Territorial reinforcement – clear boundaries encourage community ‘ownership’ of the space. 4. Quality environments – good quality, well maintained places attract people and support surveillance.
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5 MONITOR AND REVIEW 5.1
ENVIRONMENTAL MONITORING
Scheduled monitoring of environmental performance and compliance with designation and resource consent conditions is required throughout the construction phase of the Project to ensure that no adverse impact on the environment occurs. This enables the overall effectiveness of the environmental controls to be determined and allows areas of non-compliance to be identified so corrective actions can be taken. The specifics of monitoring for each environmental element are detailed in the individual sub-plans, including any monitoring requirements, the frequency of the monitoring to be undertaken and the appropriate responsible person, as required within contract documentation or environmental approvals issued for the Project. In general, monitoring will be conducted on a routine basis. However, additional monitoring may be required in the event of a complaint or incident, or after a rain event in the case of water quality monitoring. The ESM is responsible for the implementation of on-site measurements of environmental aspects, including water quality. External specialists may be used, where required, to conduct specialist monitoring, including noise, vibration, air quality, and non in-situ water monitoring. The initiation of such monitoring is on an as-needed basis and may be in response to contract requirements, complaints or internal requirements. The ESM is also responsible for reporting Environmental Monitoring results to AT with respect to any issues which may be relevant to AT as the requiring authority and consent holder. Environmental monitoring results will also be reported to the AC and/or HNZPT when required by designation and resource consent conditions. 5.1.1 5.1.1.1
Collaborative Working Key Contacts
Organisation
Title
Name
Auckland Council
Senior Monitoring Inspection – Resource Consents
Fiona Harte
Connectus
Environment and Sustainability Manager
Alasdair Mawdsley
Auckland Transport:
Principle Planner ECI | Property & Planning
Richard Jenkins
5.1.1.2
Collaboration Meeting
The key contacts listed above will meet regularly to discuss: •
Compliance with the designation conditions and the CEMP and DWPs;
•
Material changes to the CEMP and DWPs;
•
Any matters of non-compliance and how they have been addressed;
•
The results of, need for, and frequency of site inspections;
•
Environmental monitoring results; and
•
Any other agenda items mutually agreed by the Key Contacts. Page 79
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Within 20 working days of the start of construction the key contacts listed above shall mutually agree an initial schedule for the Collaboration Meeting. The meeting shall be held at least monthly unless a different timeframe is agreed with the Auckland Council Senior Monitoring Inspector. Collaboration Meetings shall continue for at least 6 months following the completion of construction. Additional meetings between Council and Connectus/Auckland Transport specialists may be established on a one off or ongoing basis by mutual agreement of the Key Contacts listed above. These ‘Specialist Meetings’ will allow for the discussion and resolution of technical issues and will provide feedback to the Key Contacts to facilitate decision making in the Collaboration Meeting.
5.2
ENVIRONMENTAL AND SUSTAINABILITY INSPECTIONS
Weekly Environmental and Sustainability Compliance Inspections are conducted by the ESM (or delegate). The findings of the Inspection are recorded on Site Inspection Environmental and Sustainability Checklist – Weekly (CONCRL-EC2-ENV-FRM-000598), in which required remedial actions are also recorded, including a responsibility and timeline for completion. These shall be monitored to ensure that they are closed out in the required time frame.
5.3
ENVIRONMENTAL AND SUSTAINABILITY AUDITING
Internal (by Project Staff) Environmental and sustainability auditing is required to determine whether the environmental management system conforms to planned arrangements and is properly implemented and maintained. Internal audits will be completed on a quarterly basis (or as specified in the Project Audit Schedule) by the ESM (or delegate). Findings from the audits will be presented to the Connectus Construction Manager within two weeks of conducting the audit. Internal environmental and sustainability audits focus on environmental and sustainability matters within a single operational procedure or a group of related operational procedures (e.g. erosion and sediment control procedures, waste management reporting.) External Environmental and sustainability Audits (Connectus Parent Company Staff) will be completed as per the Project Audit Schedule, and at least annually, to assess the effectiveness of the Environmental Management System.
5.4
CORRECTIVE AND PREVENTIVE ACTION
Corrective or preventative actions identified during environmental audits shall be appropriate to the magnitude of the problem and appropriate to the environmental harm encountered. Ultimately the Project Manager has responsibility for closing out any corrective or preventative actions resulting from the environmental inspections, audits and external regulatory compliance monitoring. Additionally, assessment and follow-up reviews on the effectiveness of corrective and preventive actions will be undertaken and the outcomes documented, communicated and implemented. Compliance shall be included as a regular agenda item at management meetings and project meetings. Minutes from each meeting shall record and assign actions to individuals where appropriate.
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5.5
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REPORTING
Reporting requirements will evolve as the Project progresses. In the early phase emphasis is on the establishment of systems, controls and competence of all personnel, while later the emphasis will shift to monitoring performance. When nearing completion (as applicable) the focus will be on final reports to address approval requirements. The ESM is responsible for managing the Environmental Reporting Programme. The Project Director is responsible for submitting the reports required externally. Reporting requirements include:
Project internal reporting requirements;
Specific reporting to AC where required e.g. Project Complaints Register.
5.6
Reporting to AT and key stakeholders as specified within contract documents; and
DOCUMENT CONTROL
The ESM is responsible for ensuring all relevant documentation is submitted and maintained within the Project filing and document control system. Applicable documentation will include but not be limited to:
All environmental incidents reports and investigation outcomes;
Weekly and fortnightly environmental checklists and reports files by contractors;
Formal and informal audit and environmental inspection reports;
Any laboratory analysis submitted by external consulting groups;
Records of environmental training;
Chain of custody records; and
Minutes of meetings.
Planning documents will be managed in accordance with Connectus 040-E001-100 Project Document, Correspondence and Records Control. Documents will be stored in Connectus iTWOcx document management system, as described in 040-D009-000 iTWOcx Project Implementation Guide.
5.7
CEMP REVIEW
This CEMP (including sub-plans) will be updated, with the necessary certification by AC, throughout the course of the Project to reflect any changes to consent conditions, relevant legislation and material changes associated with changes to construction techniques or the natural environment. Additionally, they may be updated in response to any unforeseen adverse effects arising from construction or unresolved complaints. A review may also be initiated by AC in response to comments or recommendations received from AC (Team Leader Central Monitoring) or as a result of the CCP process. 5.7.1
Management Review
A management review of the CEMP and sub-plans will be undertaken at least annually by the Project Management team. The management review will be organised by the ESM. The review will take into consideration:
Site personnel comments;
Audit findings and recommendations; Page 81
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Environmental monitoring records;
Environmental complaints, incidents and emergencies;
Details of corrective and preventative actions;
Environmental non compliances;
Changes to organisational structure and roles and responsibilities;
On-going compliance with objectives, conditions and targets; and
Changes to industry best practice standards, legislation and other statutory requirements.
The review process will include looking at the environmental controls and procedures to make sure they are still applicable to the activities being carried out. Reasons for making changes to the CEMP will be documented. A copy of the original CEMP document and subsequent revisions will be kept for the Project records, and marked as obsolete. Each new/updated revision of the CEMP documentation will be issued with a revision number and date to eliminate obsolete CEMP documentation being used. Table 12 details what is required in the review for resource consent and designation conditions respectively. Table 12 Management Review Requirements Condition 37 (Resource Consent) The Consent Holder shall review the CEMP and other management plans at least annually or as a result of a material change to the Project; or to address unforeseen adverse effects arising from construction or unresolved complaints. Such a review may be initiated by either the Council (Team Leader Central Monitoring) or the Consent Holder and shall take into consideration: (a) Compliance with resource consent conditions, the CEMP, other management plans and material changes to these plans; (b) Any changes to construction methods; (c) Key changes to roles and responsibilities relating to the Project; (d) Changes in industry best practice standards; (e) Changes in legal or other requirements; (f) Results of monitoring and reporting procedures associated with the management of adverse effects during construction; (g) Any comments or recommendations received from Council (Team Leader Central Monitoring) or as a result of the CCP process regarding the CEMP and other management plans; and (h) Any complaints and any response to complaints and remedial action taken to address the complaint as required under Conditions 39 to 42
5.7.2
Condition 22.1 (NOR1) The CEMP and DWPs shall be reviewed at least annually or as a result of a material change to the City Rail Link project or to address unforeseen adverse effects arising from construction or unresolved complaints. Such a review may be initiated by either Auckland Council or the Requiring Authority. The review shall take into consideration: (a) Compliance with designation conditions, the CEMP, DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and material changes to these plans; (b) Any changes to construction methods; (c) Key changes to roles and responsibilities within the City Rail Link project; (d) Changes in industry best practice standards; (e) Changes in legal or other requirements; (f) Results of monitoring and reporting procedures associated with the management of adverse effects during construction; (g) Any comments or recommendations received from Auckland Council regarding the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs); and (h) Any unresolved complaints and any response to the complaints and remedial action taken to address the complaint as required under Condition 17.
Review Certification
Any change to the CEMP or management plans required by the resource consents shall be submitted to AC (Team Leader Central Monitoring) for certification and no activity reliant upon a change to the CEMP can be undertaken until the change has been certified. AT will request AC’s (Team Leader Central Monitoring) determination as to whether the proposed change can be certified, in writing, within 10 working days of submission of the change. Page 82
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Any material change proposed to the DWPs required by the designation conditions relating to an adverse effect shall be submitted for approval to the AC Compliance and Monitoring Officer, at least 10 working days prior to the proposed changes taking effect. If any changes are not agreed, the relevant provisions of the RMA relating to approval of outline plans shall apply. A register of approved changes of the CEMP and sub plans is located in Appendix R.
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APPENDICES VERSION CONTROL
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Appendices Version Control Table Appendix Name
Document Name(s)
Revision
Date
Appendix A : Conditions
‘CRL Designation Conditions’ ‘Decision following the hearing of an application for resource consents under the Resource Management Act 1991 (RMA)’ ‘CRLC2-SKE-0063’ ‘CRLC2-SKE-0064’ ‘CRLC2-SKE-0065’ ‘CRLC2-SKE-0066’ ‘CRLC2-SKE-0067’ ‘CRLC2-SKE-0068’ ‘CRLC2-SKE-0069’ ‘CRLC2-SKE-0070’ ‘CRLC2-SKE-0071’ ‘CRLC2-SKE-0078’ ‘CRLC2-SKE-0086’ ‘CRLC2-SKE-0087’ ‘CRLC2-SKE-0088’ ‘CRLC2-SKE-0408’ ‘CRLC2-SKE-0412’ ‘CRLC2-SKE-0413’ ‘CRLC2-SKE-0418’ ‘Transport, Access and Parking Delivery Work Plan’ ‘Social Impact and Business Disruption Delivery Work Plan’
-
21 October 2015 28 August 2015
B B B C B C C C C C C C C A A A A 5 6
29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 29 March 2016 2 June 2016 1 June 2016
‘Construction Noise and Vibration Delivery Work Plan’ ‘Site Specific Construction Noise and Vibration Management Plan: Customs Street Intersection’ ‘Site Specific Construction Noise and Vibration Management Plan: 41 Albert Street’ ‘Site Specific Construction Noise and Vibration Management Plan: Advanced Utilities Works’ ‘Site Specific Construction Noise and Vibration Management Plan: Albert Street Piling’
6 4
3 June 2016 3 June 2016
3
3 June 2016
3
3 June 2016
3
3 June 2016
Appendix B: Site Layout Plans
Appendix C: Transport, Access and Parking Delivery Work Plan Appendix D: Social Impact and Business Disruption Delivery Work Plan Appendix E: Construction Noise and Vibration Delivery Work Plan
Appendix F: Historic Character Delivery Work Plan Appendix G: Contamination Delivery Work Plan / Contaminated Soils Management Plan Appendix H: Air Quality Delivery Work Plan / Air Quality Management Plan Appendix I: Erosion and Sediment Control Plan (including Chemical Treatment Management Plan) Appendix J: Groundwater and Settlement Monitoring and Contingency Plan Appendix K: Industrial and Trade Activity Environmental Management Plan Appendix L: Trees and Vegetation Delivery Work Plan Appendix M: Utilities Relocation Method Appendix N: Network Utility Emergency Response Procedure Appendix O: Communication and Consultation Plan Appendix P: ISCA Requirements Appendix Q: Record of CLG and Independent Peer Review comments for CEMP Appendix R: Register of approved changes of the CEMP and Sub-plans Appendix S: Travel Management Plan Appendix T: Emergency Spill Response Plan Appendix U: Risk Register Service Relocation
‘Site Specific Construction Noise and Vibration Management Plan: Backfill and Reinstatement’ ‘Site Specific Construction Noise and Vibration Management Plan: District Court’ ‘Site Specific Construction Noise and Vibration Management Plan: Excavation’ ‘Site Specific Construction Noise and Vibration Management Plan: Stamford Plaza Hotel’ ‘Site Specific Construction Noise and Vibration Management Plan: Stamford Residences’ ‘Site Specific Construction Noise and Vibration Management Plan: Tunnel Construction’ ‘Historic Character Delivery Work Plan’ ‘Contamination Delivery Work Plan’
3
3 June 2016
3
3 June 2016
3
3 June 2016
7
25 May 2016
9
3 June 2016
3
3 June 2016
5 6
21 March 2016 1 June 2016
‘Air Quality Delivery Work Plan’
5
21 March 2016
‘Erosion And Sediment Control Plan’ ‘Chemical Treatment Management Plan’ -
4 4 -
21 March 2016 21 March 2016 -
‘Industrial and Trade Activities Environmental Management Plan’ ‘Trees and Vegetation Delivery Work Plan’ ‘Utilities Relocation Method’ Connectus Utilities Emergency Procedures’ ‘Communication and Consultation Plan’ ‘ISCA Requirements’ ‘Record Of CLG and Independent Peer Review Comments for CEMP’ ‘Register of Approved Changes of the CEMP and Sub-Plans’
4
21 March 2016
6 6 -
1 June 2016 1 June 2016 -
-
-
‘Temporary Traffic Management Plan’ ‘Emergency Spill Response Plan’ ‘Risk Register Service Relocation (Project / Facility No: 2719)’
3 4 -
25 November 2015 21 March 2016 19 January 2016
In association with:
ENABLING WORKS CONTRACT 2 Appendix A : Consent and Designation Conditions Separable Portion 1 – Cut and Cover Works
COMMERCIAL IN CONFIDENCE
Appendix A Conditions
Auckland City Rail Link
CRL Designation Conditions 21 October 2015
City Rail Link Notice of Requirement
Page 1
Contents Requiring Authority Designation Conditions – NoR 1, 2, 4, 5 and 6 DEFINITIONS GENERAL CONDITIONS Condition 1 Condition 2 Condition 3 PRE-CONSTRUCTION CONDITIONS Condition 4 – Appointment of Communication and Consultation Manager Condition 5 – Pre-Construction Communication and Consultation Plan Condition 6 – Network Utility Operators Condition 7 – Community Liaison Groups Condition 8 – Mana Whenua Consultation Condition 9 – Network Utility Operator Liaison CONSTRUCTION CONDITIONS Condition 10 – Outline Plan Requirements Condition 11 – Independent Peer Review of CEMP and DWPs Condition 12 – Availability of Outline Plan(s) Condition 13 – Monitoring of Construction Conditions Communication and Consultation Condition 14 – Contact Person Condition 15 – Communication and Consultation Plan Condition 16 – Communications – Notable Noise and Vibration Receivers Condition 17 – Concerns and Complaints Management Condition 18 – “One Network” Consultation Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs) Condition 19 – Preparation, Compliance and Monitoring Condition 20 – CEMP Requirements Condition 21 – CEMP Construction Works Requirements Condition 22 – Review Process for CEMP and DWPs
City Rail Link Notice of Requirement
Page 2
Condition 23 – Update of CEMP and DWPs following review Condition 24 – Network Utilities Transport, Access and Parking Condition 25 – General Transport, Access and Parking Condition 26 – Monitoring of Transport Network Congestion Condition 27 – Transport, Access and Parking: Specific Requirements (Britomart to Mayoral Drive) Condition 28 – Transport, Access and Parking: Specific Requirements (Karangahape Station Area) Condition 29 – Transport, Access and Parking: Specific Requirements (Newton Station Area) Condition 30 – Transport, Access and Parking: Specific Requirements (NAL Area) Noise and Vibration Condition 31 – Project Standards – Construction Noise Condition 32 – Project Standards – Blasting Noise Condition 33 – Project Standards – Construction Vibration Condition 34 – Project Standards – Construction Vibration (Amenity) Condition 35 – Project Standards – MediaWorks Condition 36 – Construction Noise and Vibration DWP Condition 37 – Site Specific Construction Noise Management Plan (SSCNMP) Condition 38 – Site Specific Construction Vibration Management Plan (SSCVMP) Condition 39 – Notable Noise and Vibration Receivers Condition 40 – Construction Noise and Vibration Management Plan – MediaWorks Built Heritage/Archaeology Condition 41 – Historic Character – Built Heritage Condition 42– Historic Character – Archaeology Condition 43 – Heritage Advisory Group and Composition Condition 44 – Heritage Advisory Group Function Condition 45 – Bluestone Wall Management Plan Building Condition Surveys Condition 46 – Process for Building Condition Surveys Urban Design Condition 47 – Urban Design Principles
City Rail Link Notice of Requirement
Page 3
Condition 48 – Mitigation Planting Requirements Condition 49 – Engagement with Mana Whenua and the Mana Whenua Principles Condition 50 – Specific Area Requirements: Britomart to Aotea Station Condition 51 – Specific Area Requirements: Karangahape Station area Condition 52 – Specific Area Requirements: Newton Station area Condition 53 – Specific Area Requirements: North Auckland Line area Condition 54 – Station Plan Requirements Trees and Vegetation Condition 55 – Trees and Vegetation DWP Public Art Condition 56 – Public Art DWP Contamination Condition 57 – Contamination DWP Condition 58 – Contamination Validation Report at Completion of Construction Air Quality Condition 59 – Air Quality DWP Social Impact and Business Disruption Condition 60 – Property Management Strategy Condition 61 – Social Impact and Business Disruption DWP Specific Design Requirements Condition 62 – Specific Design Requirements relating to 152 Vincent Street OPERATIONAL CONDITIONS Condition 63 – Operational Rail Vibration Condition 64 – Operational Noise – Mechanical Ventilation Plant Condition 65 – Operational Noise and Vibration Management Plan (ONVMP) Condition 66 – Operational Noise and Vibration Management – Mediaworks ADVICE NOTES APPENDIX ONE – Buildings for Consideration as to Building Condition Surveys APPENDIX TWO – Heritage Buildings for Consideration as to Building Condition Surveys
City Rail Link Notice of Requirement
Page 4
Requiring Authority Designation Conditions – NoR 3 Condition 1 Condition 2 Condition 3 Condition 4 Condition 5 ADVICE NOTES
City Rail Link Notice of Requirement
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Requiring Authority Designation Conditions – NoR 1, 2, 4, 5 and 6
Condition Number
Condition
NoR Applies to
DEFINITIONS 1 2 4 5
Consult Consulting Consultation
The process of providing information about the construction works, and receiving for consideration, information from stakeholders, directly affected and affected in proximity parties, regarding those effects and proposals for the management and mitigation of them.
6 1 4 5
Fully operational traffic lane
May include a traffic lane that is subject to a reduced speed limit, or one which may have a temporary reduction in the lane width, due to construction activity.
Two way access
Access into and out from a site or a road. This access may include restrictions (eg. left in, left out) where these are specified within the relevant conditions.
6 1 4 5 6
1 2 4 5
Receivers that undertake activities within spaces that rely on a particularly low noise and vibration environment. For these designations these spaces are defined as: Notable Noise and Vibration Receivers
6
Public Performance Theatres;
Recording Studios, both sound and television (including Mediaworks, except the specific spaces addressed by Condition 35);
In relation to sensitive equipment - Medical Facilities and Scientific Laboratories;
In relation to the requirement to record witness statements - The Auckland District Court in Albert Street
Receivers that may be disturbed during rest, concentration, communication or prayer. For these designations these include (but are not limited to): 1 2 4 5
Sensitive Noise and Vibration Receivers
6
1 2 4
Site Specific Construction Noise and
Dwellings
Offices
Schools, including Child Care Centres and tertiary facilities
Libraries
Hospitals
Rest Homes
Marae and other Cultural Centres
Churches
Hotels or other accommodation facilities
These include site specific construction noise management plans (SSCNMP), site specific construction vibration plans (SSCVMP), or a combination of both noise and vibration in one plan (SSCNVMP) to
City Rail Link Notice of Requirement
Page 6
Condition Number
Condition
NoR Applies to
5 6
Vibration Management Plans
address the effects from the construction activity on notable or sensitive receivers.
1 2 4 5
Best practicable option
Has the meaning under the Resource Management Act 1991 and, for the purpose of these conditions, comprises the best practicable option for minimising the effects of any construction activity (including effects on the transport network or heritage values) on the receiver.
Historic Character
This includes heritage buildings, sites and places identified in the New Zealand Historic Places Trust register or in the Auckland Council District Plan (Isthmus or Central Area Sections) or as specifically identified in conditions.
6 1 2 4 5 6
Mana whenua for the purpose of this designation are considered to be the following (in no particular order), who at the time of Notice of Requirement expressed a desire to be involved in the City Rail Link Project: 1 2 4
Mana Whenua
5 6
1 2 4
Material change
5 6
4 5 6
Ngati Maru
Ngati Paoa
Ngai Tai ki Tamaki
Ngati Te Ata
Ngati Whatua o Orakei
Te Akitai
Te Kawerau o maki
Ngati Tamaoho
Material change will include amendment to any base information informing the CEMP or other Plan or any process, procedure or method of the CEMP or other Plan which has the potential to materially increase adverse effects on a particular receiver. For clarity, changes to personnel and contact schedules do not constitute a material change. Delivery Work Plans will contain specific objectives and methods for avoiding, remedying or mitigating effects and address the following topics: (a) Transport, Access and Parking; (b) Construction noise and vibration;
1 2
Delivery Work Plans
(c)
Historic Character (including Archaeology);
(d) (e)
Urban Design (including landscape and station plans); Trees and vegetation;
(f) (g)
Social Impact and Business Disruption; Air quality;
(h)
Public Art; and
City Rail Link Notice of Requirement
Page 7
Condition Number
Condition
NoR Applies to
(i)
Contamination.
1 2 4 5 6 6
Peak Particle Velocity
The maximum component peak vibration level (in mm/s) measured in any of three orthogonal axes (vertical, transverse, longitudinal).
MediaWorks
MediaWorks means any television, radio and/or interactive media facilities which broadcast from the MediaWorks site (including any successor which conducts the same activities). MediaWorks site means the properties at 2-3 Flower Street and 44-52 New North Road included within the following:
6
MediaWorks site
6
MediaWorks building
6
Studio 1
Lot 1 DP 84213
NA40B/1323
Lot 2 DP 49561
NA2063/54
Lot 4 Section 3 Deeds Plan 45(blue)
NA557/190
Part Lot 5 Section 3 Deeds Plan 45 Blue
NA557/144
Lot 1 DP 60771
NA15C/727
MediaWorks building means the building located at 3 Flower Street, directly adjacent to Nikau Street. Studio 1 means the main broadcasting studio at the MediaWorks building as shown on Diagram 1.
ABBREVIATIONS CEMP
Construction Environmental Management Plan
DWP
Delivery Work Plan
NoR
Notice of Requirement
ONVMP
Operational Noise and Vibration Management Plan
PPV
Peak Particle Velocity
SSCNVMP
Site Specific Noise and Vibration Management Plan
GENERAL CONDITIONS 1 2 1
4 5 6
1.1. Except as modified by the conditions below and subject to final detailed design, the City Rail Link Project shall be undertaken in general accordance with the information provided by the Requiring Authority in the Notice of Requirement dated 23 August 2012 and supporting documents (as updated by information provided by the Requiring Authority up until the close of the Hearing and during the course of Environment Court proceedings) being:
City Rail Link Notice of Requirement
Page 8
Condition Number
Condition
NoR Applies to
(a) Assessment of Environmental Effects report (contained in Volume 2 of the Notice of Requirement suite of documents, dated 15 August 2012 Rev B); (b) Supporting environmental assessment reports (contained in Volume 3 of the Notice of Requirement suite of documents, dated August 2012); (c) The Concept Design Report (contained in Volume 2 of the Notice of Requirement suite of documents, dated 13 August 2012 Rev 3); (d) Plan sets: (i) Land requirement plans (contained in Volume 1 of the Notice of Requirement suite of documents, dated 15 August 2012 and GIS-4214293-100-10 Rev 5 as amended for 32 Normanby Road, dated 14 September 2015); (ii) Plans contained in the Concept Design Report Appendices (contained in Volume 3 of the Notice of Requirement suite of documents, dated 13 August 2012 Rev 3).; (iii) Plan CIV-000-DRG-0001 attached at Appendix 1 to these Conditions. (e) Information provided in response to the Section 92 requests and/or in advance of the Council’s section 42A report, including the following: (i) “City Rail Link Notice of Requirement: Social Impact Assessment” prepared by Beca Carter Hollings & Ferner Ltd (Beca), dated 19 April 2011 (approved for release 19 April 2013); (ii) “City Rail Link – Supplementary Report: Traffic Modelling of Alternative Construction Scenarios” prepared by Flow Transportation Specialists Ltd, dated 22 May 2013. (f) Evidence (including supplementary evidence) provided prior to and at the Council hearing, including but not limited to: (i) Statement of Evidence by Ian Clark (Transport) dated 2 July 2013; (ii) “Drawing 0220, Revision B” dated 20 August 2013, being part of the City Rail Link Project: Mt Eden Worksite set by Aurecon, submitted as part of the Second Supplementary Statement of Evidence of William (Bill) Russell Newns for Auckland Transport; (iii) “City Rail Link Notice of Requirement: Outline Plan Process and Environmental Management Plan System (Indicative)” prepared by Beca Carter Hollings & Ferner Ltd, dated 27 September 2013; (iv) “City Rail Link: Indicative Communication and Consultation Plan” prepared by Auckland Transport, dated September 2013; “Outline Social Impact and Business Disruption Delivery Work Plan” submitted as Attachment A to the Statement of Evidence of Amelia Joan Linzey (Beca Carter Hollings & Ferner Ltd), dated 26 September 2013. (g) All material and evidence (including rebuttal evidence) provided by the Requiring Authority in the Environment Court proceedings (ENV-2014-AKL-000057). 1.2 Where there is inconsistency between: (a) The documents listed above and these conditions, these conditions shall prevail; (b) The information and plans lodged with the requirements and presented at the Council Hearing and during the course of Environment Court proceedings, the most recent information and plans shall prevail; (c) The indicative management plans and evidence presented at the Council Hearing and the management plans (DWPs, CEMP, etc) required by the conditions of these designations and submitted through the Outline Plan, the requirements of the management plans shall prevail.
City Rail Link Notice of Requirement
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Condition Number
1 2 2
Condition
NoR Applies to
4 5
2.1 In accordance with section 184(1) of the Resource Management Act 1991 (the RMA), these designations shall lapse if not given effect to within 15 10 years from the date on which they are confirmed.
6 3.1 As soon as reasonably practicable, and no later than the point at which any part or parts of the City Rail Link become operational, the Requiring Authority shall: 1 2 3
4 5 6
(a) Review the area and volume of land designated for the City Rail Link; (b) Identify any areas of designated land that are either no longer necessary for construction of the City Rail Link (if the City Rail Link has been constructed in part), or no longer necessary for the on-going operation and/or maintenance of the City Rail Link or for on-going mitigation measures; and (c) Give notice in accordance with Section 182 of the RMA for the removal of those parts of the designation identified in (b) above.
PRE-CONSTRUCTION CONDITIONS Appointment of Communication and Consultation Manager
4
1 2 4 5 6
4.1 Within three months of the confirmation of the designation the Requiring Authority shall appoint a Communication and Consultation Manager to implement the Pre-construction Communication and Consultation Plan (Condition 5). The Communication and Consultation Manager shall be the main and readily accessible point of contact for persons affected by or interested in the City Rail Link Project until the commencement of the construction phase of the Project, or the contact person under Condition 14 is appointed. 4.2 The Communication and Consultation Manager’s contact details (or, if appointed under Condition 14, that contact persons details) shall be listed in the Pre-construction Communication and Consultation Plan and listed on the Requiring Authority website, the City Rail Link Website, and the Auckland Council website. Pre-Construction Communication and Consultation Plan
5
1 2 4 5 6
5.1 The objective of the Pre-construction Communication and Consultation Plan is to set out a framework to ensure appropriate communication and consultation is undertaken with the community, stakeholders, affected parties and affected in proximity parties prior to the commencement of construction of the City Rail Link. 5.2 The Requiring Authority shall prepare a Pre-Construction Communication and Consultation Plan. This Plan shall be submitted to Auckland Councils Major Infrastructure Projects Team Manager, within 2 months of the Designation being confirmed, for confirmation that the Plan has been prepared in accordance with this condition. 5.3 The Plan shall be implemented and complied with within 3 months from the confirmation of the designations until the commencement of the construction of the City Rail Link. 5.4 This Plan shall set out recommendations and requirements (as applicable) that should be adopted by and/or inform the development of the CEMP and DWPs. 5.5 The Pre-construction Communication and Consultation Plan shall set out how the Requiring Authority will: (a) Inform the community of Project progress and likely commencement of construction works and programme; (b) Engage with the community in order to foster good relationships and to provide
City Rail Link Notice of Requirement
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Condition Number
Condition
NoR Applies to
opportunities for learning about the Project; (c) Obtain (and specify reasonable timeframes for) feedback and input from Stakeholders, directly affected and affected in proximity parties regarding the development of the CEMP and DWPs; (d) Respond to queries and complaints. Information shall include but not be limited to: (i) Who is responsible for responding; (ii) How responses will be provided; (iii) The timeframes that the responses will be provided within. (e) Where feedback (in accordance with this condition) is provided, the Pre-construction Communication and Consultation Plan shall articulate how that feedback has informed the development of the CEMP and DWPs and where it has not, reasons why it hasn’t; (f) Provide updates on the property acquisition process as well as the management strategy for properties acquired by the Requiring Authority for the construction of the City Rail Link. 5.6 The Pre-Construction Communication and Consultation Plan shall be prepared in consultation with Stakeholders, directly affected parties and affected in proximity parties including, but not limited to: (a) All property owners and occupiers (including, subject to Condition 61.5, sub lessees) identified within the designation footprint; (b) All property owners and occupiers adjacent to construction sites (Britomart and Albert Street (NoR 1), Karangahape Road (NoR 4), Newton Station (NoR 5), and the main construction site including grade separation works at Normanby Road and Porters Ave (NoR 6)); (c) New Zealand Historic Places Trust (NZHPT); (d) Department of Corrections; (e) Ministry of Justice; (f) MediaWorks; (g) Network Utility Operators; (h) Bear Park Early Childhood Centre; (i) Body Corporate 164980 & Tenham Investments Limited (j) Community Liaison Group(s) (refer Condition 7); 5.7 The Pre-construction Communication and Consultation Plan shall, as a minimum, include: (a) A communications framework that details the Requiring Authority’s communication strategies, the accountabilities, frequency of communications and consultation, the range of communication and consultation tools to be used (including any modern and relevant communication methods, newsletters or similar, advertising etc.), and any other relevant communication matters; (b) Details of the Communication and Consultation Manager for the pre-construction period (Condition 4 of this designation) including their contact details (phone, email and postal address); (c) The methods for identifying, communicating and consulting with stakeholders, directly affected parties and affected in proximity parties and other interested parties. Such methods shall include but not be limited to: (i) Newsletters; (ii) Newspaper advertising;
City Rail Link Notice of Requirement
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Condition Number
Condition
NoR Applies to
(iii) Notification and targeted consultation with stakeholders, affected parties and affected in proximity parties; and (iv) The use of the project website for public information. (d) The methods for identifying, communicating and consulting with the owners of 1 Queen Street (HSBC House) and 21 Queen Street (Zurich House) regarding the development of the City Rail Link design and construction methodology between Britomart Transport Centre and Customs Street (through the Downtown Shopping Centre site). (e) The methods for communicating and consulting with mana whenua for the implementation of mana whenua principles for the project (refer to condition 8 and 48); (f) The methods for communicating and consulting with the Community Liaison Group(s); (g) How communication and consultation activity will be recorded; and (h) Methods for recording reasonably foreseeable future planned network utility works so that these can be considered and incorporated, where appropriate, into the City Rail Link design. 5.8 The Pre-construction Communication and Consultation Plan will be publicly available once finalised and for the duration of construction. Network Utility Operators 6.1 Under s 176(1)(b) of the Resource Management Act 1991 (RMA) no person may do anything in relation to the designated land that would prevent or hinder the City Rail Link, without the prior written consent of the Requiring Authority.
1 2 6
4 5 6
6.2 In the period before construction begins on the City Rail Link (or a section thereof), the following activities undertaken by Network Utility Operators will not prevent or hinder the City Rail Link, and can be undertaken without seeking the Requiring Authority’s written approval under section 176(1)(b) of the RMA: (a) Maintenance and urgent repair works of existing Network Utilities; (b) Minor renewal works to existing Network Utilities necessary for the on-going provision or security of supply of Network Utility Operations; (c) Minor works such as new property service connections; (d) Upgrades to existing Network Utilities within the same or similar location with the same or similar effects on the City Rail Link designation. 6.3 For the avoidance of doubt, in this condition an “existing Network Utility” includes infrastructure operated by a Network Utility Operator which was: (a) In place at the time the notice of requirement for the City Rail Link was served on Auckland Council (23 August 2012); or (b) Undertaken in accordance with this condition or the section 176(1)(b) RMA process. Community Liaison Groups
7
1 2 4 5 6
7.1 Within three months of the confirmation of the designations the Requiring Authority shall, in consultation with the Auckland Council, establish at least one Community Liaison Group in each of the following key construction areas: (a) Britomart and Albert Street (NoR 1) (b) Karangahape Road (NoR 4) (c) Newton Station (NoR 5) (d) Main Construction site (NoR 6)
City Rail Link Notice of Requirement
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Condition Number
Condition
NoR Applies to
7.2 The number of Groups shall be confirmed with the Auckland Council. 7.3 The membership of the Community Liaison Group(s) shall include representative(s) of the Requiring Authority and be open to all directly affected and affected in proximity parties to the Project including, but not limited to the following: (a) Representative(s) for and/or directly affected and affected in proximity property owners and occupiers; (b) CBD Residents Advisory Group; (c) The Karangahape Road Business Association; (d) Eden Terrace Business Association; (e) Heart of the City; (f) Roman Catholic Diocese of Auckland; (g) St Patrick’s Cathedral; and (h) St Benedict’s Parish. 7.4 In addition to the requirements in Condition 5, the purpose of the Groups shall be to: (a) Provide a means for receiving regular updates on Project progress; (b) Monitor the effects of constructing the Project on the community by providing a regular forum through which information about the Project can be provided to the community. (c) Enable opportunities for concerns and issues to be reported to and responded by the Requiring Authority. (d) Provide feedback on the development of the CEMP and DWPS. (e) Proposed potential joint initiatives to the Requiring Authority for the Property Management Strategy regarding the interim use of properties including vacant land acquired for the construction of the City Rail Link. 7.5 The Requiring Authority will consult with the Groups in respect of the development of the CEMP and DWPs. 7.6 The Requiring Authority will appoint one or more persons appropriately qualified in community consultation as the Community Consultation Advisor(s) to: (a) Provide administrative assistance to the Groups; (b) Ensure the Groups are working effectively (including the development of a Code of Conduct) and appropriate procedures for each Group; and (c) Act as a community consultation advisor to the Group. 7.7 The Requiring Authority will use its best endeavours to ensure that the Groups meet at least annually until the commencement of construction and then at least once every three months or as otherwise required once construction commences. 7.8 Once construction has commenced the Requiring Authority will provide an update at least every three months (or as otherwise agreed) to the Groups on compliance with the designation conditions and the CEMP and DWP and any material changes to these plans. 7.9 The Requiring Authority shall provide reasonable administrative support for the Groups including organising meetings at a local venue, inviting all members of the Groups, as well as the taking and dissemination of meeting minutes. 7.10The Groups shall continue for the duration of the construction phase of the Project and for six months following completion of the Project. 8
1 2
Mana Whenua Consultation 8.1 Within three months of the confirmation of the designations the Requiring Authority shall establish a kaitiaki or mana whenua forum to provide for an on-going role in the design
City Rail Link Notice of Requirement
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Condition Number
Condition
NoR Applies to
4 5 6
and construction of the CRL Project. 8.2 The frequency at which the forum meets shall be agreed between the Requiring Authority and mana whenua. 8.3 The role of the mana whenua forum may include the following: (a) Developing practical measures to give effect to the principles in the Urban Design DWP (refer to Condition 49); (b) Input into, where practicable, the design of the stations (refer to Condition 54); (c) Input into the preparation of the CEMP and DWPs; (d) Working collaboratively with the Requiring Authority around built heritage and archaeological matters; (e) Undertaking kaitiakitanga responsibilities associated with the City Rail Link Project, including monitoring, assisting with discovery procedures, and providing mÄ tauranga MÄ ori input in the relevant stages of the Project; and (f) Providing a forum for consultation with mana whenua regarding the names for the City Rail Link stations, noting that there may be formal statutory processes outside the project (such as the New Zealand Geographic Board) which may be involved in any decision making on station names. 8.4 The mana whenua forum may provide written advice to the Requiring Authority in relation to any of the above matters. The Requiring Authority must consider this advice and the means by which any suggestions may be incorporated in the City Rail Link project. Network Utility Operator Liaison 9.1 The Requiring Authority and its contractor shall: (a) Work collaboratively with Network Utility Operators during the development of the further design for the City Rail Link to provide for the ongoing operation and access to network Utility operations;
1 2 9
4 5 6
(b) Undertake communication and consultation with Network Utility Operators as soon as reasonably practicable, and at least once prior to construction timing being confirmed and construction methodology, and duration being known; and (c) Work collaboratively with Network Utility Operators during the preparation and implementation of the CEMP (Condition 24) and DWPs in relation to management of adverse effects on Network Utility Operations. 9.2 A summary of the communication and consultation undertaken between the Requiring Authority and Network Utility Operators prior to construction commencing shall be provided as part of the Outline Plan. 9.3 The Requiring Authority shall undertake on-going communication and consultation with Network Utility operators throughout the duration of construction, including in relation to changes envisaged by Conditions 22 and 23 affecting Network Utility Operations to ascertain whether or not any changes or updates to the CEMP Network Utilities section are required to address unforeseen effects.
CONSTRUCTION CONDITIONS
10
1
Outline Plan Requirements
2
10.1The Requiring Authority shall submit an Outline Plan to the Auckland Council for the construction of the City Rail Link in accordance with section 176A of the RMA. The Outline Plan shall include: (a) The Communication and Consultation Plan (Condition 15);
4 5
City Rail Link Notice of Requirement
Page 14
Condition Number
Condition
NoR Applies to
6
(b) The Construction Environmental Management Plan (CEMP); (c) Delivery Work Plans (DWPs); (d) Site Specific Construction Noise/Vibration Management Plans (SSCNVMPs) and Notable Receiver Management Plans; and (e) Any other information required by the conditions of this designation associated with the construction of the City Rail Link. 10.2The plans listed in Condition 10.1 above must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, and any recommendations received as part of the Independent Peer Review Panel process (where applicable), along with a clear explanation of where any affected party comments or peer review recommendations have not been incorporated, and the reasons why not. 10.3The Requiring Authority may choose to give effect to the designation conditions associated with the construction of the City Rail Link: (a) Either at the same time or in parts; (b) By submitting one or more: (i) Communication and Consultation Plans; (ii) CEMP; (iii) DWPs; and (iv) SSCNVMPs, SSCNMPs and SSCVMPs 10.4These plans should clearly show how the part integrates with adjacent City Rail Link construction works and interrelated activities. This particularly applies where the Urban Design DWP is submitted as a number of plans. 10.5Early engagement will be undertaken with Auckland Council in relation to preparation and submission of the Outline Plan to establish a programme for the Outline Plan process to ensure achievable timeframes for both parties. 10.6All works shall be carried out in accordance with the Outline Plan(s) required by this condition. Independent Peer Review of CEMP and DWPs
1 2 11
4 5 6
11.1Prior to submitting the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) to Auckland Council for the construction of the City Rail Link, the Requiring Authority shall engage suitably qualified independent specialists agreed to by Auckland Council to form an Independent Peer Review Panel. The purpose of the Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39), and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions. 11.2The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included in the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition. 11.3The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) submitted to Auckland Council shall demonstrate how the recommendations from the independent peer reviewers have been incorporated, and,
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Condition Number
Condition
NoR Applies to
where they have not, the reasons why not. 11.4In reviewing an Outline Plan submitted in accordance with these designation conditions, Auckland Council shall take into consideration the independent specialist peer review undertaken in accordance with this condition and any additional information provided to Auckland Council by affected parties. Availability of Outline Plan(s) 1 2 12
4 5 6
1 2 13
4 5 6
12.1For the duration of construction the following plans and any material changes to these plans shall be made available for public viewing on the Project web site: (a) CEMP; (b) DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs); and (c) Communication and Consultation Plan. 12.2A copy of these Plans will also be held and made available for viewing at each construction site. Monitoring of Construction Conditions 13.1The Requiring Authority, its contractor team, and the Auckland Council Consent Monitoring officer(s) shall establish and implement a collaborative working process for dealing with day to day construction processes, including monitoring compliance with the designation conditions and with the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and any material changes to these plans associated with construction of the City Rail Link. 13.2This collaborative working process shall: (a) Operate for the duration of the construction works and for 6 months following completion of construction works where monitoring of designation conditions is still required, unless a different timeframe is mutually agreed between the Requiring Authority and the Auckland Council; (b) Have a “key contact” person representing the Requiring Authority and a “key contact” person representing the contractor team to work with the Auckland Council Consent Monitoring officer(s); (c) The “key contacts” shall be identified in the CEMP and shall meet at least monthly unless a different timeframe is agreed with the Auckland Council Consent Monitoring officer(s). The purpose of the meeting is to report on compliance with the designation conditions and with the CEMP, DWPs and material changes to these plans and on any matters of non-compliance and how they have been addressed; (d) Once construction has commenced, the Requiring Authority and / or the contractor shall provide an update to the Community Liaison Groups (Condition 7 of this designation) at least once every 3 months, or if in accordance with Condition 7 these groups meet more regularly, at least once every two months. 13.3The purpose and function of the collaborative working process is to: (a) Assist as necessary the Auckland Council Consent Monitoring officer(s) to confirm that: (i) The works authorised under these designations are being carried out in compliance with the designation conditions, the CEMP, DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and any material changes to these plans; (ii) The Requiring Authority and its contractor are undertaking all monitoring and the recording of monitoring results in compliance with the requirements of the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and any material changes to these plans;
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(b) Subsequent to a confirmed Outline Plan, provide a mechanism through which any changes to the design, CEMP or DWPs, which are not material changes requiring approval under Condition 10 triggering the requirement for a new Outline Plan, can be required, reviewed and confirmed; (c) Advise where changes to construction works following a confirmed Outline Plan require a new CEMP or DWP (including SSCNVMPs, SSCNMPs and SSCVMPs); (d) Review and identify any concerns or complaints received from, or related to, the construction works monthly (unless a different timeframe is mutually agreed with the Auckland Council Consent Monitoring officer) and adequacy of the measures adopted to respond to these. Communication and Consultation
14
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Contact Person 14.1The Requiring Authority shall make a contact person available 24 hours seven days a week for the duration of construction for public enquiries on the construction works.
Communication and Consultation Plan 15.1The objective of the Communication and Consultation Plan is to set out a framework to ensure appropriate communication and consultation is undertaken with the community, stakeholders, affected parties and affected in proximity parties during the construction of the City Rail Link. 15.2The Requiring Authority shall prepare a Communication and Consultation Plan which shall be implemented and complied with for the duration of the construction of the City Rail Link. 15.3The Communication and Consultation Plan shall set out how the Requiring Authority will: (a) Inform the community of construction progress and future construction activities and constraints that could affect them; (b) Provide early information on key Project milestones;
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(c) Obtain and specify a reasonable timeframe (being not less than 10 working days), for feedback and inputs from directly affected and affected in proximity parties regarding the development (as part of the review process provided by Condition 22) and implementation of the CEMP or DWPs (including SSCNVMPs, SSNMPs and SSCVMPs); and (d) Respond to queries and complaints including but not limited to: (i) Who is responsible for responding; (ii) How responses will be provided; (iii) The timeframes that responses will be provided within. 15.4The Communication and Consultation Plan shall as a minimum include: (a) A communications framework that details the Requiring Authority’s communication strategies, the accountabilities, frequency of communications and consultation, the range of communication and consultation tools to be used (including any modern and relevant communication methods, newsletters or similar, advertising etc), and any other relevant communication matters; (b) The Communication and Consultation Manager for the Project including their contact details (phone, email and postal address); (c) The methods for identifying, communicating and consulting with persons affected by
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Condition Number
Condition
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the project including but not limited to: (i) All property owners and occupiers within the designation footprint (ii) All property owners and occupiers adjacent to construction sites (Britomart and Albert Street (NoR 1), Karangahape Road (NoR 4), Newton Station (NoR 5), Main Construction site and the works at Normanby Road and Porters Ave (NoR 6)) (iii) New Zealand Historic Places Trust (NZHPT) (iv) Department of Corrections (including the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road) (v) Ministry of Justice (including but not limited to) confirming the details of the contact person required under Condition 14 of this designation, and to provide appropriate details (including but not restricted to timing, duration, scale, noise effects, vibration effects, access restrictions, and disruption to utilities) in respect to any works impacting the operation of the Auckland District Court at 65-71 Albert Street, Auckland. Communication and consultation of such details should be provided to the Ministry of Justice Auckland Property Programme Manager at least 9 months prior to the commencement of such works. (vi) Media Works (vii) Community Liaison Group(s) (refer Condition 7); (viii) Bear Park Early Childhood Centre; (ix) Body Corporate 164980 and Tenham Investments Ltd; (x) Network Utility Operators, including the process:
To be implemented to capture and trigger where communication and consultation is required in relation to any material changes affecting the Network Utilities;
For the Requiring Authority to give approval (where appropriate) to Network Utility Operators as required by section 176(1)(b) of the RMA during the construction period;
For obtaining any supplementary authorisations (including but not limited to resource consents (including those required under a National Environmental Standard) and easements);
For inspection and final approval of works by Network Utility Operators; and
For implementing conditions 9, 22, 23, and 24 of this designation in so far as they affect Network Utility Operations.
(d) How stakeholders and persons affected by the project will be notified of the commencement of construction activities and works, the expected duration of the activities and works, and who to contact for any queries, concerns and complaints; (e) How stakeholders and persons affected by the project will be consulted in the development and review of the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs), including specifying reasonable timeframes for feedback; (f) Methods for communicating in advance temporary traffic management measures and permanent changes to road networks and layouts to directly affected and in proximity parties, bus (public and private) operators, taxi operators, bus users, and the general public; (g) Methods for communicating in advance to surrounding communities (including sensitive noise and vibration receivers) which must be notified at least 24 hours in advance where construction activities are predicted to:
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Condition Number
NoR Applies to
Condition
(i) Exceed the noise limits (refer Condition 31); or (ii) Exceed a vibration limit (refer Conditions 33 and 34); or (iii) Be within 200m of a blast site (refer Condition 32). Further provisions for Notable Noise and Vibration Receivers are contained in Condition 16. (h) Methods for communicating in advance proposed hours of construction activities outside of normal working hours and on weekends and public holidays, to surrounding communities, and methods to record and deal with concerns raised about such hours; (i) Methods for communicating and consulting with mana whenua for the duration of construction and implementation of mana whenua principles for the project (refer to Conditions 8 and 49); (j) Methods for communicating and consulting with the Auckland Council Parks Department regarding works to be undertaken to any trees on public land (streets, squares, etc.) located within the City Rail Link surface designation footprint, including how trees not being removed, or in close proximity to the surface designation footprint where works are occurring, will be protected; (k) Methods for communicating and consulting in advance of construction works with emergency services (Police, Fire, Ambulance) on the location, timing and duration of construction works, and particularly in relation to temporary road lane reductions and/or closures and the alternative routes or detours to be used, with specific detail around the management of the Fire and Ambulance from their central stations on Pitt Street; (l) A list of Stakeholders, directly affected and affected in proximity parties to the construction works who will be communicated with; (m) How communication and consultation activity relating to construction activities and monitoring requirements will be recorded; and (n) Methods for communicating and consulting with the Department of Corrections (including the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road), to confirm the details of the contact person required under Condition 14 of this designation, and in respect of any works impacting on access or works in proximity to the Mt Eden Corrections Facility and the Boston Road Community Corrections site; including temporary traffic management measures and permanent changes to road networks and layouts which may impact on access to and from the Facility and the motorway network. 15.5The Communication and Consultation Plan shall also include (as relevant) linkages and cross-references to the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs). 15.6The Communication and Consultation Plan shall include a summary of the communication and consultation undertaken between the Requiring Authority and parties as required by the Pre-construction Communication and Consultation Plan. The summary shall include any outstanding issues or disputes raised by parties. The Communication and Consultation Plan shall be reviewed six monthly for the duration of construction and updated if required. Any updated Communication and Consultation Plan shall be provided to the “key contacts� (see Condition 13) and the Auckland Council Consent Monitoring officer for review and agreement on any further action to be undertaken. Any further action recommended as a result of this review shall be undertaken by the Communication and Consultation Manager for the City Rail Link and confirmation of completion provided back to the Auckland Council Consent Monitoring officer. 15.7If, in the course of amendments undertaken as part of the review process, a material
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Condition
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change to the Communication and Consultation Plan is made, those parties affected by the change shall be notified within 1 month of the material change occurring. Communications – Notable Noise and Vibration Receivers
1 16
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16.1A SSCNVMP shall be prepared for all Notable Noise and Vibration Receivers (refer Condition 39). As part of the SSCNVMP (and further to Condition 15 of this designation), the Requiring Authority shall undertake communication and consultation, as soon as reasonably practicable (and at least once following confirmation of construction timing and methodology), with any Notable Noise and Vibration Receivers located within 200 metres of blasting, or within 100 metres (either horizontally or vertically) of the designation footprint for other construction activities. Communication and consultation with these parties should focus on a collaborative approach to manage the adverse effects from construction noise and vibration while works are undertaken in the vicinity. 16.2The Requiring Authority shall undertake on-going communication and consultation with notable noise and vibration receivers throughout the duration of construction occurring in the vicinity. This communication shall be reported back to the “key contacts” (see Condition 13) and the Auckland Council Consent Monitoring officer for their review and confirmation of any further action to be undertaken. The Auckland Council Consent Monitoring Officer shall advise the Requiring Authority of its recommendation within 10 working days of receiving this information from the Requiring Authority. Concerns and Complaints Management 17.1Upon receiving a concern or complaint during construction, the Requiring Authority shall instigate a process to address concerns or complaints received about adverse effects. This shall: (a) Identify of the nature of the concern or complaint, and the location, date and time of the alleged event(s); (b) Acknowledge receipt of the concern or complaint within 24 hours of receipt; (c) Respond to the concern or complaint in accordance with the relevant management plan , which may include monitoring of the activity by a suitably qualified expert, implementation of mitigation measures, and, in the case of noise and / or vibration, preparation of a site specific noise and / or vibration management plan (in accordance with Conditions 37 and 38);
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17.2A record of all concerns and / or complaints received shall be kept by the Requiring Authority. This record shall include: (a) The name and address of the person(s) who raised the concern or complaint (unless they elect not to provide this) and details of the concern or complaint; (b) Where practicable, weather conditions at the time of the concern or complaint, including wind direction and cloud cover if the complaint relates to noise or air quality; (c) Known City Rail Link construction activities at the time and in the vicinity of the concern or complaint; (d) Any other activities in the area unrelated to the City Rail Link construction that may have contributed to the concern or complaint such as non-City Rail Link construction, fires, traffic accidents or unusually dusty conditions generally; (e) Remedial actions undertaken (if any) and the outcome of these, including monitoring of the activity. 17.3This record shall be maintained on site, be available for inspection upon request, and shall be provided every two months (or as otherwise agreed) to the Auckland Council Consent Monitoring officer, and to the “key contacts” (see Condition 13).
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17.4Where a complaint remains unresolved or a dispute arises, the Auckland Council Compliance Monitoring Officer will be provided with all records of the complaint and how it has been dealt with and addressed and whether the Requiring Authority considers that any other steps to resolve the complaint are required. Upon receiving records of the complaint the Auckland Council Compliance Monitoring Officer must determine whether a review of the CEMP and/or DWPs is required under Condition 22 to address this complaint. The Auckland Council Compliance Monitoring Officer shall advise the Requiring Authority of its recommendation within 10 working days of receiving the records of complaint. “One Network� Consultation 1 18
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18.1The Requiring Authority and its contractor shall work collaboratively with the New Zealand Transport Agency (NZTA) during the preparation of the Traffic, Access and Parking DWP (Conditions 25, 27, 28, 29, and 30) in relation to confirming the management of adverse transport effects on the road network. A record of this consultation and outcomes shall be included in the Traffic, Access and Parking DWP. The Requiring Authority shall consult with the NZTA throughout the duration of construction on any changes or updates to the Traffic, Access and Parking DWP which relate to the management of the road network.
Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs) Preparation, Compliance and Monitoring 19.1The objective of the CEMP and DWPs is to so far as is reasonably practicable, avoid, remedy or mitigate any adverse effects (including cumulative effects) associated with the City Rail Link construction.
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19.2All works must be carried out in accordance with the CEMP, the DWPs required by these conditions and in accordance with any changes to plans made under Condition 23. 19.3The CEMP and DWPs shall be prepared, complied with and monitored by the Requiring Authority throughout the duration of construction of the City Rail Link. 19.4The DWPs shall give effect to the specific requirements and objectives set out in these designation conditions. 19.5The CEMP shall include measures to give effect to any specific requirements and objectives set out in these designation conditions that are not addressed by the DWPs. 19.6Where mitigation measures are required to be implemented by the Requiring Authority in relation to the construction of City Rail Link, it shall meet reasonable and direct costs of implementing such mitigation measures. CEMP Requirements 20.1In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following:
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(a) In relation to NoR 2, the use of one Tunnel Boring Machine (unless the effects of using more than one Tunnel Boring Machine are not materially different from those associated with the use of one Tunnel Boring Machine); (b) Notice boards that clearly identify the Requiring Authority and the Project name, together with the name, telephone number and email address of the Site or Project Manager and the Communication and Consultation Manager; (c) Training requirements for employees, sub-contractors and visitors on construction procedures, environment management and monitoring; (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
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Condition
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other than private vehicle to assist in mitigating localised traffic effects; and (e) Where a complaint is received, the complaint must be recorded and responded to as provided for in Conditions 13, 15 and 17. 20.2The CEMP shall include details of: (a) The site or Project Manager and the Communication and Consultation Manager (who will implement and monitor the Communication and Consultation Plan), including their contact details (phone, email and physical address); (b) The Document management system for administering the CEMP, including review and Requiring Authority / Constructor / Auckland Council requirements; (c) Environmental incident and emergency management procedures; (d) Environmental complaint's management procedures (see also Condition 17); (e) An outline of the construction programme of the work, including construction hours of operation, indicating linkages to the DWPs which address the management of adverse effects during construction; (f) Specific details on demolition to be undertaken during the construction period; (g) Means of ensuring the safety of the general public; and (h) Methods to assess and monitor potential cumulative adverse effects. 20.3Subject to any alternative agreement with the landowner(s) of HSBC House and Zurich House, the Requiring Authority shall prepare specific construction methodologies for the works adjacent to 1 Queen Street and 21 Queen Street detailing how they will be undertaken to avoid compromising the structural integrity of the existing structures on the site including their foundation systems. The specific construction methodologies shall be prepared in consultation with the owner(s) of these properties. A record of this liaison and outcomes shall be included in the CEMP as part of the Outline Plan. This summary must provide a clear explanation of where any comments have not been incorporated into the CEMP, and the reasons why not. This summary must be provided to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan process. CEMP Construction Works Requirements 21.1In order to give effect to the objective in Condition 19.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored:
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(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; (c) Methods for earthworks management (including depth and extent of earthworks and temporary, permanent stabilisation measures and monitoring of ground movement) for earthworks adjacent to buildings and structures; (d) Measures to adopt to keep the construction area in a tidy condition in terms of disposal / storage of rubbish and storage unloading of construction materials (including equipment). All storage of materials and equipment associated with the construction works shall take place within the boundaries of the designation; (e) Measures to ensure all temporary boundary / security fences associated with the construction of the City Rail Link are maintained in good order with any graffiti removed as soon as possible; (f) For the duration of construction affecting Lower Queen Street or Queen Elizabeth II Square, construction fences and / or hoardings shall be placed no closer than 3 metres from the north frontage (building frontage onto Queen Elizabeth II Square) of
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Condition
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21 Queen Street in the vicinity of the entrance to the ground level retail space and the main pedestrian entrance to the building. (g) The location and specification of any temporary acoustic fences and visual barriers, and where practicable, opportunities for mana whenua (see Condition 8) and community art or other decorative measures along with viewing screens to be incorporated into these without compromising the purpose for which these are erected; (h) How the construction areas are to be fenced and kept secure from the public and, where practicable and without compromising their purpose how opportunities for public viewing, including provision of viewing screens and display of information about the project and opportunities for mana whenua and community art or other decorative measures can be incorporated to enhance public amenity and connection to the project; (i) The location of any temporary buildings (including workers offices and portaloos) and vehicle parking (which should be located within the construction area and not on adjacent streets); (j) Methods to control the intensity, location and direction of artificial construction lighting to avoid light spill and glare onto sites adjacent construction areas; (k) Methods to ensure the prevention and mitigation of adverse effects associated with the storage, use, disposal, or transportation of hazardous substances; (l) That onsite stockpiling of spoil or fill at Downtown and Lower Albert Street construction yards be minimised where practicable; (m) That site offices and less noisy construction activities be located at the edge of the construction yards where practicable; and (n) Methods for management of vacant areas once construction is completed in accordance with the Urban Design DWP. 21.2Unless expressly agreed in writing with the landowner of the Downtown Shopping Centre (at 7 Queen Street): (a) the Downtown construction yard, (including QEII Square, Downtown Shopping Centre and Lower Albert Street), shall be progressively released from occupation for construction purposes where the area or any part of the area is no longer required for construction of the section of CRL between Britomart and Wyndham Street; and. (b) following completion of the section of the CRL between the Downtown Shopping Centre and Wyndham Street and reinstatement of Albert Street, Lower Albert Street shall not be occupied for construction purposes for any section of CRL south of Wyndham Street. Review Process for CEMP and DWPs
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22.1The CEMP and DWPs shall be reviewed at least annually or as a result of a material change to the City Rail Link project or to address unforeseen adverse effects arising from construction or unresolved complaints. Such a review may be initiated by either Auckland Council or the Requiring Authority. The review shall take into consideration: (a) Compliance with designation conditions, the CEMP, DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs) and material changes to these plans; (b) Any changes to construction methods; (c) Key changes to roles and responsibilities within the City Rail Link project; (d) Changes in industry best practice standards; (e) Changes in legal or other requirements; (f) Results of monitoring and reporting procedures associated with the management of
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Condition
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adverse effects during construction; (g) Any comments or recommendations received from Auckland Council regarding the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs); and (h) Any unresolved complaints and any response to the complaints and remedial action taken to address the complaint as required under Condition 17. 22.2A summary of the review process shall be kept by the Requiring Authority, provided annually to the Auckland Council, and made available to the Auckland Council upon request. Update of CEMP and DWPs following Review 23.1Following the CEMP and DWPs review process described in Condition 22, the CEMP may require updating.
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23.2Any material change to the CEMP and DWP must be consistent with the purpose and objective of the relevant condition. 23.3 Affected parties will be notified of the review and any material change proposed to the CEMP and DWPs (including SSCNVMPs, SSCNMPs and SSCVMPs). 23.4The CEMP and DWPs must clearly document the comments and inputs received by the Requiring Authority from affected parties about the material change, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. 23.5Any material change proposed to the CEMP and DWPs shall be subject to an independent peer review as required by Condition 11. 23.6Following that review any material change proposed to the CEMP and DWPs relating to an adverse effect shall be submitted for approval to Auckland Council Compliance and Monitoring Officer, at least 10 working days prior to the proposed changes taking effect. If any changes are not agreed, the relevant provisions of the RMA relating to approval of outline plans shall apply. Network Utilities 24.1To manage the adverse effects on Network Utilities Operations during the construction of the City Rail Link, the following shall be included in the CEMP.
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24.2The purpose of this section of the CEMP shall be to ensure that the enabling works and construction of the City Rail Link adequately take account of, and include measures to address the safety, integrity, protection or, where necessary, relocation of existing network utilities that traverse, or are in close proximity to, the designation during the construction of the City Rail Link. 24.3For the avoidance of doubt and for the purposes of this condition an “existing Network Utility� includes infrastructure operated by a Network Utility Operator which was: (a) In place at the time the notice of requirement for the City Rail Link was served on Auckland Council (23 August 2012); or (b) Undertaken in accordance with condition 6 of this designation or the section 176(1)(b) RMA process. 24.4The CEMP shall be prepared in consultation with Network Utility Operators who have existing Network Utilities that traverse, or are in close proximity to, the designation and shall be adhered to and implemented during the construction of the City Rail Link. The CEMP shall include as a minimum: (a) Cross references to the Communication and Consultation Plan for the methods that will be used to liaise with all Network Utility Operators who have existing network utilities that traverse, or are in close proximity to, the designation;
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Condition Number
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Condition
(b) Measures to be used to accurately identify the location of existing Network Utilities, and the measures for the protection, support, relocation and/or reinstatement of existing Network Utilities; (c) Methods to be used to ensure that all construction personnel, including contractors, are aware of the presence and location of the various existing Network Utilities (and their priority designations) which traverse, or are in close proximity to, the designation, and the restrictions in place in relation to those existing Network Utilities. This shall include: (i) Measures to provide for the safe operation of plant and equipment, and the safety of workers, in proximity to existing Network Utilities; (ii) Plans identifying the locations of the existing Network Utilities (and their designations) and appropriate physical indicators on the ground showing specific surveyed locations; (d) Measures to be used to ensure the continued operation of Network Utility Operations and the security of supply of the services by Network Utility Operators at all times; (e) Measures to be used to enable Network Utility Operators to access existing Network Utilities for maintenance at all reasonable times on an ongoing basis during construction, and to access existing Network Utilities for emergency and urgent repair works at all times during the construction of the City Rail Link; (f) Contingency management plans for reasonably foreseeable circumstances in respect of the relocation and rebuild of existing Network Utilities during the construction of the City Rail Link; (g) A risk analysis for the relocation and rebuild of existing Network Utilities during the construction of the City Rail Link; (h) Earthworks management (including depth and extent of earthworks and temporary and permanent stabilisation measures), for earthworks in close proximity to existing Network Utilities; (i) Vibration management and monitoring for works in close proximity to existing Network Utilities; (j) Emergency management procedures in the event of any emergency involving existing Network Utilities; (k) The process for providing as-built drawings showing the relationship of the relocated Network Utilities to the City Rail Link to Network Utility Operators and the timing for providing these drawings; (l) Measures to ensure that network utility services are not interrupted to the Mt Eden Corrections Facility as a result of City Rail Link works. The requiring authority shall advise the Department of Corrections and the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road, of any works on network utilities in the vicinity of the Mt Eden Corrections Facility which may impact on utility service provision to the Mt Eden Corrections Facility at least 14 days prior to those works occurring to allow the Department of Corrections (and the entity contracted to administer and run the facility at 1 Lauder Road) to arrange suitable contingencies. Communication and consultation with the Department of Corrections, and the entity contracted to administer and run the facility at 1 Lauder Road, shall be recorded in accordance with condition 15) of this designation. The Requiring Authority shall be responsible for ensuring that construction works do not interrupt network utility services to the Mt Eden Corrections Facility, unless by prior arrangement with Department of Corrections and
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the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road. (m) A summary of the consultation (including any methods or measures in dispute and the Requiring Authorities response to them) undertaken between the Requiring Authority and any Network Utility Operators during the preparation of the CEMP. 24.5If the Requiring Authority and a Network Utility Operator cannot agree on the methods proposed under the CEMP to manage the construction effects on the Operator’s network utility operation, unless otherwise agreed, each party will appoint a suitably qualified and independent expert, who shall jointly appoint a third such expert to advise the parties and make a recommendation. That recommendation will be provided by the Requiring Authority as part of the CEMP along with reasons if the recommendation is not accepted. Transport, Access and Parking General Transport, Access and Parking 25.1A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network. 25.2The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion; (b) Maintaining pedestrian access to private property at all times; and (c) Providing on-going vehicle access to private property to the greatest extent possible. 25.3To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP:
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(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; (b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that: (i) Form part of the regional arterial network; (ii) Are overweight / over dimensioned routes; (iii) Or other routes (specified below) where no other practical option is available. (c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery: (i) Ngahura Road, for trucks heading to/from Eden Terrace construction site; (ii) Dundonald Street and Basque Road, for trucks heading to/from the Newton Station construction sites; (iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between Canada Street and Karangahape Road), for trucks heading to/from Karangahape Station
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Condition Number
NoR Applies to
Condition
construction sites; (iv) Wellesley Street (between Nelson Street and east of Albert Street), Cook Street (between Mayoral Drive and Hobson Street) and Mayoral Drive (between Wellesley Street and Cook Street) for trucks heading to/from Aotea Station construction sites; (v) Nelson Street (north of Wellesley Street), Hobson Street (north of Cook Street) and Lower Albert Street, for trucks heading to/from the Albert Street and Downtown construction sites. (d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as: (i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring; (ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm. (e) Proposed temporary road lane reductions and / or closures, alternative routes and temporary detours, including how these have been selected and will be managed to mitigate congestion as far as practicably possible and how advance notice will be provided; (f) How disruption to the use of private property will be mitigated through: (i) Ensuring pedestrian and cycle access to private property is retained at all times; (ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and (iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements. (g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative. Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure� is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (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;
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Condition Number
NoR Applies to
Condition
(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. (i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network. (j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil. This will include as applicable: (i) Benefits that could be provided by alternative options; (ii) Potential adverse effects associated with alternative options; (iii) Where an alternative option is proposed, methods for managing potential adverse effects; and (iv) Reasons for either adopting or not adopting alternative transport options. Monitoring of Transport Network Congestion 26.1To achieve the objective of Condition 25.2(a), the Requiring Authority will undertake monitoring of the transport network and implement additional mitigation measures as required to manage congestion to achieve the best practicable option. 26.2The purpose of the monitoring is to monitor congestion on the transport network by measuring average delays for traffic travelling along specified routes. The evaluation times will be: (a) The average travel times over the weekday two hour morning peak period; and (b) The average travel times over the weekday two hour evening peak period; and (c) The average weekday inter-peak travel times between 9am to noon, noon to 2pm and 2 to 4pm. 26.3The 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. 26
1
26.4If a congestion incident occurs (such as an accident), the monitoring during the affected period will be considered unrepresentative. 26.5Monitoring shall commence six months prior to construction of the City Rail Link to establish a baseline of existing transport congestion. 26.6The monitoring will establish whether the City Rail Link construction works have increased traffic delays as follows: (a) Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition) (b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) The 30% above shall only apply for an increase predicted to be over four minutes. 26.7If 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
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Condition Number
NoR Applies to
Condition
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. 26.8The purpose of additional mitigation measures is to mitigate the increases in traffic delays, reducing these to below the levels identified in Condition 26.6 as far as is reasonably achievable. 26.9For the purposes of this condition, the following are the specified routes: (a) Wellesley Street (between Victoria Street and Princes Street) (b) Victoria Street (between Wellesley Street and Princes Street) (c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua Street) (d) Quay Street/Lower Hobson Street (between Fanshawe Street/Hobson Street and Tangihua Street) (e) Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street) (f) Queen Street (between Mayoral Drive and Customs Street) (g) New North Road/Symonds Street (between Dominion Road and Newton Road) (h) Mount Eden Road (between Normanby Road and Symonds Street) (i) Khyber Pass Road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks (j) Newton Road between the northwestern motorway ramps and Symonds Street 26.10 The specified routes shall exclude whichever east-west route has its intersection with Albert Street closed at the time of the surveys. Transport, Access and Parking: Specific Requirements (Britomart to Mayoral Drive) 27.1To 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); (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:
27
1
(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 (ii) While the Albert Street/Victoria Street intersection is closed, this access lane is only to be provided between Kingston Street and Customs Street. (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; (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; (e) The left turn from Durham Street into Queen Street shall be reopened while the Albert Street/Victoria Street intersection is fully closed; (f) Two way access shall be provided on the single service lane along the western side of Albert Street between 87 Albert Street and Kingston Street while the Albert
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Condition Number
NoR Applies to
Condition
Street/Victoria Street intersection is fully closed; (g) Vehicular access into and egress from: (i) Mills Lane to and from either Albert Street or Swanson Street; and (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. (h) Providing pedestrian and cycle access to private property at all times; (i) Providing footpaths of at least 1.5m in width along either side of Albert Street; (j) At a minimum two safe crossing passageways (which are “fully accessible� with a minimum width of 1.5m wide and well lit ), need to be provided in the vicinity of Swanson Street and Wyndham Street, in addition to pedestrian crossings at the intersections of Victoria Street and Customs Street; and (k) Ensuring that construction traffic does not use Swanson Street, Wolf Street or Federal Street north of Swanson Street; 27.2The 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; (b) The timing and sequencing of temporary road lane reductions and / or closures, and the alternative routes and temporary detours to be used, including: (i) How these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network; (ii) How the Albert Street/Wyndham Street intersection will be reopened as soon as practically possible; (c) How disruption to the use of private property located immediately adjacent the designation with access onto Galway Street, Tyler Street, Queen Elizabeth Square, Customs Street, Albert Street, Victoria Street and Wellesley Street will be mitigated through: (i) Providing vehicle access to private property as practicably possible at all times; (ii) Retaining local vehicle access to properties located along Albert Street (which may include only left in, left out access ); (iii) Retaining access for loading and unloading of goods located along the service lane on the eastern side of Albert Street, between Victoria Street and Wellesley Street ; and; (iv) Providing an on street loading bay on Customs Street, Lower Albert Street or Lower Queen Street to provide servicing to 21 Queen Street if access during construction cannot be provided to the existing loading bay area for 21 Queen Street, accessed from Lower Albert Street; (d) How disruption to the use of the local road network will be mitigated for private bus users, pedestrians and cyclists through: (i) Providing, where practicable, for the continued operation of private bus operators from hotels and other pick up / drop off locations in the city centre area (cross references to the Communication and Consultation Plan for consulting with private bus operators shall be included in the CEMP and Traffic, Access and Parking DWP); and (ii) Retaining pedestrian and cycle access through Lower Queen Street and / or
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Condition Number
NoR Applies to
Condition
Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street; and (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. Transport Access and Parking: Specific Requirements (Karangahape Station Area) 28.1To achieve the objective in Condition 25, the following measure shall be implemented: (a) Retaining one lane of traffic in each direction on Pitt Street (unless otherwise agreed with the Auckland Council Consent Monitoring officer); and (b) Spoil trucks shall not use East Street where practicable and on-street parking at the Southern end of East Street will be retained. 28.2 The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following:
28
4
(a) How construction of the shafts providing access to the Station can be undertaken to mitigate congestion on Pitt Street, Karangahape Road, and Mercury Lane; (b) The timing and sequencing of temporary road lane reductions and / or closures on Pitt Street, Mercury Lane, and the western end of Beresford Street, and the alternative routes and temporary detours to be used, including how these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network; (c) How disruption to the use of private property located immediately adjacent the surface designation with access onto Beresford Street, Pitt Street, Mercury Lane, and East Street will be mitigated through: (i) Providing pedestrian and cycle access to private property at all times, particularly those businesses located at the eastern end of Beresford Street and the northern end of Mercury Lane; (ii) Providing vehicle access to private property, which may include only a turn in and a turn out in the same direction), as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; (iii) Providing local vehicle access to properties located along Beresford Street and Samoa House Lane (which may include only a turn in and a turn out in the same direction); (iv) Alternative parking arrangements or other offers for resolving the temporary loss of car parking during construction for the Hopetoun Alpha Building. Transport, Access and Parking: Specific Requirements (Newton Station Area)
29
5
29.1To achieve the objective in Condition 25, the Traffic, Access and Parking DWP shall include the following: (a) How construction of the shafts providing access to the Newton Station, although constructed wholly on private land, can be undertaken to mitigate construction related congestion on Symonds St, the Symonds Street / Mt Eden Road / New North Road intersection, Dundonald Street, and the western end of Basque Road; (b) The timing and sequencing of temporary road lane reductions and / or closures on Symonds St in the vicinity of the intersection of Symonds Street / Mt Eden Road and New North Road , Dundonald Street, and the western end of Basque Road, and the alternative routes and temporary detours to be used, including how these have been selected and will be managed to, where practicable, mitigate congestion on the
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Condition Number
NoR Applies to
Condition
surrounding road network; (c) How disruption to the use of private property located immediately adjacent the surface designation with access onto Symonds Street, Dundonald Street, and the western end of Basque Road will be mitigated through: (i) Providing pedestrian and cycle access to private property at all times, particularly for those businesses and residences located along Symonds Street and Dundonald Street; (ii) Providing vehicle access to private property, which may include only a turn in and a turn out in the same direction), as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure. How the loss of public pay and display parking located at the Auckland Transport Symonds Street Public Car Park will be mitigated through alternative parking arrangements. The Requiring Authority may be able to arrange such alternative car parking at the Burleigh Street car park. (d) The effects of the temporary use of the Symonds Street car park as a construction site are to be mitigated by the Requiring Authority by active parking management and enforcement, within 400m of the car park, to maximise short term parking within this area Transport and Property Access: Additional Requirements (NAL Area) 30.1To achieve the objective in Condition 25, the following measures shall be implemented: (a) The retention of at least two traffic lanes (one in either direction) on Mt Eden Road during the construction of the replacement Mt Eden Road Bridge; (b) During the closure of the Normanby Road level crossing to construct the grade separated crossing, the Mt Eden Road and Normanby Road intersection shall be signalised and a second traffic lane shall be provided on the Boston Road approach to its intersection with Mt Eden Road intersection. Additionally, the no parking restrictions on Boston Road shall be extended along the length of Boston Road and considered for any adjacent local roads to facilitate through traffic; (c) A temporary pedestrian crossing (over the rail line) at Normanby Road is to be provided for the period of the temporary closure of the Normanby Road connection;
30
6
(d) Access will be maintained to Nikau Street at all times by at least one lane (minimum 3m), and two lanes on Nikau St between Flower and Korari Streets. Access to sites within Flower Street and Korari Street is to be retained, from Nikau Street or New North Road, at all times; (e) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles to all accessways to the MediaWorks site including staff and visitors cars, trucks and service vehicles; (f) Providing for traffic to turn right out of Ruru Street to reduce any congestion (particularly at peak times) resulting from not being able to travel via Nikau Street to the traffic lights at Flower Street and New North Road; (g) Providing accessibility along Mt Eden and Normanby Roads as a priority for, where practicable: public transport (buses), emergency services, access to properties for pedestrians, and cyclists; (h) Construction works will be undertaken to ensure two-way access is maintained at all times for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road (including staff and visitors’ cars, service vehicles, prison vans, emergency vehicles and buses), communication and consultation with the Department of Corrections, and the entity contracted by Department of Corrections to administer and run the Mt
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Condition Number
NoR Applies to
Condition
Eden Corrections facility at 1 Lauder Road, on this matter shall be recorded in accordance with Condition 15) of this designation. The Requiring Authority shall be responsible for ensuring that the construction works do not restrict 24-hour two-way access for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road; (i) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles accessing the premises at 51-63 Normanby Road, including staff and visitors cars, trucks and service vehicles. The measures shall: (i) Ensure safe and reasonable access to and from the site, to Austroads standards; (ii) Not result in the loss of any on site parking; (iii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation; (iv) It is noted that the site is used occasionally by large trucks of up to 18m. These vehicles are to be provided for in the design of the access (i.e. the vehicle crossing and the access onto the site); (v) Following completion of the grade separation of Normanby Road safe and reasonable access will be provided to and from the property at 51-63 Normanby Road to meet the relevant Austroads and NZS2890.1 standards or the applicable standard required by the road controlling authority. (j) Construction works will be undertaken to ensure pedestrian and two-way vehicle access is maintained at all times to access the premises at 32 Normanby Road, including staff and visitors cars, trucks and service vehicles. The measures shall: (i) Ensure safe and reasonable access to and from the site, to Austroads standards; (ii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation; (iii) Should the Requiring Authority require part of the site at 32 Normanby Road that is currently used for 40 car parking spaces for the construction of the City Rail Link 34 alternative car parking spaces will be provided at 14-22 Boston Road (in accordance with Plan DRG 0052 Rev 2.0 and DRW 0058 Rev 5.0). The Requiring Authority shall provide safe pedestrian access across the North Auckland Line and into the site for customers and staff, visiting or employed at the site in accordance with Condition 30.1(c) until the grade separation works are completed and permanent access is reinstated to the site. (k) At completion of the grade separation of Normanby Road safe and reasonable pedestrian and vehicle access to and from the site and 34 on site car parking spaces will be provided for the property at 32 Normanby Road. In the case of pedestrian and vehicle access and parking arrangements, this will be in accordance with Plan DRG 0058 Rev 5.0, and meet the following requirements: (i) The ramp access will meet relevant Austroads, NZS2890.2 and the Auckland Council District Plan: Isthmus Section design standards; (ii) The 34 car parking spaces will be provided across the site and the adjoining KiwiRail property. The spaces will be compliant with the appropriate Auckland Council District Plan: Isthmus Section parking standards for dimension and manoeuvring; (iii) The design, structures and barriers associated with the ramp and pedestrian access to the site will be subject to the urban design process of Condition 47; and (iv) Provision for landscape planting both on the site and on the KiwiRail land in the area shown on DRG 0058 Rev 5.0 and if appropriate beyond the site (in accordance with Condition 47.2). Indicative widths of landscaping on DRG 0058
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Condition
Rev 5.0 are 1m for the section shown alongside the railway and 0.5m for the section on the southern side of the ramp. (l) The KiwiRail land required by condition (k) above for car parking spaces, landscaping and the ramp access will be provided by the Requiring Authority until such time as the vehicle access ramp is no longer required by the landowner. If the vehicle access ramp is no longer required to provide access to the property it shall be removed by the Requiring Authority at its cost within 3 months unless otherwise agreed with the landowner. (m) Construction of the grade separation works at Normanby Road on the parcels of land identified on the CRL NoR6 Sheet 2 as parcels 242, 243, 244, 245, 246, 393, 394, 399, 400 and 401 shall not commence until the KiwiRail land is available and written confirmation of this has been provided by the Requiring Authority to Auckland Council. 30.2The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (a) How construction works can be undertaken to mitigate congestion on New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street, and the road network in general in this area including: (b) Which routes are to be used by construction trucks to remove spoil from the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion; (c) Which routes are to be used by construction related traffic (especially trucks) to deliver construction materials and other related goods and services to the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion; (d) The grade separation of Porters Ave so that it is undertaken at a time when vehicles, pedestrians, and cyclists can be managed and accommodated on Dominion Road, Mt Eden Road and Normanby Road to an extent which mitigates where practicable, delays to travel journeys from congestion on these roads resulting from City Rail Link construction works; (e) The grade separation of Normanby Road so that it is undertaken at a time when vehicles, pedestrians, and cyclists can be managed and accommodated on Dominion Road, Mt Eden Road and Porters Avenue, to an extent which mitigates where practicable, delays to travel journeys from congestion on these roads resulting from City Rail Link construction works; (f) Any reduction in the number of fully operational traffic lanes associated with the closure of Porters Avenue and Normanby Road, and the reduction in the number of vehicle lanes on the Mount Eden Road bridge, is to be undertaken on only one of these three routes at a time; (g) The timing and sequencing of temporary road lane reductions and / or closures at the Symonds Street / New North Road / Mt Eden Road intersection , Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road in the vicinity of the bridge over the rail line, Normanby Road, Boston Road, Nugent Street in the vicinity of the rail crossing, and the alternative routes and temporary detours to be used, including how these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network; (h) How disruption to the use of property located immediately adjacent to the surface designation with access onto New North Road, Ruru Street, Korari Street, Flower
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Condition Number
Condition
NoR Applies to
Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street will be mitigated through: (i) Providing pedestrian and cycle access to private property at all times; (ii) Providing local vehicle access and pedestrian access at all times to properties located along Flower Street (between Nikau Street and Shaddock Street) and Shaddock Street (between Flower Street and its dead end to the east), which are not located within the designation footprint, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; (iii) Retaining local vehicle and pedestrian access to properties located outside the designation footprint along Haultain Street, Fenton Street, Porters Avenue, Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street, Mt Eden Road, Boston Road, Nugent Street, and Normanby Road at all times except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and (iv) Full accessibility to those parts of Porters Avenue not affected by, but in the vicinity of, the construction works; and (i) How disruption to the use of Mt Eden Rail Station will be mitigated through providing, where practicable, access during construction works associated with the replacement of Mt Eden Road Bridge. Noise and Vibration Project Standards - Construction Noise 31.1Construction noise shall comply with the following Project Standards (unless otherwise provided for in a SSCNMP which is approved under Condition 37, 39 or 40):
1 31
4 5 6
Receiver Type
Monday to Saturday 0700 – 2200
Sundays and Public Holidays 0700 – 2200
Occupied commercial and industrial buildings (including offices)
75 dB LAeq
75 dB LAeq
Sensitive Noise and Vibration Receivers (excluding offices)
75 dB LAeq 90 dB LAFmax
65 dB LAeq 80 dB LAFmax2
Early Childhood Education Centres (whilst occupied during normal opening hours) Bear Park Early Childhood Education Centre at 32 Akiraho Street (whilst occupied during normal opening hours)
At all other times
1
2200 – 0700
75 dB LAeq
60 dB LAeq 75 dB LAFmax
35 dB LAeq in sleeping areas
35 dB LAeq in sleeping areas 65 dB LAeq in outdoor playing areas
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Condition Number
Condition
NoR Applies to
Notes: 1. 60dB LAeq for NoR 5 and NoR 6; and 2. 75dB LAFmax for NoR 5 and NoR 6. 31.2Construction noise shall be measured and assessed in accordance with the provisions of NZS 6803:1999 Project Standards - Blasting Overpressure and Vibration For the avoidance of doubt this condition only applies to NoR 6 where blasting is required.
32
6
32.1Prior to commencement of production blasts (ie. blasting that is undertaken as part of the construction process), trial blasts (ie. preliminary blasts that occur prior to production blasts for the purpose of data acquisition), shall be undertaken to demonstrate how adverse effects will be managed and how compliance with Conditions 32.2, 32.3 and 32.4 will be achieved in production blasting. Trial blasts will determine site-specific attenuation characteristics, air overpressure levels and maximum instantaneous charge weight (MIC) thresholds. Outcomes shall be documented in a Trial Blasting Report. This Trial Blasting Report shall be used for subsequent design of production blasting. 32.2Air overpressure from the blast events shall not exceed 120 dB L Zpeak at the facade of any occupied building measures and assessed in accordance with the provisions of the Australian Standard AS 2187.2-2006 Explosives – Storage and use – Use of explosives. 32.3Air overpressure from blast events shall not exceed 133dB LZpeak at the facade of any unoccupied building measured and assessed in accordance with the provisions of Australian Standard AS 2187.2-2006 Explosives – Storage and use – Use of explosives. 32.4Unless a SSCNVMP is approved under Conditions 38, 39 or 40 which includes an alternative blasting vibration standard: (a) Vibration from blast events shall not exceed 10mm/s PPV for 95% of blast events and 15mm/s for 100% blast events when measured at the foundation of any building that will be occupied during the blast event when measured and assessed in accordance with the provisions of DIN 4150-3:1999. (b) Vibration from blast events shall not in any case exceed the limits specified in Condition 33 when measured at the foundation of any building when measured and assessed in accordance with the provisions of Condition 33. 32.5 For the purposes of 32.2 and 32.3, a building is deemed to be occupied if there are persons inside only during the blast event (ie. if the occupants of a dwelling are out (eg. at work) during the blast event then the dwelling is deemed to be unoccupied). 32.6 Blasts must be performed at set times during the daytime only, between 9am and 5pm, Monday to Saturday only. 32.7 Comprehensive vibration and air overpressure level predictions must be performed prior to every blast event. 32.8 Blasting shall not be carried out where overpressure levels are predicted to be above the Project Standards in 32.1 and 32.2 at any building. Blasting shall not be carried out where vibration levels are predicted to be above the project standards in Condition 32.4 at any building. 32.9 These criteria may be varied only by a Site Specific Construction Noise Management Plan (SSCNMP) that has been approved under Condition 37.
33
1
Project Standards - Construction Vibration
2
33.1Construction vibration (including blasting) shall comply with the following Project Standards for building damage (unless otherwise provided for in a SSCVMP which is approved under Condition 38, 39 or 40)
4 5
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Condition Number
Condition
NoR Applies to
6 Short-term (transient) vibration1
Type of Structure
PPV at the foundation at a frequency of
Long-term (continuous) vibration
PPV at horizontal plane of highest floor (mm/s)
PPV at horizontal plane of highest floor (mm/s)
1-10Hz (mm/s)
10-50 Hz (mm/s)
50-100 Hz (mm/s)
Commercial/ Industrial
20
20 – 40
40 – 50
40
10
Residential/ School
5
5 – 15
15 – 20
15
5
Historic or sensitive structures
3
3–8
8 – 10
8
2.5
Note: 1. Standard DIN 4150-3:1999 defines short-term (transient) vibration as “vibration which does not occur often enough to cause structural fatigue and which does not produce resonance in the structure being evaluated”. Long-term (continuous) vibration is defined as all other vibration types not covered by the short-term vibration definition. 33.2Construction vibration (including blasting) shall be measured in accordance with German Standard DIN 4150-3:1999. Project Standards - Construction Vibration (Amenity) 34.1Between the hours of 10pm and 7am vibration generated by construction activities (excluding blasting) shall not exceed: (a) a Peak Particle Velocity (PPV) of 0.3mm/s when measured at any part of the floor of any bedroom; (b) a noise level of 35 dB LAeq(15min) when measured in any bedroom. 1 2 34
35
4 5 6
34.2 Between the hours of 7am and 10pm vibration generated by construction activities (excluding blasting) shall not exceed: (a) A Peak Particle Velocity (PPV) of 1mm/s as measured on the floor of the receiving room for residentially occupied habitable rooms, bedrooms in temporary accommodation and medical facilities; and (b) A Peak Particle Velocity (PPV) of 2mm/s as measured on the floor of the receiving room for retail and office spaces (including work areas and meeting rooms); 34.3 The limits in 34.1 and 34.2 shall only be investigated and applied upon the receipt of a complaint from any building occupant. They shall not be applied where there is no concern from the occupant of the building. 34.4 Where the limits in 34.1 and 34.2 are found (through measurement) to be exceeded then a SSCVMP shall be prepared for that receiver (Condition 38). Project Standards – MediaWorks 35.1 The noise and vibration limits set out in Conditions 35.2 and 35.3 shall apply only during Sensitive Times. For the purposes of MediaWorks, Sensitive Times are defined as follows: (a) During scheduled live broadcasting
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Condition Number
NoR Applies to
Condition
(b) During emergency/breaking news live broadcasting (c) During scheduled recording sessions If the limits are complied with in Studio 1, the noise and vibration levels in all other Studios will be acceptable. For the avoidance of doubt, (a)-(c) above include sound checks as well as actual broadcast/recording time. 35.2 Noise Limits – Studios The noise level (whether air borne or reradiated from ground vibration) from all construction sources as received inside Studio 1 shall not exceed 30dB LAeq (5 min) and 33 dB LAeq (1 sec). These limits apply to the construction component of the total noise. However for up to two periods of tunnelling, each no more than 15 consecutive days, the noise limits may be up to 5 decibels higher (ie. 35dB LAeq (5 min) and 38 dB LAeq (1 sec)) during Sensitive Times, other than during the Live Broadcasting Periods as follows: (a) Weekdays: 0600-0900 hours 1200-1230 hours 1730-1930 hours 2230-2330 hours (b) Christmas holiday season (Saturday prior to Christmas Day to Sunday following New Years Day inclusive) and weekends: 1730-1900 hours The Requiring Authority must give MediaWorks at least 12 days notice of the commencement of each such period. 35.2A Rockbreaking shall not be used for tunnel excavation within 100m of the MediaWorks site during Sensitive Times unless compliance with the noise limits in Condition 35.2 can be demonstrated in accordance with the methodology set out in the SSCNVMP. 35.3 Vibration Limits – Studios For the protection of studio camera image quality, the construction vibration level (including blasting) as received inside Studio 1 shall not exceed 0.1mm/s PPV. This limit may be elevated by agreement of both the Requiring Authority and MediaWorks where image quality is found to be unaffected. 35.4 Noise level measurements inside Studio 1 shall be undertaken at a position that is representative to the level received within 2m from, and at a similar height to, the microphone of the main presenter(s). 35.4 Noise level measurements inside Studio 1 shall be undertaken with all doors to the studio closed. 35.5 For the protection of amenity, the construction vibration level as received in inside office areas, meeting rooms and technical suits shall not exceed 1mm/s PPV (as received on the floor of the receiving room) when those spaces are in use. 35.6 For the prevention of building damage, the construction vibration level shall not exceed the limits in Condition 33 at all times. 35.7 For the protection of sensitive equipment, the construction vibration (including blasting) level shall not exceed 200mg (2m/s2) between 5-500Hz. Levels are to be measured on the floor supporting the Sensitive Equipment. 35.8 All attended noise and vibration measurements shall be undertaken by a suitably qualified and experienced expert. 35.9 For the avoidance of doubt, the MediaWorks conditions (Conditions 35, 40 and 66)
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only apply for so long as television, radio and/or interactive media facilities broadcast from the MediaWorks site. 35.10 Blasting shall not occur during MediaWorks Sensitive Times (as defined in Condition 35.1). Blasting shall occur at times to be agreed with MediaWorks and as documented in the SSCNVMP. Construction Noise and Vibration DWP For the avoidance of doubt, this condition is applicable to the management of construction noise and vibration on all receivers, including sensitive and notable receivers. 36.1A Construction Noise and Vibration DWP shall be prepared and implemented. The objective of the Construction Noise and Vibration DWP is to provide for the development and implementation of identified best practicable option to avoid, remedy or mitigate the adverse effects on receivers of noise and vibration resulting from construction. 36.2The Construction Noise and Vibration DWP shall: (a) Adopt the noise and vibration standards for construction set out in Conditions 31, 32, 33 and 34 of these designations; (b) Be generally consistent with the draft Construction Noise and Vibration management plan submitted as part of the Notice of Requirement documentation (dated 23 August 2013); and (c) Identify methods to achieve best practicable option for mitigating adverse effects.
1 2 36
4 5 6
36.3To achieve this objective, the Construction Noise and Vibration DWP shall include: (a) The roles and responsibilities of the noise and vibration personnel in the contractor team with regard to managing and monitoring adverse noise and vibration effects; (b) That piling and road cutting will be restricted to between the hours of 7am to 7pm, Monday to Saturday; (c) Construction machinery and equipment to be used and their operating noise and vibration levels; (d) Identification of construction activities that are likely to create adverse noise and vibration effects, the location of these in the construction site areas, and the distance to comply with the Project Criteria in Conditions 31, 32, 33 and 34; (e) The timing of construction activities that are likely to create an adverse noise and vibration effect; (f) The location of sensitive noise and vibration receivers; (g) A record of communication and consultation with sensitive noise and vibration receivers. The record must include a clear explanation of where any comments from sensitive receivers have not been incorporated in the Construction Noise and Vibration DWP, and the reasons why not. This information must be included in the Construction Noise and Vibration DWP provided to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan process specified in Condition 11; (h) Specific measures to address the concerns raised by those sensitive receivers; (i) Specific training procedures for construction personnel including: (i) The project noise and vibration performance standards for construction (conditions 31, 32, 33 and 34); (ii) Information about noise and vibration sources within the construction area and the locations of sensitive noise and vibration receivers; and (iii) Construction machinery operation instructions relating to mitigating noise and
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vibration; (j) Methods and measures to mitigate adverse noise and vibration effects including, but not limited to, structural mitigation such as barriers and enclosures, the scheduling of high noise and vibration construction, use of low noise and vibration machinery, temporary relocation of affected receivers or any other measures or offer agreed to by the Requiring Authority and the affected receiver; (k) The proposed methods for monitoring construction noise and vibration to be undertaken by a suitably qualified person for the duration of construction works including: (i) Updating the predicted noise and vibration contours based on the final design and construction activities; (ii) Confirm which buildings are to be subject to a pre and post building condition survey in accordance with Condition 46. This includes consideration of those buildings in Appendix One and Two to these conditions; (iii) The timing and location for monitoring of buildings during construction is required (Note that the flow charts contained in Appendices B and C of Appendix J of the technical noise and vibration report provided as part of the Notice of Requirement should be used as a guide); (iv) Identifying appropriate monitoring locations for receivers of construction noise and vibration; (v) Procedures for working with the Communication and Consultation Manager to respond to complaints received on construction noise and vibration, including methods to monitor and identify noise and vibration sources; (vi) Procedures for monitoring construction noise and vibration and reporting to the Auckland Council Consent Monitoring officer; and (vii) Procedures for how works will be undertaken should they be required as a result of the building condition surveys; (l) Cross references to the specific sections in the Communication and Consultation Plan which detail how landowners and occupiers are to be communicated with around noise and vibration effects. Site Specific Construction Noise Management Plan (SSCNMP)
1 37
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For the avoidance of doubt, this condition does not apply to MediaWorks. 37.1The objective of a SSCNMP is to detail the best practicable option to avoid, remedy or mitigate adverse effects on a receiver resulting from construction noise that does not comply with the Project Noise Standards. 37.2Further to the Construction Noise and Vibration DWP in Condition 36, a SSCNMP shall be prepared for any receiver or activity for which air overpressure is either predicted or measured to exceed the limits in Condition 32, or where construction noise is either predicted or measured to exceed the Project Noise Standards in Condition 31, except where the exceedance of the standards in Condition 31 is less than 5 decibels and does not exceed : (a) 0700-2200: 1 period of up to 2 consecutive weeks in any 2 months (b) 2200-0700: 1 period of up to 2 consecutive nights in any 10 days 37.3For predicted exceedances of less than 5 decibels (refer 37.2) monitoring shall be undertaken to confirm the actual noise levels. If exceedance is shown to be more than 5 decibels, or the period exceeds those detailed, then a SSCNMP will be prepared. 37.4 In addition to the SSCNMPs prepared in accordance with Condition 37.2, and notwithstanding Condition 37.1, the Requiring Authority shall prepare SSCNMPs
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specifying the best practicable option for management, methods and measures to mitigate all noise effects for the properties located at: (a) 1 Queen Street (Lot 1 DP 165403); (b) 21 Queen Street (Lot 1 DP 67723); (c) 29 Customs Street West (Lot 7 DP 77037) (d) 188 Quay Street (Lot 5 DP 63972 and Lot 1 DP 78340); and (e) 23-29 Albert Street (Lot 1 DP 116724). 37.4 SSCNMPs will identify: (a) The extent to which noise may exceed the Project Noise Standards in Condition 31 or the overpressure limits in Condition 32; (b) The timing and duration of any exceedance; (c) Details of the type of activity causing any exceedance; (d) The summary of the communication and consultation undertaken with the receiver. The summary must include a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included in the SSCNMP provided to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan process specified in Condition 11; (e) The methods and measures to mitigate noise effects, including but not limited to, potential to offer temporary relocation of affected receivers, alternative ventilation, faรงade sound insulation improvements, building condition surveys in the case of overpressure generated by blast events, or other offers made by the Requiring Authority and whether these have been agreed to by the affected receiver; (f) The reasons why the management and mitigation measures and methods reflect best practicable option. 37.6 The SSCNMP shall be submitted for the review of Auckland Council as part of the Outline Plan. The works shall then be undertaken in accordance with the SSCNMP confirmed by the Requiring Authority as part of the Outline Plan. Site Specific Construction Vibration Management Plan (SSCVMP) For the avoidance of doubt, this condition does not apply to MediaWorks. 38.1The objective of a SSCVMP is to detail the best practicable option to avoid, remedy or mitigate adverse effects on a receiver resulting from vibration that does not comply with the Project Vibration Standards. 38.2Further to the Construction Noise and Vibration DWP in Condition 36, a SSCVMP shall be prepared: 1 2 38
4 5 6
(a) For any unoccupied building, structure or infrastructure for which construction vibration is either predicted or measured to exceed the Project Vibration Standards in Condition 33; (b) Where a complaint or concern is raised and the vibration level exceeds the amenity levels of Condition 34.2(a) and 34.2(b); (c) In response to other concerns or complaints where required (refer Condition 17).; (d) For the properties listed in Condition 37.4. 38.3Where the amenity limits in Conditions 34.2(a) and 34.2(b) are exceeded: (a) Best practicable management of vibration must be applied; and (b) The vibration activity shall be scheduled to avoid disturbance. If this is not practicable then reasonable respite periods shall be provided to reduce vibration exposure.
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38.4The limits in condition 33 may be relaxed by a SSCVMP but only for a building, structure or infrastructure that has been assessed by a suitably qualified and experienced structural engineer and where it has been deemed to be capable of withstanding higher vibration levels without sustaining building or structural damage, and where appropriate vibration and building condition monitoring regimes are in place. 38.5SSCVMPs will identify: (a) The timing and duration of any exceedance; (b) Details of the type of activity giving rise to any exceedance; (c) Site Specific vibration criteria that addresses the issue(s) of concern (i.e. building damage, amenity and sensitive equipment). Site Specific criteria shall be determined by a suitably qualified independent vibration expert; (d) The summary of the communication and consultation undertaken with the receiver. The summary must include a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included in the SSCVMP provided to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan process specified in Condition 11; (e) The methods and measures to mitigate vibration effects, including but not limited to, investigating alternative low-vibration construction methods, undertaking highvibration works outside sensitive times, vibration barriers, building condition surveys, potential to offer temporary relocation of affected receivers, or other offers made by the Requiring Authority and agreed to by the affected receiver; (f) The reasons why the management and mitigation measures and methods reflect best practicable option. 38.6The SSCVMP shall be submitted for the review of Auckland Council. The works shall then be undertaken in accordance with the SSCVMP confirmed by the Requiring Authority as part of the Outline Plan. Notable Receivers Notable Noise and Vibration Receivers For the avoidance of doubt, Conditions 39.5 and 39.6 do not apply to MediaWorks. 39.1Further to Condition 36, the Requiring Authority and its contractor, in conjunction with a suitably qualified expert, shall work collaboratively with each notable receiver during the preparation of a SSCNVMP to confirm the extent and management of adverse effects on each Notable Receiver.
39
1 2 4 5 6
39.2In addition to the Construction Noise and Vibration DWP, a SSCNVMP shall be prepared for each identified Notable Receiver. The objective of the SSCNVMP is to detail the best practicable option to avoid, remedy or mitigate adverse noise and vibration effects on each Notable Receiver. 39.3The Requiring Authority shall consult with the notable receiver throughout the duration of construction and update the SSCNVMP as required to achieve the objective in 39.2. 39.4The SSCNVMP shall include: (a) The level at which noise and vibration effects on the notable receiver will unreasonably interfere with its operation. This will enable development of the site specific criteria. In the case of MediaWorks this is set out in Condition 40; (b) Construction activities and equipment which are likely to create adverse noise and vibration effects and the location and timing of these in relation to the notable receiver; (c) The methods and measures associated with the worksite including, but not limited
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to, structural mitigation such as barriers and enclosures, use of low noise and vibration machinery and the scheduling of high noise and vibration construction; (d) The methods and measures associated with the notable receiver building or operation including, but not limited to, potential for isolation of sensitive areas and equipment, dampening of reradiating surfaces and temporary relocation of affected receivers that are proposed to minimise adverse noise and vibration effects on the notable receiver; (e) Details about the methods to be adopted by the Requiring Authority to minimise construction noise and vibration effects on the notable receiver and the anticipated effectiveness of those methods; (f) A summary of the communication and consultation undertaken with the notable receiver. The summary must include a clear explanation of where any comments have not been incorporated, and the reasons why not; (g) Offers made by the Requiring Authority to the notable receiver to mitigate effects and the response by the operators, such as relocation, and whether those offers were accepted or not by the notable receiver; 39.5If the parties cannot agree on any of the matters above they shall each appoint a suitably qualified and independent expert, who shall jointly appoint an independent and suitably qualified third expert who shall certify the following matters to be included in the SSCNVMP: (a) The level at which noise and vibration effects on the notable receiver unreasonably interfere with its operation (the certified noise and vibration limit); (b) The mitigation methods and measures within the worksite (at source) including, but not limited to, structural mitigation such as barriers and enclosures, use of low noise and vibration machinery and the scheduling of high noise and vibration construction; (c) The mitigation methods and measures at the notable receiver including but not limited to: isolation of sensitive areas and equipment; dampening of reradiating surfaces; any response to such offers; and temporary relocation of affected receivers; (d) Whether or not the mitigation methods and measures reflect best practicable management; and (e) Whether or not the residual effects are likely to cause significant disruption to the activities of the notable receiver. 39.6Following the above process the SSCNVMP shall be submitted for the review of Auckland Council as part of the Outline Plan. For the avoidance of doubt, the Requiring Authority shall not be entitled to make any changes to the SSCNVMP through the Outline Plan process following any agreement reached with the notable receiver and/or through the above certification process without the consent of the notable receiver. The works shall then be undertaken in accordance with the SSCNVMP confirmed by the Requiring Authority as part of the Outline Plan process.
40
6
Construction Noise and Vibration Management Plan – Mediaworks Further to Condition 36, a SSCNVMP shall be prepared for MediaWorks implementing the project standards in Condition 35. 40.1 The MediaWorks SSCNVMP shall identify high noise or vibration plant and machinery, and list the relevant items that require testing in accordance with Condition 40.4 and 40.8. 40.2 Prior to any demolition or construction commencing, the Requiring Authority shall undertake a noise survey to determine the Transmission Loss (TL) performance of the MediaWorks building envelope. This testing shall only be undertaken outside of
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Sensitive Times. 40.3 Prior to any demolition or construction commencing, the Requiring Authority shall undertake a vibration survey to determine the transfer function of the MediaWorks building structure from ground vibration outside the building to reradiated noise in Studio 1. This testing shall only be undertaken outside of Sensitive Times. 40.4 All high noise plant and machinery to be used at a location where it is predicted to generate noise levels in excess of 3 dB below the limits specified in Condition 35.2 shall be tested prior to use, to determine its Sound Power Level (L w) at a sufficient distance from the MediaWorks building to ensure compliance. These measured Lws shall be used to predict the noise level at the MediaWorks building faรงade(s) from proposed construction scenarios. The faรงade TL (refer Condition 40.2) shall then be applied to predict the noise levels in the relevant rooms. 40.5 All high noise plant and machinery may not be used until Condition 40.4 is satisfied, taking into account the cumulative noise levels from active sources on the site. 40.6 The Requiring Authority and its contractor, in conjunction with a suitably qualified expert, shall work collaboratively with MediaWorks during the preparation of a SSCNVMP to confirm the extent and management of adverse effects on MediaWorks. 40.7 The SSCNVMP shall set out the requirements for monitoring, the number of monitors, the instrument location, any adjustments necessary if a proxy position is required and any other procedures or requirements that are necessary. The data shall be available in real time to the Requiring Authority, Auckland Council and MediaWorks. 40.8 Prior to the use of any high vibration equipment to be used at a location where it is predicted to generate vibration levels greater than 75% of the PPV vibration limits in Condition 35.3, 35.6, 35.7 and 35.8, or reradiated noise within 3 decibels of the limits in Condition 35.2, the Requiring Authority shall undertake vibration measurements at a sufficient distance from the MediaWorks building to ensure compliance, applying the transfer function required by Condition 40.3 to assess reradiated noise. These measurements shall be used to determine minimum set-back distances from the building to avoid potential exceedances of the vibration limits in Conditions 35.2, 35.3, 35.67, 35.7 and 35.8. The results of the testing and the outcomes affecting construction operations shall be set out in the SSCNVMP. 40.9 The noise and vibration levels from construction shall be monitored to determine compliance with conditions 35.2, 35.3, 35.6, 35.7 35.8 and 35.89 continuously by automated noise and vibration monitors located at positions that will represent the noise and vibration level in the relevant spaces and for the relevant noise and vibration limits. The SSCNVMP shall set out the requirements for monitoring, the instrument location, any adjustments necessary if a proxy position is required and any other procedures or requirements that are necessary including methods to exclude extraneous sources. The data shall be available in real time to the Requiring Authority, Auckland Council and MediaWorks. 40.10 Monitoring to determine compliance or otherwise with Condition 35.67 relating to office amenity shall only be undertaken in response to complaints from MediaWorks. The measurements must be attended by a suitably qualified person. 40.11 The SSCNVMP shall set out corrective action measures that must be adopted in situations where any of the noise and vibration limits in Conditions 35.2, 35.3, 35.6, 35.7, and 35.8 are exceeded and where the noise and/or vibration levels are unacceptable to MediaWorks. The corrective action measures must include the following: (a) Immediate cessation of the work(s) that is giving rise to the exceedance; (b) A procedure to require the implementation of whatever measures are necessary to reduce the noise or vibration levels;
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(c) A monitoring procedure to determine compliance (once the remediation works are complete); (d) A requirement to ensure that the work(s) responsible for the exceedance are not recommenced during Sensitive Times; (e) A complaints procedure that is capable of effecting the immediate cessation of works including making a point of contact directly available 24 hours, seven days a week. 40.12
40.13
If there is a disagreement between the Requiring Authority and MediaWorks as to the content of the SSCNVMP, they shall each appoint a suitably qualified and independent expert, who shall jointly appoint an independent and suitably qualified third expert who shall certify the matters set out in Condition 40.11 and any other matters in dispute in the SSCNVMP. Following the above process the SSCNVMP shall be submitted for the review of Auckland Council as part of the Outline Plan. For the avoidance of doubt, the Requiring Authority shall not be entitled to make any changes to the SSCNVMP through the Outline Plan process following any agreement reached with MediaWorks and/or through the above certification process without the consent of MediaWorks. The works shall then be undertaken in accordance with the SSCNVMP confirmed by the Requiring Authority as part of the Outline Plan process.
Built Heritage/Archaeology Historic Character – Built Heritage 41.1The Historic Character DWP shall be prepared to manage the adverse effects on built heritage and archaeology that may result from associated works prior to, during, and after the construction of the City Rail Link or any part of it.
1 41
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41.2The objective of the Built Heritage section is to avoid, remedy or mitigate adverse effects on built heritage as far as reasonably practicable. To achieve the above objective, the following shall, as a minimum, be included in the built heritage section of the Historic Character DWP: (a) Preparation of a Building Record and Salvage Strategy that outlines a suitable set of procedures for the removal, storage and for later refitting and reuse of elements of heritage buildings and/or structures identified for demolition including the Griffiths Building, Beresford Toilets, Bluestone Toilets, and the rear annex to the building at 223-227 Symonds Street. (b) The proposed methods for monitoring building damage that is to be undertaken by a suitably qualified person for the duration of construction works. This includes confirming which Built Heritage buildings and structures are to be subject to a pre and post building condition survey through: (i) Using the updated predicted vibration contours undertaken in Condition 36; (ii) Reviewing those buildings in Appendix 2 to these conditions in accordance with Condition 46.1; (iii) Reviewing buildings within the designation footprint (including above sub-strata designation) or located in close proximity to identify buildings which have been recognised as having heritage value as a result of scheduling under the Historic Places Act 1993 or in the Auckland Unitary Plan. (c) Identification and methodology for recording of Built Heritage directly affected by the construction, or associated pre- and post-construction works (i.e. within the surface designation footprint), which cannot be retained and / or adaptively re-used / partially retained. For the avoidance of doubt, the following buildings and structures may be demolished:
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(i) Bluestone Toilets (SCDP Category B); (ii) Beresford Toilets; (iii) Rear annex to building at 229-231 Symonds Street; and (iv) Griffiths Building. (d) Identification and methodology for recording Built Heritage directly affected by the construction, or associated pre- and post-construction, which are to be: (i) Adaptively reused; (ii) Partially retained in design and construction; or (iii) Built heritage elements have been integrated into other elements of the City Rail. (iv) In particular, the Requiring Authority shall explore the adaptive re-use of the buildings at 51-53 Victoria Street West (known as Martha’s Corner building) with complete demolition only considered as a last resort. As guidance, an appropriate level of adaptive re-use could include retention of the façade on all street frontages or the utilisation and incorporation of elements of the building into the design: (e) How Built Heritage Buildings and Structures will be protected during construction through the use of screening or other protective measures to mitigate adverse construction effects; (f) How mitigation or rectification of damage to Built Heritage Buildings and Structures will be addressed; and (g) Cross references to the specific sections in the Communication and Consultation Plan which detail how the Auckland Council Heritage Department, the New Zealand Historic Places Trust, and mana whenua (see condition 15) are consulted, and the communication with the general public on the management of the adverse effects relating to Built Heritage. Historic Character - Archaeology 42.1A Historic Character DWP shall be prepared to manage the adverse effects on built heritage and archaeology that may result during construction of the City Rail Link or any part of it.
42
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42.2The objective of the Archaeology section of the Historic Character DWP is to avoid, remedy or mitigate adverse effects on archaeological remains during construction, as far as reasonably practicable. 42.3To achieve the above objective the following matters shall be included in the Archaeology section of the Historic Character DWP: (a) Constructor roles and responsibilities, stand-down periods and reporting requirements are to be clearly identified; (b) How procedures for archaeological investigations and monitoring of preliminary earthworks are to be implemented in areas where there is potential for archaeological remains to be discovered; (c) Procedures for the discovery of, including accidental discovery of archaeological remains including: (i) The ceasing of all physical construction works in the immediate vicinity of the discovery; (ii) Practices for dealing with the uncovering of cultural or archaeological remains and the parties to be notified (including, but not limited to, appropriate iwi authorities, the Auckland Council Consents Monitoring officer, the New Zealand
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Historic Places Trust, and the New Zealand Police (if koiwi (human skeletal remains) are discovered); (iii) Procedures to be undertaken before physical works in the area of discovery can start again, including any iwi protocols, recording of sites and material, recovery of any artefacts, and consultation to be undertaken with iwi, Auckland Council Consent Monitoring officer and Heritage Unit, and with the New Zealand Historic Places Trust; and (iv) Procedures for recording any archaeological remains or evidence before it is modified or destroyed, including opportunities for the conservation and preservation of artefacts and ecofacts (biological material) that are discovered. Consideration shall be given to the incorporation of in-situ material or artefacts into the design of stations and / or public places associated with the City Rail Link project. Consideration shall also be given to the provision for ‘post-excavation’ assessment analysis and publication of material within 24 months of completion of construction. (v) Provision for ‘post-excavation’ archiving, assessment and analysis of the archaeological records and materials; publication of results of that work within 24 months of completion of construction assessment analysis and publication of material within 24 months of completion of construction. (d) Training procedures for all contractors are to be undertaken in advance of construction, regarding the possible presence of cultural or archaeological sites or material, what these sites or material may look like, and the relevant provisions of the Historic Places Act 1993 if any sites or material are discovered; (e) Cross references to the specific sections in the Communication and Consultation Plan which details how the Auckland Council Heritage Department, the New Zealand Historic Places Trust, mana whenua (see condition 8) are consulted, and the communication with the general public on the management of the adverse effects relating to archaeology. Heritage Advisory Group and Composition
43
1
43.1The Requiring Authority must engage, at its expense, a panel of suitably qualified and experienced heritage experts to discharge the functions required by conditions 44 and 45. The Heritage Advisory Group will consist of three independent experts, whose members will not be directors or employees of the Requiring Authority, the New Zealand Historic Places Trust or the consent authority. The Heritage Advisory Group will comprise one nominee from the Requiring Authority, one nominee from the consent authority, and a third nominee appointed jointly by the Requiring Authority's and consent authority's nominees. 43.2Before establishing the Heritage Advisory Group the Requiring Authority shall seek the opinion of NZHPT on the appointment of the Heritage Advisory Group. 43.3The Heritage Advisory Group may determine its own processes and procedures for conducting its meetings and performing its functions as it sees fit, including methods for ensuring any disagreements between panel members are resolved, and must meet as necessary to fulfil its functions. All costs associated with the role and function of the Heritage Advisory Group and appropriate administrative support must be paid by the Requiring Authority. If any member of the Heritage Advisory Group is unable to continue in the role for whatever reason, then a replacement member must be appointed using the process set out in this condition.
44
1
Heritage Advisory Group Function
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44.1The functions of the Heritage Advisory Group are to review the assessment of the alternatives and option selected by the Requiring Authority to manage the adverse effects on the heritage values of the Bluestone wall and the Martha’s Corner building. 44.2In relation to Bluestone Wall, the Heritage Advisory Group will: (a) Certify that the method selected by the Requiring Authority under Condition 45 will have the least impact on the heritage value of the Bluestone wall compared to other reasonably practicable methods; or (b) Prepare a report as to why the method selected by the Requiring Authority under Condition 45 will not have the least impact on the heritage value of the Bluestone wall and set out details as to an alternative recommended reasonably practicable method. 44.3In relation to Martha’s Corner, the Heritage Advisory Group will: (a) Certify that the heritage outcomes for Martha’s Corner adhere to the intent of Condition 41; or (b) Prepare a report as to why the method selected by the Requiring Authority will not adhere to the intent of Condition 41 and set out details as to the recommended reasonably practicable method. 44.4The Requiring Authority must provide Auckland Council with the Heritage Advisory Group’s certification or report, and if applicable the reasons the Requiring Authority has not selected the method recommended by the Heritage Advisory Group. Bluestone Wall Management Plan 45.1A Bluestone Wall Management Plan shall be prepared to manage the adverse effects on the heritage values of the Bluestone wall during the construction of the City Rail Link. 45.2The objective of this Plan is to minimise adverse effects on the heritage values of the Bluestone wall during the construction of the City Rail Link by adopting the best practicable option. 45
1
45.3To achieve the above objective, the following shall be included in the Bluestone Wall Management Plan: (a) Identification of the key heritage values of the wall; (b) Assessment of the alternative construction methods to ensure that construction of the City Rail Link has the least impact on the heritage value of the Bluestone wall, within the practical constraints of constructing the project; and (c) The option selected by the Requiring Authority. 45.4The Bluestone Management Plan shall be prepared in consultation with the NZHPT and the Heritage Advisory Group (set out in Condition 43).
Building Condition Surveys
1 46
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Process for Building Condition Surveys 46.1Prior to construction, as a minimum those buildings listed in Appendix One and Appendix Two or identified pursuant to Condition 41.2(b) will be considered for a building condition survey. A building condition survey will be undertaken where it is assessed that there is potential for damage to buildings or structures arising from construction as determined by an independent suitably qualified person appointed by the Requiring Authority based on the criteria below unless the relevant industry criteria applied at the time or heightened building sensitivity or other inherent building vulnerability requires it. Building damage criteria will initially be assessed in accordance with Burland, J.B. (1997) “Assessment of Risk of Damage to Buildings due to Tunnelling and Excavation”.
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Additional factors which may be considered in determining whether a building condition survey will be undertaken include: (a) Age of the building; (b) Construction types; (c) Foundation types; (d) General building condition; (e) Proximity to any excavation; (f) Whether the building is earthquake prone; and (g) Whether any basements are present in the building. 46.2Where prior to construction it is determined that a Building Condition Survey is required in accordance with Condition 46.1, or if measurements exceed the criteria in Condition 33: (a) The Requiring Authority shall employ a suitably qualified person to undertake the building condition surveys and that person shall be identified in the CEMP; (b) The Requiring Authority shall provide the building condition survey report to the relevant property owner within 15 working days of the survey being undertaken, and additionally it shall notify and provide the Auckland Council Consent Monitoring officer a copy of the completed survey report; (c) The Requiring Authority shall contact owners of those buildings and structures where a Building Condition Survey is to be undertaken to confirm the timing and methodology for undertaking a pre-construction condition assessment; (d) The Requiring Authority shall record all contact, correspondence and communication with owners and this shall be available on request for the Auckland Council Consent Monitoring Officer; (e) Should agreement from owners to enter property and undertake a condition assessment not be obtained within 3 months from first contact, then the Requiring Authority shall not be required under these designation conditions to undertake these assessments; (f) The Requiring Authority shall undertake a visual inspection during "active construction" if requested by the building owner where a pre-construction condition assessment has been undertaken. (g) The Requiring Authority shall develop a system of monitoring the condition of existing buildings which is commensurate with the type of the existing building and the proximity of the CRL works. The purpose of monitoring is to assess whether or not active construction is compromising the structural integrity of the building. (h) The Requiring Authority shall, during the Building Condition Survey, determine whether the building is classified as Commercial / Industrial / School or a Historic or sensitive structure in terms of Condition 33. 46.3 During construction: (a) The Requiring Authority shall implement procedures that will appropriately respond to the information received from the monitoring system. Where necessary this may include the temporary cessation of works in close proximity to the relevant building until such time as measures are implemented to avoid further damage or compromise of the structural integrity of the building. (b) Any damage to buildings or structures shall be recorded and repaired by the Requiring Authority and costs associated with the repair will met by the Requiring Authority.
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46.4 Following construction: (a) The Requiring Authority shall, within 12 months of the commencement of operation of the City Rail Link, contact owners of those buildings and structures where a Building Condition Survey was undertaken to confirm the need for undertaking a post-construction condition assessment; (b) Where a post-construction building condition survey confirms that the building has deteriorated as the result of construction or operation works relating to the City Rail Link, the Requiring Authority shall, at its own cost, rectify the damage; and 46.5 Where the Requiring Authority is required to undertake building repairs in accordance with Conditions 46.3(b) or 46.4(b), such repairs shall be undertaken as soon as reasonably practicable and in consultation with the owner of the building. Urban Design Urban Design Principles 47.1 The objective of the Urban Design DWP is to enable the integration of the CRL’s permanent works into the surrounding landscape and urban design context. 47.2An Urban Design DWP shall be developed to ensure that the areas within the designation footprint used during the construction of the City Rail Link are to be restored and the permanent works associated with the CRL are developed in accordance with urban design principles. The following Principles from the Urban Design Framework submitted as part of the Notice of Requirement documents will be used to inform the Urban Design and Landscape Plan: (a) Mana Whenua Principles – see Condition 49; (b) Movement and Connections –
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(i) Existing Networks - Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure. (ii) Entrance Location - Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations. (iii) Intuitive Orientation - The location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network. (iv) Way Finding - Coherent signage should be utilised to aid intuitive orientation and way finding. (v) Mode Integration - Spatial integration with bus stops as well as kiss and ride should be facilitated where possible without imposing on the quality of public realm. (vi) Bicycle Parking – Appropriate numbers of safe bicycle storage or parking should be provided in each station environment. (vii) Street Crossings - Safe pedestrian street crossings shall be provided in the immediate vicinity of station entrances to the extent practicable. The provision of level street crossings is preferable over any grade separated solutions. (viii) Footpaths – Footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations. (ix) Grade separated rail crossings – Structures associated with grade separated rail crossings need to be carefully and sensitively designed and in accordance with crime prevention through environmental design principles to ensure appropriate
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amenity and safety are retained or achieved. Measures to achieve this may include: a. b.
Utilising permeable balustrades on overbridges; Maximising the width of the footpath at grade in street reserves;
c.
Orientating any steps parallel to overbridges;
d.
Providing appropriate levels of lighting (in accordance with the Auckland Transport Street Lighting Policy (Appendix 1) for “Pathways in high risk, high brightness areas”); and e. Treatment of the sides of ramps and footpaths to enhance visual amenity. (x) Grade separated rail crossings – Permeable balustrades on overbridges should be required not only for crime prevention purposes but to enable views into the neighbouring sites. For clarity all balustrades comprised within Normanby Road grade separation works (as defined in condition 30.1(l) shall be permeable including without limitation the ramp to be constructed into the site at 32 Normanby Road. (c) Public Realm and Landscape – (i) Existing Streetscape – Structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space. (ii) Universal Access – Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces). (iii) Safe Environments – Structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths. (iv) Reinstated Surfaces - The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area. (v) Station Plazas - The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area. (vi) Public Art - Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana Whenua cultural narratives, history, art and particular traits of the local community. (vii) Landscape Planting – Plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana Whenua cultural narratives. (viii) Entrances within the Road Reserve - Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage. (ix) Utility Structures - Above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated with other buildings. (x) Where landscape planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g. vehicle parking and access
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requirements). 47.3The Urban Design DWP shall show how these principles have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded or otherwise to these principles and initiatives. 47.4The work to restore those areas within the designation footprint used during construction of the City Rail Link will occur as part of construction or within six months of the City Rail Link being operational. Auckland Council Urban Design Panel 47.5The Requiring Authority shall request the Auckland Council to refer the Urban Design DWP to the Auckland Urban Design Panel (or other equivalent entity (if any) at that time) and invite the Auckland Urban Design Panel to comment on: (a) The degree to which the Urban Design DWP has appropriately responded to the principles listed in 47.2 and 49.1; (b) The degree to which station plans have appropriately responded to the principles listed in Condition 54.1. 47.6As part of the Urban Design DWP submitted, the Requiring Authority shall: (a) Provide a record of feedback received from the Auckland Urban Design Panel (or equivalent entity at that time); (b) Provide detail of how the Urban Design DWP has responded to any feedback received from the Auckland Urban Design Panel (or equivalent entity at that time) and, where they have not, the reasons why; (c) Provide detail regarding the degree to which the community stakeholder, affected party and affected in proximity party feedback has been considered and where applicable incorporated into design. Where feedback has not been incorporated, the Requiring Authority shall provide comment as to reasons why the feedback has not been incorporated; (d) The information set out in (a), (b) and (c) above must be included in the Urban Design DWP submitted to both the independent peer reviewer and Auckland Council as part of the Outline Plan. Mitigation Planting Requirements
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48.1The Urban Design DWP shall include any replacement planting proposed to mitigate the adverse effects of tree and vegetation removal from within the designation footprint. It is acknowledged that the mitigation of effects of tree and vegetation removal will be considered in response to the urban design principles of Condition 47. 48.2Any landscaping included under the Urban Design DWP shall be implemented in accordance with this plan within the first planting season following the City Rail Link being operational. If the weather in that planting season is unsuitable for planting, as determined by the Auckland Council Consent Monitoring officer (in consultation with the Auckland Council Parks Department), the landscaping shall instead be implemented at the first practicable opportunity thereafter. The next practicable opportunity shall be agreed by the Auckland Council Consent Monitoring officer. 48.3The landscaping will be maintained by the Requiring Authority for a period of 5 years for specimen trees and 3 years for all other landscape planting.
49
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Engagement with Mana Whenua and the Mana Whenua Principles
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49.1The Urban Design DWP shall include: (a) How mana whenua (see Condition 8) have been engaged with during its
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6
Condition
development in relation to the implementation and interpretation of the Principles set out under Condition 47, and particularly in relation to the mana whenua principles set out below: (i) Mana / Rangatiratanga – As the original local authorities of Tamaki Makaurau, Iwi require high level Treaty based relationships with all key stakeholders including the Requiring Authority and Auckland Council which recognise their Tangata Whenua status in order to fulfil their roles as kaitiaki. Such partnership relationships can then inform engagement with AT / Council at all levels including direct involvement with design consortia. Relationships are required at governance and senior management levels. Such relationships are a precursor to actualising the other 6 principles. (ii) Whakapapa – Names and genealogical connections– reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the most appropriate names are identified to develop design, interpretation and artistic responses. (iii) Tohu – Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices. (iv) Taiao – Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) – promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites. (v) Mauri tu – Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site – in particular focusing on the quality of wai / water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encountered should be carefully treated with Mana Whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works. (vi) Mahi toi – Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art. (vii) Ahi kaa – need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi-kaa and kaitiaki roles in and around the CRL route and new station precincts; and (b) A summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations. The summary must include a clear explanation of where any comments have not been incorporated and the reasons why not. The summary must be included in the Urban Design DWP submitted to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan. Specific Area Requirements: Britomart to Aotea Station
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50.1For this designation the Urban Design DWP shall include how the following are to be restored following completion of the City Rail Link construction works: (a) Queen Elizabeth Square and lower Queen Street between Quay Street and Customs
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Street; (b) Albert Street between Quay Street and Victoria Street; and (c) Albert Street between Victoria Street and Mayoral Drive including those part of Victoria and Wellesley Streets, the Council owned land on the southeast corner of Albert and Wellesley Streets which is to be used as a construction area, affected by surface construction works . 50.2The restoration plan for this designation shall demonstrate how street upgrades and public realm improvements have been considered when Albert Street and Mayoral Drive are reinstated. This should include as a minimum how the design and construction utilises material palettes, planting schedules and street furniture that are coherent with the surrounding streetscape character. Specific Area Requirements: Karangahape Station area
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51.1For this designation the Urban Design DWP shall include restoration plans (showing how the following are to be restored following completion of the City Rail Link construction works): (a) Beresford Square and Street including where surface works have occurred within Pitt Street; and (b) Mercury Lane. 51.2The restoration plan for this designation shall demonstrate how street upgrades and public realm improvements have been considered when Beresford Street, Pitt Street and Mercury Lane are reinstated. This should include as a minimum: (a) How the design and construction utilises material palettes, planting schedules and street furniture that are coherent with the surrounding streetscape character. (b) Methods for street upgrades and public realm improvements.
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Specific Area Requirements: Newton Station area 52.1For this designation the Urban Design DWP shall include restoration plans (showing how the following are to be restored following completion of the City Rail Link construction works) for those areas used for surface construction works within the designation footprint, including the construction yard located on the northeast corner of Mt Eden Road and Symonds Street. Specific Area Requirements: North Auckland Line area 53.1For this designation the Urban Design DWP shall include the following: (a) Restoration Plans showing how the worksite area will be maintained during the construction period.
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(b) Restoration Plans showing how the following are to be restored after construction completion: (i) The replacement of Mt Eden Road Bridge; (ii) The area used for the grade separation of Porters Avenue; (iii) The area used for the grade separation of Normanby Road; and (iv) The replacement of the pedestrian connection, to be provided over the railway, between Ngahura Street and Fenton Street, including a connection to the Mount Eden Station.
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Station Plan Requirements
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54.1The Urban Design DWP shall include a Station Plan/s (report and design plan/s as required) and include the following: (a) The design details showing both the above ground and below ground elements of the
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station/s; (b) How the above ground and below ground design of the stations has taken into account the following principles: (i) Overarching - stations should achieve a successful and memorable transport experience. (ii) Function - stations will provide safe, functional and clear transport solutions. (iii) Performance - stations will provide a credible, sustainable design outcome that responds to climate, site and social economics. (iv) Personality - stations will provide an expression that contributes to their context and local identity and will respond to an appropriate network wide identity. (v) Existing and New Building Structures. (vi) Built Heritage:
Where built heritage is required for City Rail Link station requirements, adaptive reuse strategies should be considered to preserve the building’s role in establishing the streetscape and urban character. The development of new buildings and structures should minimise impact on, and disturbance of, Built heritage listed by the New Zealand Historic Places Trust or the Auckland Council District Plan that play a significant role in establishing the streetscape and urban character of the local area. (vii) Bulk, Scale and Massing:
Bulk, scale and massing of structures resulting from the City Rail Link (station buildings in particular) should be sympathetic with the surrounding built urban form. Aotea Station building frontages should correspond with the road reserve boundary unless a specific station plaza area is intended. Karangahape Road station building(s) should be sensitively designed so as to contribute positively and to complement the good public realm and urban form qualities that currently exist in this area of Karangahape Road, Pitt Street and the upper end of Beresford Street. The redevelopment of land acquired for the Newton Station provides the opportunity for a continuous active building frontage to correspond with the road reserve boundary, providing: This does not conflict with the operation requirements of the station; or Unless a specific station plaza area is intended.
(viii) Active Frontage – Structures resulting from the City Rail Link should present an active frontage towards public spaces like streets, squares, pedestrian walkways or station plaza areas provided that this doesn’t conflict with the operation requirements of the station. : Where no active frontage is proposed, an explanation of the reasons shall be outlined in the Urban Design DWP. (ix) Weather Protection – Where practicable, station entrances should provide some weather protection along their frontage (e.g. verandahs, awnings, canopies etc.) and these should be considered as part of the design. (x) Adaptability – The design of structures resulting from the City Rail Link should be able to adapt to change over time (e.g. change of uses, innovations in technology etc.) where reasonably practicable and anticipate opportunities (e.g. additional entrances) that may become possible in the future. The station design should
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not inhibit wider development opportunities (e.g. above or around station entrances). (xi) Identity – The design of the station entrances should provide an expression that reflects their respective context and local cultural identity. They could reflect, respond and/or interpret local characteristics like natural or Mana Whenua heritage, history, art, particular traits of the local community and unique architectural and urban forms of the area. (xii) Construction Quality – The design and construction of structures resulting from the City Rail Link (station buildings in particular) should be of a quality that lasts over time. Materials should be selected that are highly durable, elegant and vandal resistant where they come into contact with patrons. (xiii) Mana Whenua Principles – see Condition 49. (c) How these principles have been used to guide and influence the design, and how the design has responded, or otherwise, to these principles and initiatives; and (d) A summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations into station design. The summary must include a clear explanation of where any comments have not been incorporated and the reasons why not. The summary must be included in the Urban Design DWP submitted to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan. Trees and Vegetation Trees and Vegetation DWP 55.1A Trees and Vegetation DWP shall be prepared to manage the adverse effects from the removal of trees and vegetation during the construction of the City Rail Link or any part of it. 55.2The objective of the Trees and Vegetation DWP is to avoid the removal of scheduled trees as far as practicable. Where trees are identified for removal in surface works the Requiring Authority will remedy or mitigate the adverse effects of construction on trees and vegetation. 55.3To achieve the above objective the following shall be included in the Trees and Vegetation DWP and implemented as required: 1 55
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(a) Confirmation of the trees to be removed due to surface construction works and whether it is appropriate and feasible to relocate or store these trees for replanting. The removal of schedule trees which form a significant group should only be undertaken as a last resort; (b) A list of trees, which due to being located in proximity to construction works, have root systems and / or foliage within and / or overhanging the surface designation footprint, and the methods to be used, where practicable, to protect these trees from construction works; (c) Cross references to the Urban Design DWP and the proposed mitigation of any tree / vegetation removal through replanting trees at a 1:1 ratio, re-instatement of the area, and other methods.. In preparing the Trees and Vegetation DWP, the Requiring Authority shall seek input from the Auckland Council Parks Department with regard to tree species / vegetation selection, tree pit construction where deemed necessary, and the positioning of replacement trees and from directly affected land owners with regards to preferences for any replacement planting for vegetation / trees removed from private property or for any replacement planting on private property;
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(d) Other methods to be used to monitor and report on the management of the adverse effects from tree / vegetation removal; and (e) Cross references to the specific sections in the Communication and Consultation Plan which detail how the Auckland Council Parks Department, mana whenua (see condition 8) are consulted, and communication with the general public on the management of the adverse effects relating to the removal of trees and vegetation. Public Art Public Art DWP 56.1A Public Art DWP shall be prepared to manage the adverse effects on public art located within or in close proximity to the designation footprint. 56.2The objective of the Public Art DWP is to enable: (a) The appropriate removal and / or relocation of one piece of public art directly affected by the construction of the City Rail Link; (b) The protection of two pieces of public art that are located on public land in close proximity to the City Rail Link construction works.
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1
56.3To achieve the above objective the following shall be included in the Public Art DWP and implemented as required: (a) The process that will be undertaken to remove the public art work known as "Enduring Fires" (at the time of the Notice of Requirement process located within Queen Elizabeth Square), including the consultation undertaken with the Auckland Council and Ngati Whatua ki Tamaki or Ngati Whatua o Orakei as to its removal, storage, re-establishment or relocation and / or replacement (as part of the restoration works associated with the City Rail Link construction); (b) The process that will be undertaken to protect or remove the public art work known as "Maori Warrior" (at the time of the Notice of Requirement process located on the pavement of Quay Street adjacent to 1 Queen Street), including the consultation undertaken with the Auckland Council as to its protection during construction or whether it should be removed, stored, relocated and / or replaced (as part of the restoration works associated with the City Rail Link construction); (c) The process to protect the public art known as "Matahorua Anchor and Tainui Anchor" (at the time of the Notice of Requirement process located at the northern end of the Bledisloe Building on Wellesley Street) from construction works to the west, including the consultation undertaken with the Auckland Council as to its protection. 56.4If one does not already exist, an asset management plan shall be prepared by the Requiring Authority in collaboration with Auckland Council for any of the above listed public art works as part of any protection or removal process. 56.5Should the above public art works be removed from these sites prior and separate to the City Rail Link project, this condition will not need to be complied with.
Contaminated Land Contamination DWP 4
57.1A Contamination DWP shall be prepared to manage the adverse effects relating to contaminated land during the construction of the City Rail Link or any part of it.
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57.2The objective of the Contamination DWP is to avoid, remedy or mitigate the adverse effects of construction on human health which may result from the disturbance of contaminated materials during construction.
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57.3To achieve the above objective the following shall be included in the Contamination DWP
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and implemented as required: (a) A health and safety plan that addresses: (i) Worker safety in relation to hazardous substances; and (ii) Worker training with regard to handling hazardous substances, identifying potentially contaminated soil / material, and notification procedures for discovery of contamination; (b) Procedures for how erosion and sediment control, storm water, dust, and odour control measures will manage the removal of contaminated soil / material; (c) Procedures for contaminated soil classification, management and disposal of contaminated soil / material; (d) Where any trenches/excavations during civil works are to be sealed as a result of contamination and how this is to be recorded; (e) How and which work areas are to be restricted to authorised personnel only and procedures to limit the presence of ignition sources in these areas (e.g. no smoking within or adjacent to construction area, no welding or open flames near areas with high concentrations of hydrocarbon contamination); (f) Procedures for the monitoring and management of the removal of contaminated soil / material by a suitably qualified environmental specialist; (g) How the placement of re-used contaminated soil / material will be recorded and tracked; (h) Where areas for stockpiling and storing contaminated soil / material will be established on the construction site and the procedures for managing the containment of the contaminated soil / material in these areas; (i) Cross references to the specific sections in the Communication and Consultation Plan which detail how the general public are to be communicated with on the management of the adverse effects relating to the removal of contaminated soil / material. Contamination Validation Report at Completion of Construction 1 58
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58.1At the completion of construction works a validation report will be prepared in accordance with any Ministry for the Environment guidelines and submitted to the Auckland Council Consent Monitoring officer documenting the management of soil and evidence of appropriate disposal. The validation report shall include a record of all analytical results, volumes, tip dockets, and any incidents or complaints and how these were addressed. The validation report shall also identify any areas which need on-going monitoring and management by the Requiring Authority.
Air Quality Air Quality DWP
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59.1An Air Quality DWP shall be prepared to avoid, remedy or mitigate the adverse effects on air quality during the construction of the City Rail Link or any part of it. 59.2The objective of the Air Quality DWP is to detail the best practicable option to avoid dust and odour nuisance being caused by construction works and to remedy any such effects should they occur. 59.3To achieve the above objective the following shall be included in the Air Quality DWP and implemented as required: (a) The procedures to be implemented for the continuous monitoring of Total Suspended Particulate (TSP) concentrations and meteorology including, but not limited to, the establishment of two monitoring sites (to the north and south of the
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site); (b) Identification of the sensitive locations, and the specific methods for monitoring, including trigger limits to determine whether further action (such as implementation of the mitigation measures discussed below or other mitigation measures) is required; (c) Procedures for responding to malfunctions with construction machinery or works causing accidental dust discharges including, but not limited to, the requirement to remedy any malfunction within 24 hours; (d) Procedures for monitoring weather conditions and the requirement that water spray is used on soil stockpiles, any non-paved construction areas, and the wheels of trucks where dust may disperse beyond the site; (e) Procedures for establishing when the covering of trucks will be required; (f) Procedures for determining when hard surfaced areas in construction yards and active construction areas should be cleaned including, but not limited to, the requirement that such areas be cleaned whenever dust generation occurs due to traffic on these surfaces; (g) Procedures for responding to discharges of odour (including in the event of excavation of contaminated sites) including, but not limited to, the requirement to address discharge of objectionable odour by immediately ceasing the activity causing the discharge; (h) Procedures for equipment inspection (including timeframes for regular inspections), maintenance, monitoring and recording, including baghouses, pressure relief valves and high level alarms to mitigate dust emissions; (i) Procedures for, where practicable, limiting dust and odour nuisance and the methods for monitoring these procedures including Identification of contingency measures to address identified and verified adverse effects on sensitive receptors. Contingency measures may include options such as: (i) Cleaning of air filtration intakes; or (ii) Cleaning of other buildings and infrastructure; and (j) Procedures for responding to any complaints received and the timeframes for response to complaints and reporting; (k) Cross references to the specific sections in the Communication and Consultation Plan which detail how the communities in the vicinity of construction works are to be communicated with on the management of the adverse effects relating to air quality. Social Impact and Business Disruptions
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Property Management Strategy 60.1The Requiring Authority will prepare a Property Management Strategy and shall submit the Strategy to Auckland Council within 3 months of the Designation being confirmed for confirmation that the Strategy has been prepared in accordance with this condition. 60.2The purpose of the Strategy is to set out how the Requiring Authority will ensure the properties acquired for the City Rail Link are appropriately managed so they do not deteriorate and adversely affect adjoining properties and the surrounding area. The Strategy shall identify measures and methods to ensure the properties are managed in a manner that: (a) Does not significantly change the character, intensity and scale of the effects of the existing use of the land; (b) Maintains the condition of the property at that which existed at the time of purchase
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by the Requiring Authority; (c) Contributes to the functioning of the area within which the property is located; (d) Maintains occupancy as far as reasonably practicable; and (e) Provides confidence to occupants, adjoining property owners, and the community that the properties are managed responsibly pending construction. Social Impact and Business Disruption DWP 61.1The Requiring Authority shall prepare a Social Impact and Business Disruption DWP. The objective of the Social Impact and Business Disruption DWP is to avoid, remedy or mitigate the adverse effects arising from disruption to businesses, residents and community services/facilities so far as reasonably practicable. 61.2To achieve this objective the Requiring Authority shall engage a suitably qualified specialist(s) to prepare a Social Impact and Business Disruption DWP to address the following specific issues: (a) How disruption to access (including pedestrian, cycle, passenger transport and service/private vehicles) for residents, community services and businesses as a result of construction activities will, so far as is reasonably practicable, be avoided, remedied or mitigated; (b) How the disruption effects that result or are likely to result in the loss of customers to businesses as a result of construction activities will, so far as is reasonably practicable, be avoided, remedied or mitigated; (c) How the loss and/or relocation of community facilities and the loss or change to catchments associated with these facilities as a result of the property acquisition process particularly to the Chinese Community Centre and Life Centre Church and the temporary loss of car parking at Hopetoun Alpha will be mitigated; and 1 61
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(d) How loss of amenity for residents, community services and businesses as a result of construction activities will be or has been mitigated through the CEMP and other DWPs. 61.3The Social Impact and Business Disruption DWP shall be prepared in consultation with the community, community facility operators, business owners, affected parties and affected in proximity parties to: (a) Understand client and visitor behaviour and requirements and operational requirements of community facilities and businesses; (b) Identify the scale of disruption and adverse effects likely to result to businesses, residents and community services/facilities as a result of construction of the City Rail Link; (c) Assess access and servicing requirements and in particular any special needs of residents, community facilities and businesses; and (d) To develop methods to address matters outlined in (b) and (c) above, including: (i) The measures to maximise opportunities for pedestrian and service access to businesses, residents and social services/facilities that will be maintained during construction, within the practical requirements of the Transport, Access and Parking conditions (Conditions 25 to 30) and the Transport, Access and Parking DWP; (ii) The measures to mitigate potential severance and loss of business visibility issues by way-finding and supporting signage for pedestrian detours required during construction; (iii) The measures to promote a safe environment, taking a crime prevention
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NoR Applies to
Condition
through environmental design approach; (iv) Other measures to assist businesses and social services/facilities to maintain client/customer accessibility, including but not limited to client/customer information on temporary parking or parking options for access; (v) Other measures to assist residents, businesses and social services/facilities to provide for service delivery requirements; (vi) The process (if any) for re-establishment and promotion of normal business operation following construction; (vii) If appropriate and reasonable, requirements for temporary relocation during construction and/or assistance for relocation (including information to communities using these services and facilities to advise of relocations); and (viii) The measures to remedy and mitigate the disruption impacts to the community as a result of any closure and/or relocation of community services and facilities required by the Project. 61.4The Social Impact and Business Disruption DWP shall include: (a) A summary of the findings and recommendations of the Social Impact Assessment report (2013); (b) A record of the consultation undertaken with the community including specific access and operational requirements of individual businesses and residents including, if relevant, consultation on the necessity for, and the feasibility of, options and requirements for temporary relocation during construction and/or assistance for relocation); (c) An implementation plan of the methods to mitigate the disruption effects (as developed in 61.3 above); (d) Reference to any site/business specific mitigation plans that exist (though these may not be included in the DWP); (e) Cross reference to detail on how the CEMP and DWPs have responded to the issues of resident, business and social service/facility accessibility and amenity; (f) Details of on-going consultation with the local community through the Community Liaison Groups to provide updates and information relating to the timing for project works and acquisition; (g) Details of best endeavours steps undertaken with regard to acquisition and/or relocation of the Chinese Community Centre and Life Centre Church under the Public Works Act 1981; and (h) The process for resolution of any disputes or complaints in relation to the management / mitigation of social impacts (including business disruption impacts). 61.5In relation to the site at 32 Normanby Road, the Requiring Authority shall consult with sub-lessees in the presence of the landowner and head lessee when developing site/business specific mitigation plans, unless the sub-lessee(s) request otherwise. 61.6 The Social Impact and Business Disruption DWP shall be implemented and complied with for the duration of the construction of the City Rail Link and for up to 12 months following the completion of the Project if required. 61.7 Suitably qualified independent specialists for the social impact and business disruption mitigation (whose appointment shall be agreed by the Council) shall peer review the Social Impact and Business Disruption DWP pursuant to Condition 11. 61.8 The Requiring Authority shall prepare an annual report on the identification, monitoring, evaluation and management of the effects outlined in the Social Impact and Business Disruption DWP together with a summary of matters raised by the community, and how
City Rail Link Notice of Requirement
Page 61
Condition Number
Condition
NoR Applies to
these have been responded to. The report shall be presented to the Community Liaison Groups. Specific Design Requirements 62
2
62.1The operational tunnel will avoid running under the building footprint of the property at 152 Vincent Street.
OPERATIONAL CONDITIONS Operational Rail Vibration 63.1The Requiring Authority shall confirm that operational rail vibration and reradiated noise levels comply with the following Project Criteria at any noise or vibration sensitive receiver existing at the time of lodgement of the CRL NoR: Building Type
Vibration Criteria
Reradiated Noise Criteria (dB LASmax re: 20 Pa)
PPV (mm/s)
1 2 63
4 5 6
Commercial uses with primarily daytime use1
0.2
40
Residences and buildings where people normally sleep
0.15
35
Auditoria/Theatres1
0.1
30
TV/Recording Studios
0.06
25
Note: 1. 2.
Such as offices, businesses, churches, schools, universities and libraries. This includes Albert Street District Court.
63.2For any noise or vibration sensitive building types that are not provided for in the table above, the upper limit for vibration and reradiated noise shall not exceed 0.3 mm/s PPV and 50 dB LASmax respectively. 63.3For the avoidance of doubt this does not apply to the North Auckland Line and Britomart Designations. 63.4When assessing operational rail vibration and reradiated noise, compliance with Conditions 63.1 and 63.2 shall be achieved for at least 95% of any 20 consecutive train pass-by ‘events’. Operational Noise – Mechanical Ventilation Plant
1 64
2 4 5
64.1Operational noise from mechanical ventilation plant servicing the underground rail sections of the City Rail Link shall be measured and assessed in accordance with the following Project Criteria: Location
Period
Auckland Central Area
7.00am to 11:00pm
65
11:00pm to 7:00am
60
7.00am to 10:00pm
60
Auckland Isthmus Area
dB LAeq
dB LAFmax 75
City Rail Link Notice of Requirement
Page 62
Condition Number
NoR Applies to
Condition
10:00pm to 7:00am
55
75
64.2Measurements shall be undertaken in accordance with New Zealand Standard NZS 6801:2008 “Acoustics – Measurement of environmental sound” and assessed in accordance with New Zealand Standard NZS 6802:2008 “Acoustics - Environmental Noise”. 64.3For the avoidance of doubt this does not apply to the North Auckland Line and Britomart Designations. Operational Noise and Vibration Management Plan (ONVMP) 65.1To manage the adverse effects from the maintenance and operation of the City Rail Link, the Requiring Authority shall, prior to the operation of the CRL, prepare an Operational Noise and Vibration Management Plan, (ONVMP) to the satisfaction of Auckland Council’s Compliance Monitoring Manager. The objective of the ONVMP shall be to ensure that the tracks, rolling stock and associated infrastructure (including ventilation and other mechanical plant) are maintained and operated in accordance with maintenance standards as outlined in the Requiring Authority’s maintenance programme for the City Rail Link, so that operational noise and vibration levels received at noise sensitive receiver locations, and vibration levels comply with Conditions 63 and 64. . 65.2The ONVMP shall set out procedures for: 1 2 65
4 5
(a) The maintenance of rolling stock to minimise noise and vibration emissions including, but not limited to, the management of wheel roughness and flats, braking systems, cooling systems, suspension systems and any other significant source associated with the operation of locomotives; (b) The maintenance of tracks to minimise noise and vibration emissions, including, but not limited to, the management of curve squeal, rail roughness, joint constructions and any other significant source associated with the use of the tracks; (c) The implementation of mitigation measures associated with the operation and maintenance of the City Rail Link, for the operational life of the City Rail Link; (d) The management of noise from the operation of the line, including, but not limited to, the use of audible warning devices and acceleration / deceleration controls (where relevant); and (e) The management of noise and maintenance of noise-generating equipment from stations and associated ventilation and mechanical plant infrastructure including, but not limited to, PA systems, fans and ventilation noise and audible warning devices. 65.3The ONVMP shall be adhered to at all times. It may be updated or amended at any time with the approval of Auckland Council’s Compliance Monitoring Manager. 65.4For the avoidance of doubt this does not apply to the North Auckland Line and Britomart Designations.
66
6
Operational Noise and Vibration Management – MediaWorks 66.1At least six months prior to the opening of the CRL, the Requiring Authority shall provide a report from a suitably qualified noise and vibration expert to Auckland Council’s Compliance Monitoring Manager and to MediaWorks. The report shall confirm the trackform mitigation applied to the project has been designed to ensure that operational noise will not exceed the levels as set out in Condition 63. 66.2The Requiring Authority shall implement continuous vibration monitoring on the tunnel structure on the East Link Down Main line within 20m of the closest point of the CRL tunnel to Studio 1 to determine compliance with Condition 63 during the operation of
City Rail Link Notice of Requirement
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Condition Number
NoR Applies to
Condition
the CRL (but only for so long as MediaWorks remains located at the MediaWorks site). The monitoring regime shall: (a) Be based on PPV measurements; (b) Ensure that measurement equipment and signal chain complies with the manufacturers guidelines for accuracy and calibration; (c) Capture every train pass-by on the line which may be triggered by vibration level radio frequency tag, interrupted beam or any other practicable triggering method; (d) Ensure the retention of the PPV data for every train pass-by on the line; (e) Ensure the transmission of PPV data for every train pass-by to the Requiring Authority at an interval not exceeding 48 hours between data uploads to enable records to be viewed and interrogated as required without requiring access to the monitoring location; (f) Ensure that the Requiring Authority, Auckland Council’s Compliance Monitoring Manager and MediaWorks are alerted to PPV values exceeding a value at the tunnel monitoring location that corresponds to 90% of the limits specified in Condition 63.1 for TV/Recording Studios to enable the Requiring Authority to instigate preventative maintenance of tracks and rolling stock with the aim of avoiding exceedences of the noise and vibration limits at the MediaWorks building. The ONVMP required by Condition 65 shall set out the method for determining the transfer function between the tunnel monitoring location and the floor of Studio 1, and what the vibration trigger level is (based on measurements on the tunnel structure) for investigation and corrective action measures relative to Condition 66.2(f) above. The transfer function shall be accurately determined prior to the railway becoming operational using the tunnel monitoring location and the floor of Studio 1. 66.3Condition 63 shall be complied with at the MediaWorks building for the life of the CRL. 66.4Noise shall be measured in accordance with the requirements of NZS6801:2008 Acoustics - Measurement of Environmental Sound. Vibration shall be measured in accordance with the requirements of German Standard DIN 4150-3:1999 Structural vibration - Effects of vibration on structures. 66.5In the event of any exceedance of any noise or vibration limit in Condition 63 during Sensitive Times (as defined in Condition 35.1) measures to reduce the noise or vibration below the relevant limit in Condition 63 shall be implemented as soon as reasonably practicable. ADVICE NOTES
1 AN1
4 5 6
1 2 AN2
4 5 6
The Requiring Authority will require an Authority under the Historic Places Act 1993 to destroy, damage or modify any archaeological site. This Authority is required in advance of earthworks commencing in the area where the archaeological site is located. It is expected that there will be staged Section 12 Authority applied for to cover the earthworks programme. In the event of unanticipated archaeological sites or koiwi being uncovered the Requiring Authority shall cease activity in the vicinity until it has the relevant approvals, and consulted with the Historic Places Trust and relevant iwi interests. The Requiring Authority will need to acquire the relevant property interests in land subject to the designation before it undertakes any works on that land pursuant to the designation. That may include a formal Public Works Act 1981 land acquisition process. It is acknowledged that property rights issues are separate from resource management effects issues and that the resolution of property issues may be subject to confidentiality agreements between the Requiring Authority and the relevant landowners.
City Rail Link Notice of Requirement
Page 64
Condition Number
NoR Applies to
Condition
1
Prior to construction if Network Utility Operators are carrying out works that do not require prior written consent of the Requiring Authority in accordance with condition 6 of this designation, they must carry out those works in accordance with the Corridor Access Request (CAR) Process (as set out in Part 4 of the National Code of Practice for Utility Operators’ Access to Transport Corridors 2011) where that process applies to the works being carried out.
2 AN3
4 5 6 1
AN4
2 4
Under section 176 of the RMA no person may do anything in relation to the land subject to the designation that would prevent or hinder the Rail Link without the written approval of the Requiring Authority.
5 6 1 AN5
2 4 5
Some of the land is subject to existing designations. Nothing in these designation conditions negates the need for the Requiring Authority to adhere to the provisions of section 177 of the RMA.
AN6
6
Some of the land is subject to existing designations. Nothing in these designation conditions negates the need for the Requiring Authority to adhere to the provisions of section 177 of the RMA. For the avoidance of doubt, the Requiring Authority shall obtain the written consent of the Minister of Corrections in accordance with section 177 of the RMA for any work authorised by the City Rail Link designation on the Mt Eden Corrections Facility site at 1 Lauder Road.
AN7
1
Modifications to Britomart Transport Centre to connect the City Rail Link tracks into the rail network are separate to this designation and are covered under the Britomart Transport designation.
AN8
6
Works required to connect the City Rail Link to the North Auckland Rail Line occurring within the North Auckland Rail Line designation are separate to this designation and are covered under the North Auckland Line Rail designation.
City Rail Link Notice of Requirement
Page 65
Appendix One to Designation Conditions (NoR 1, 2, 4, 5 and 6) Condition 36 of this designation requires as part of the CEMP process the confirmation of where and when building condition surveys will be undertaken in relation to vibration and settlement. Note that those buildings classed in the “heritage� category are covered under the Appendix Two below. In accordance with condition 46, at a minimum building condition surveys shall be considered for the following buildings:. No
Address
Property Known As
1
8-12 Albert Street
Quay West Hotel
2
17 Albert Street
Cohesive Technology House
3
22-26 Albert Street
The Stamford
4
74 Albert Street
Chifley Suites
5
76-84 Albert Street
City Gardens Apartments
6
103,105,107 Albert Street
Manhattan Apartments
7
109-125 Albert Street
Sky City - Grand Hotel & Convention Centre
8
106-108 Albert Street
Elliot Tower (Proposed)
9
128 Albert Street
Crown Plaza
10
103 Vincent Street
YWCA Accommodation
11
109 Vincent Street
The Rodney Apartments
12
113 Vincent Street
Winsun Heights Apartments
13
135 Vincent Street
Dynasty Gardens Hotel
14
150 Vincent Street
The City Lodge
15
156 Vincent Street
Eclipse Apartments
16
71-87 Mayoral Drive
Rendezvous Grand Hotel
17
29,39,41 Pitt Street
Hopetoun Delta Apartments
18
22-28 Beresford Square
The Beresford
19
259-281 Karangahape Road
Retail and Residential building
20
14 East Street
Residential Building
21
9 A-C Mercury Lane
Residential Building
22
18 East Street
Residential Building
23
153 Newton Road
Beatnik
24
10 Flower Street
Eden Terrace Apartments
25
1 Akiraho Street
Eden Oaks
26
21 Queen Street
Zurich House (Anzo Tower)
27
7 Albert Street
Retail and Office building
28
9-11 Albert Street
Food Alley
29
23-29 Albert Street
ANZ Centre
30
12-26 Swanson Street
Affco House Carpark
City Rail Link Notice of Requirement
Page 66
No
Address
Property Known As
31
58 Albert Street
APN NZ Complex
32
63 Albert Street
AMI House
33
65-69 Albert Street
Auckland District Court
34
38 Wyndham Street
Wyndham Towers
35
92-96 Albert Street
Former Telecom Tower
36
85 Albert Street
Retail and Office building
37
87-89 Albert Street
Albert Plaza
38
99 Albert Street
AA Building
39
135 Albert Street
ASB Building
40
120 Albert Street
BDO Tower
41
44-52 Wellesley Street West
Wellesley Centre
42
67-101 Vincent Street
Auckland Police Station
43
22 Dundonald Street
Soundcraft Ltd
44
3 Flower Street
TV3 Building
45
32 Normanby Road
Commercial Building
46
3 Enfield Street
Horse and Trap
47
101 Mount Eden Road
Hometune
48
1 Ngahura Street
Auckland Boxing Association
49
1 Queen Street
HSBC House
50
125 Queen Street
New World Supermarket tenancy
51
148 Quay Street
Tenham Investments and Body Corporate 184960
52
29 Customs Street West
AMP Centre
53
15-19 East Street
54
32 Akiraho Street
Bear Park Early Childhood Centre
City Rail Link Notice of Requirement
Page 67
Appendix Two to Designation Conditions (NoR 1, 2, 4, 5 and 6) Condition 41 of this designation requires as part of the CEMP process the confirmation of where and when building condition surveys will be undertaken in relation to Built Heritage (including those affected as a result of excavation). In accordance with condition 46, at a minimum building condition surveys shall be considered for the following buildings: No
Address
Property Known As
1
12 – 32 Customs Street
Customs House
2
2 Queen Street
Endeans Building
3
12 Queen Street
Former CPO - Britomart Transport Centre
4
3 Albert Street
West Plaza
5
13 Albert Street Auckland Central
Yates Building
6
15 Albert Street
Link House
7
35 Albert Street Auckland Central
Price Buchanan Building
8
37 – 39 Albert Street Auckland Central
9
41 Albert Street
10
46 Albert Street
11
49 Albert Street Auckland Central
12
53 Albert Street Auckland Central
13
55 Albert Street
14
57 Albert Street
15
61 Albert Street Auckland Central
Shakespeare Hotel and Brewery
16
76 to 78 Albert Street Auckland Central
Bluestone Wall + toilets under wall
17
83 to 85 Albert Street Auckland Central
18
102 Albert Street
19
26, 34 – 36 Wyndham Street
Former Gas Co Building
20
9 – 11 Durham Street
Bluestone Store
21
37-43 Victoria Street West
22
51-53 Victoria Street West
23
61-65 Victoria Street West
24
66 Victoria Street West
London Dairy
25
68 Victoria Street West
J H Hannan
26
24 Wellesley Street West
Bledisloe House
27
15-31 Wellesley Street West
Archibald and Sons Warehouse/ T & G Building
New Zealand Herald
Martha’s Corner
City Rail Link Notice of Requirement
Page 68
No
Address
Property Known As
28
42 Wellesley Street
Griffiths Holdings Building
29
33 Wyndham Street
30
Aotea Square Aotea Centre (rear section)
31
11 Mayoral Drive
Former Public Trust
32
105 Vincent Street
Auckland Chinese Presbyterian Church
33
133 Vincent Street
Juliette’s
34
53 Pitt Street
Former Central Ambulance Station
35
59 Pitt
36
65 Pitt Street
37
70 – 74 Pitt Street
The Chatham
38
78 Pitt Street Pitt Street
Wesleyan Church
39
78 Pitt Street
Wesleyan Bicentennial Hall
40
1 Beresford Square Auckland Central
Former Pitt Street Fire Station
41
16 – 18 Beresford Square
42
211-235 Karangahape Road
Pitt Street Buildings (O’Malley’s Corner)
43
238 Karangahape Road
George Court Building
44
1 Cross Street
George Court Factory Building
45
243 Karangahape Road
Naval and Family Hotel
46
246-254 Karangahape Road
Hallenstein Brothers Building
47
251 – 253 Karangahape Road
48
256 Karangahape Road
49
257 Karangahape Road
50
258-266 Karangahape Road
51
268 Karangahape Road
52
259-261 Karangahape Road
53
270 Karangahape Road
54
283 Karangahape Road
Samoa House
55
9 Mercury Lane
Mercury Theatre former Kings Theatre
56
151 Newton Rd
Retail/Recording Studio
57
206-208 Symonds Street
Cheapskates/Penny Farthing Bike Shop
58
210 Symonds Street Retail
French Café
Mercury Theatre entrance - Norman Ng Building
City Rail Link Notice of Requirement
Page 69
No
Address
Property Known As
59
215 Symonds Street
Edinburgh Castle Building
60
221 Symonds Street
61
224 Symonds Street
62
227 Symonds Street
63
231 Symonds Street Retail
64
233 Symonds Street
65
235 Symonds Street
66
237 Symonds Street
67
239-241 Symonds Street
68
243 Symonds Street
69
245 Symonds Street
70
249 Symonds Street
71
253 Symonds Street
72
1-13 Mt Eden Road
73
15-17 Mt Eden Road
74
21 New North Road
75
14 New North Road
Villa Dalmacija
76
St Patrick’s Square 43 Wyndham Street
St Patrick’s Cathedral
77
59 Alex Evans Street
St Benedict’s Church
78
1 – 9 St Benedicts Street
St Benedict's Presbytery
79
6 St Benedicts Street
Residential
80
43 Wyndham Street & Hobson Street
St Patrick’s Presbytery
81
Beresford Square
Forrester’s Hall
Former Post Office
City Rail Link Notice of Requirement
Page 70
Proposed Draft Notice of Requirement Conditions – NoR 3 Condition Number
NoR Applies to
Proposed Draft Condition 1.1 Except as modified by the conditions below, the City Rail Link Project shall be undertaken in general accordance with the information provided by the Requiring Authority in the Notice of Requirement dated 23 August 2012 and supporting documents being: (a) Assessment of Environmental Effects report (contained in Volume 2 of the Notice of Requirement suite of documents, dated 15 August 2012 Rev B); (b) Supporting environmental assessment reports (contained in Volume 3 of the Notice of Requirement suite of documents, dated August 2012);
1
3
(c) The Concept Design Report (contained in Volume 2 of the Notice of Requirement suite of documents, dated 13 August 2012 Rev 3); (d) Plan sets: (i) Land requirement plans (contained in Volume 1 of the Notice of Requirement suite of documents, dated 15 August 2012); (ii) Plans contained in the Concept Design Report Appendices (contained in Volume 3 of the Notice of Requirement suite of documents, dated 13 August 2012 Rev 3). 1.2. Where there is inconsistency between the documents listed above and these conditions, these conditions shall prevail.
2
3
3
3
2.1 In accordance with section 184(1) of the Resource Management Act 1991 (the RMA), this designation shall lapse if not given effect to within 15 10 years from the date on which it is confirmed. 3.1 The Requiring Authority shall, as soon as reasonably practicable, but no later than at completion of detailed design: (a) Review the area and volume of land of NoR 3 required to protect the structural integrity of the two tunnels (including the relevant considerations at Condition 5.5); (b) Identify any areas of designated land that are no longer necessary to protect the structural integrity, safety or operation of the two tunnels; and (c) Then give notice in accordance with Section 182 of the RMA for the removal of those parts of the designation identified in (b) above. 4.1 Under s 176(1)(b) of the Resource Management Act 1991 (RMA) no person may do anything in relation to the designated land that would prevent or hinder the City Rail Link, without the prior written consent of the Requiring Authority. 4.2 In the periods pre, during and post construction of the City Rail Link, the following activities undertaken by Network Utility Operators will not prevent or hinder the City Rail Link, and can be undertaken without seeking the Requiring Authority’s written approval under section 176(1)(b) of the RMA:
4
3
(a) Maintenance and urgent repair works of existing Network Utilities; (b) Minor renewal works to existing Network Utilities necessary for the on-going provision or security of supply of Network Utility Operations; (c) Minor works such as new property service connections; (d) Upgrades to existing Network Utilities within the same or similar location with the same or similar effects on the City Rail Link designation. 4.3 For the avoidance of doubt, in this condition an “existing Network Utility” includes
City Rail Link Notice of Requirement
Page 71
Condition Number
NoR Applies to
Proposed Draft Condition infrastructure operated by a Network Utility Operator which was: (a) In place at the time the notice of requirement for the City Rail Link was served on Auckland Council (23 August 2012); or (b) Undertaken in accordance with this condition or section 176(1)(b) RMA process. 5.1 This designation does not authorise any CRL works but restricts development from proceeding without the approval of the Requiring Authority where that development would result in an adverse effect on the CRL in terms of safety, operation or construction. 5.2 The Requiring Authority will work with developers in a collaborative manner and may require alterations or changes to development proposals for the purpose in 5.1. 5.3 The Requiring Authority may require alterations or changes to any proposal for development including but not limited to construction of basements and foundations where such works disturb the ground in a way that is likely to result in loading changes and result in deformations or produce other risks to the integrity of the CRL structures. 5.4 Reasons shall be given by the Requiring Authority for these changes to demonstrate they are reasonably necessary to provide for safety, construction or operation of the CRL,
5
3
5.5 Any proposal for physical works or activities within the designation shall be provided to the Requiring Authority and will be assessed on the following: (a) Building height, size, mass and proximity to the CRL structures; (b) Foundation and basement designs; (c) Geotechnical conditions; (d) Separation between the CRL structures and the proposed development; (e) Nature of the activities including methods and staging of construction; (f) The predicted loading change on the CRL structures resulting from the development; and (g) Any other relevant information necessary to determine the likelihood and extent of any adverse effect that may occur as a result of the proposed development. These factors will also be relevant considerations in the drawback of the designation as provided for in Condition 3.1. 5.6 That assessment shall be peer reviewed by an independent certified engineer, paid for by the Requiring Authority, and the findings supplied to the landowner/ developer and the Auckland Council for information.
Advice Notes relating to the Designation
AN 1
3
This is a designation for protection purposes only. It protects the City Rail Link infrastructure to be constructed, operated and maintained in a separate designation located beneath this designation. The use of the land within this designation is subject to the agreement of the Requiring Authority to protect the subterranean works below. Any person proposing to undertake physical works within this designation is required to contact the Requiring Authority and obtain its approval in accordance with provisions set out in section 176(1)(b) of the Resource Management Act 1991.
AN 2
3
If Network Utility Operators are carrying out works that do not require prior written consent of the Requiring Authority in accordance with condition 6 of this designation, they must carry out those works in accordance with the Corridor Access Request (CAR) Process
City Rail Link Notice of Requirement
Page 72
Condition Number
NoR Applies to
Proposed Draft Condition (as set out in Part 4 of the National Code of Practice for Utility Operators’ Access to Transport Corridors 2011) where that process applies to the works being carried out.
City Rail Link Notice of Requirement
Page 73
Diagram 1
City Rail Link Notice of Requirement
Page 74
Decision following the hearing of an application for resource consents under the Resource Management Act 1991 (RMA) Application for resource consents under section 88 of the RMA by Auckland Transport necessary to construct the Britomart Station to Wyndham Street section of the proposed City Rail Link. Pursuant to sections 104, 104B, 105, 106, 107 and 108 of the RMA these resource consents are GRANTED. The reasons are set out below.
Application Numbers:
R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
Site Address:
Britomart Station, Lower Queen Street, Customs Street West, Wolfe Street, Victoria Street West, Albert Street, Wyndham Street, Auckland Central.
Applicant:
Auckland Transport (“AT” or “the applicant”) 6, 7, and 8 July 2015
Hearing Dates: Hearing Panel:
Appearances:
Mr Alan Watson Mr Michael Parsonson Ms Rebecca Macky Mr Basil Morrison For the Applicant: Andrew Beatson – Legal Counsel Scott Elwarth – Corporate Dean Ingoe – Consenting Strategy & Consultation Bill Newns – Design & Construction Alan Pattle – Groundwater Bill Newns – Settlement Craig Stevenson – Building Settlement Bruce Petry – Built Heritage Andrew Hart – Contamination Richard Chilton - Air Quality Paul Kennedy – Water Quality & Management Jennifer Carvill – Planning Carol Greensmith – Communications Manager For the Submitters: Noel Playle - Body Corporate Committee 095035 Gordon Nelson - Endean’s Scheme Committee Amanda Stoltz – Legal Counsel, Stamford Residences Owners Corp Vicki Morrison-Shaw – Legal Counsel, Cooper & Company NZ Vijay Lala – Resource Management Planning consultant
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
1
Richard Brabant – Barrister, for 148, 153 Quay Street Body Corp, Mercure Hotel/Pandy, 8 Customs Street Gavin Alexander- Technical Director Beca Duncan McKenzie – Heritage New Zealand Pouhere Taonga For Council: Andrew Gysberts - Team Manager Major Infrastructure Projects Fritha Witton - Senior Planner Aidan Nelson - Groundwater Engineers, Earthtech Consulting Ltd Philip Kelsey - Groundwater Engineers, Earthtech Consulting Ltd Nick Hazard - Groundwater Specialist Leon Blackburn - Water Quality, Discharges of contaminants to stormwater John Brown - Built Heritage Patrick Shorten - Fraser Thomas Limited Barry Brown - Fraser Thomas Limited Peter Goldsmith - Fraser Thomas Limited
Hearing adjourned
Tania Bonsall - Democracy Advisor - Hearings 8 July 2015
Commissioners’ site visit
As the Commissioners are all generally familiar with the site, it was left to individual Commissioners to undertake any site visit he or she considered necessary.
Hearing Closed:
29 July 2015
INTRODUCTION Commissioners’ appointment 1.
This decision is made on behalf of the Auckland Council (the Council or AC) by Independent Hearing Commissioners Alan Watson, Michael Parsonson, Rebecca Macky and Basil Morrison appointed and acting under delegated authority under sections 34 and 34A of the Resource Management Act 1991 (the RMA).
2.
Mr Parsonson was unable to attend Day 1 of the hearing due to illness. With the agreement of all parties, the hearing proceeded with the issues other than groundwater and settlement, which were addressed on Day 2.
3.
Throughout the hearing, and whilst the formal proceedings continued, experts representing the applicant, the Council and at times, some submitters, met in conference and conferred in an endeavour to narrow and resolve outstanding points of difference.
4.
This decision contains the findings from our deliberations on the applications for resource consent and has been prepared in accordance with section 113 of the RMA.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
2
Information 5.
As the Commissioners, we were provided with copies of the application details, further information provided by the applicant and the submissions. The Council officer’s section 42A RMA report was provided to all interested parties before the hearing and the applicant’s evidence was pre-circulated before the hearing.
6.
On 3 July 2015, Council’s reporting planner circulated a memorandum to the Hearings Commissioners outlining the interactions which had taken place between AC and AT following the pre-circulation of evidence and to state AC’s position relating to the Burland methodology used by the applicant; changes in AT’s methodology; the level of total and differential settlement that could cause damage; and conditions of consent. Notification and submissions
7.
The application was publicly notified on 5 February 2015 at the request of the applicant and notice of the application was also served that day on those persons identified as being potentially adversely affected by the proposal. As part of this process, the interested Mana Whenua groups were directly notified of the application (via the identified RMA administrative addresses) and invited to make a submission.
8.
At the close of the submission period, submissions had been received as follows: 1 in support, 2 in support subject to conditions, 2 neutral and 21 in opposition. The key issues raised in submissions were: Issues raised:
No. of times issue raised
1.
Rates increase
1
2.
CRL is an unnecessary project
1
3.
High density housing along the route of the proposed rail tunnel be abandoned, zoning needs to match character
1
4.
Expected timeframe for the works outside the Stamford Residences
1
5.
Major disruption
2
6.
Transportation of soil to and from the sites
1
7.
Noise
8.
Removal of loading zones for bus stops
9.
Construction induced adverse effects on the fabric of buildings given soil and groundwater conditions
10.
Vibration effects on buildings
11.
Adverse construction effects on occupants of buildings (including businesses) and visitors
12.
Temporary access constraints on Tyler Street and other street frontages
3
13.
Sediment discharges
5
14.
Temporary access constraints on Galway Street and other street frontages
3
15.
General support
1
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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3
16.
Proposal compromises the interests of Ngati Maru
1
17.
Consultation is incomplete
1
18.
Access and traffic effects
7
19.
Health and safety
1
20.
Applications do not cover all the consents necessary to authorise the works
1
21.
Adverse effects, particularly on the Chief Post Office Building and other heritage buildings
2
22.
Measures and conditions proposed by AT to manage effects do not adequately avoid, remedy or mitigate those effects
1
23.
Lack of certainty i.e. the management of adverse effects through conditions are left to be considered through various management plans that are yet to be written.
2
24.
Dust effects on building occupants and the building itself
4
25.
Incomplete application
1
26.
Guidance on the construction programme is lacking
1
27.
Loss of amenity
1
28.
Risk to human health from the disturbance of contaminated land
1
29.
Reduction in employment opportunities due to adverse traffic effects
2
30.
Archaeology conditions
1
31.
Draft conditions are inadequate
1
32.
Alternative methodologies
1
The relief sought in the submissions was as follows: Relief sought:
No. of times this relief is sought
A.
Rates are kept within the consumer price index for each year and that the City Rail project be abandoned.
1
B.
Timeframe of no more than 24 months to complete the works outside the Stamford Residences.
1
C.
Compensation for loss of property value attributable to the works should we sell the property.
1
D.
Ensure Stamford Residences building is cleaned regularly
1
E.
Instead of filling in the tunnel construct several levels of parking above the track below Albert Street and offer the spaces to Albert Street residences and businesses
1
F.
No construction noise at night
2
G.
Leave loading zones alone
1
H.
Application be declined if detailed/particular conditions are not included (as outlined in submissions)
8
I.
Conditions of consent be imposed which will avoid adverse effects on the building foundations, structure and fabric, and which will require full remediation/repair place reinstatement at the cost of the consent holder in the event that avoidance of any adverse effects is not possible or does not occur
7
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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J.
Conditions be included covering the following effects or concerns: -
control quantities of groundwater to be pumped, diverted or dammed
-
continuous monitoring programme, including buildings potentially at risk from adverse effects
-
comprehensive groundwater control and monitoring network and programme including appropriate groundwater alert levels
-
contingency plan, including measures to be implemented if trigger levels are exceeded including a response plan
-
continuous monitoring and reporting
-
post construction monitoring programme
-
if damage, complete and full remediation at the cost of the Consent Holder
-
further conditions as required to address the potential for adverse effects
-
avoid adverse effects from vibration
-
all earthworks are managed to minimise any discharges beyond the site to either land or stormwater drainage systems
-
erosion and sediment control plan
-
inspection of sediment control measures
-
prompt mitigation or rectification if a discharge of debris, soil, silt, sediment or sediment-laden water occurs
-
covering of material during transportation
-
prescribe maximum levels of dust concentrations in the air
-
methods to ensure exposed surfaces remain damp and to minimise dust emissions
-
control vehicle speed limits
-
require appropriate number of wheel washes
-
measures for handling of cement products
-
procedure for responding to continuous dust monitoring
-
operate and maintain mobile continuous dust monitors
-
avoid, or if not reasonably practicable, minimise disruption of access to by the owners tenants or visitors to buildings in the area
6
K.
Cleaning of building at 152 Quay Street to remove dust
3
L.
Ensure continuous access through Tyler Street for the building’s occupants and visitors
3
M.
Specify circumstances and terms and conditions upon which Tyler Street could be temporarily used for access or temporarily occupied
3
N.
Prior to works commencing and at the expense of the Consent Holder (and as a minimum) a pre-construction condition survey of Endeans Building (corner of Quay and Queen Streets) with suitable terms and conditions.
1
O.
Prior to works commencing and at the expense of the Consent Holder (and as a minimum) a pre-construction condition survey of Harbour View Building at 152 Quay Street with suitable terms and conditions.
1
P.
Prior to works commencing and at the expense of the Consent Holder (and as a minimum) a pre-construction condition survey of the building at 148 Quay Street with suitable terms and conditions.
1
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Q.
Prior to works commencing and at the expense of the Consent Holder (and as a minimum) a pre-construction condition survey of the Mercure Hotel building (corner Customs and Queen Streets) with suitable terms and conditions.
2
R.
Cleaning of Mercure Hotel building (corner Customs and Queen Streets) to remove dust
2
S.
Ensure continuous access through Galway Street
3
T.
Ensure 24/7 access to the Mercure Hotel building (corner Customs and Queen Streets) loading dock, and the hotel valet parking
2
U.
Specify circumstances and terms and conditions upon which Galway Street could be temporarily used for access or temporarily occupied
3
V.
Support the project
1
W.
Consultation requirements
3
X.
Access at all times to Quay West building
1
Y.
Further information
2
Z.
Consent applications are placed on hold until such time as:
1
-
Obtained either a district land use consent to authorise works under and in the vicinity of the CPO site or a variation to the designation to allow such works in relation the CPO site
-
Obtained the consents necessary to authorise the construction of the remainder of the CRL line and the operation of the entire line
-
Further information which sets out the precise scope and extent of the proposed underpinning works including earthworks and groundwater effects
-
Further information on the potential effects on neighbouring heritage buildings
AA.
If granted, specific notation included that the consents cannot be exercised until other related authorisations are provided
2
BB.
Effects on CPO and other heritage buildings are avoided, remedied or mitigated
1
CC.
If granted, consents include a review mechanism
1
DD.
Specific measures in AT’s expert reports included as consent conditions
1
EE.
Further detail in management plan conditions, including consultation requirements
3
FF.
Notification to building owners affected by the works
1
GG.
Requirement for an affected party liaison group
1
HH.
Appropriate construction management
1
II.
Groundwater and settlement monitoring, including appropriate trigger levels, and contingency measures
2
JJ.
Specific measures to address adverse air quality effects
2
KK.
Pre and post construction structural condition assessment, regular monitoring prior to and during construction, and expedient remediation of any damage to Stamford Residences’ Building at 22-26 Albert St
1
LL.
Decline applications
4
MM.
Prohibiting the proposed activities from being carried out during specified hours
2
NN.
Requiring the full width of all roads, streets, lanes and footpaths affected to be freely
2
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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available for use
9.
OO.
Prior to works commencing and at the expense of the Consent Holder (and as a minimum) a pre-construction condition survey of building in which McDonald’s Restaurant is located, with suitable terms and conditions.
1
PP.
Cleaning of the building in which McDonald’s Restaurant is located (corner of Customs, Galway and Queen Streets) to remove dust
1
QQ.
24/7 access to the McDonald’s Restaurant loading dock
1
RR.
Pre and post construction structural condition assessment, regular monitoring prior to and during construction, and expedient remediation of any damage to 17 Albert St
1
SS.
Monitoring of identified utility services
1
TT.
Excavated contaminated land material be immediately encapsulated and secured until AT’s remediation plan is drafted, consulted and implemented
1
UU.
Appropriate stormwater controls to prevent contaminated land discharges
1
VV.
Gas monitoring for construction and CRL operation, including personalised staff visitor gas monitoring
1
WW.
Appropriate health and safety management including emergency management plans
1
XX.
Monitoring of fire suppression systems
1
YY.
Personnel responsible for contaminated land management hold appropriate licences
1
ZZ.
Amendments to contaminated soil management plan
1
AB.
Definition of treated groundwater
1
AC.
Full assessment of impact on quality of residential apartments in the area
1
AD.
Additional assessment of the effects on archaeological sites
1
AE.
Ongoing involvement and consultation
1
Late submissions Submission 26, from Heritage New Zealand Pouhere Taonga, was received late on the 6 March 2015 (the submission period closed at 5:00pm on 5 March 2015). Pursuant to section 37 of the RMA, the Commissioners accepted the reporting planner’s recommendation and extended the time for the receipt of submissions to accept the late submission.
Written approvals 10. The applicant has not obtained written approval from any persons. Amendments to the application following notification 11. After the submission period ended, the applicant provided further information on a number of matters. 12. That information formed part of the application and was considered by the Commissioners. The Commissioners accepted that the further information provided was to be within the scope of the original application and, therefore, renotification of the application was not required. 13. All submitters were contacted on 29 May 2015 (by email or letter) and were made aware that further information was provided to Council pursuant to section 92 of City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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the RMA. The further information was uploaded onto the Council website alongside the original application material for review and consideration by submitters. This information was available for viewing on the Council website from 2 June 2015. THE PROPOSAL, THE SITE, AND BACKGROUND The Proposal 14. The resource consent package (called Package 1) applied for includes resource consent applications associated with the construction of the CRL infrastructure from the existing Britomart Station to a point just south of the Wyndham and Albert Streets intersection in Auckland City. This includes resource consents for the following matters:
earthworks, including within a heritage overlay and within an identified floodplain;
activities in and on contaminated land, including under the National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health;
groundwater take and diversion;
air discharges; and
various discharges to land or water.
15. The operational resource consents that are required for the operation of the CRL will be applied for as part of Resource Consent Package 2 (as defined at paragraphs 27 and 28 of this report). 16. The Britomart Station to Wyndham Street section includes the following construction works:
cut and cover tunnels from Britomart Station to a point just south of the Albert and Wyndham Streets intersection (approximately 610m in total length);
underpinning of the Chief Post Office (CPO) building;
excavating tunnels that extend into Queen Elizabeth II Square (QE2S) and the Downtown Shopping Centre Site; and
excavating tunnels across Customs Street West and along Albert Street to Wyndham Street.
17. The applicant has divided the proposed construction work into five distinct Active Construction Zones (ACZs), labelled A-E. In addition, six Construction Support Areas (CSAs) are required, labelled 1-6. The CSAs will provide for general activities such as site offices, machinery, parking, construction material storage, wheel washing areas and waste storage and collection. A jet grout pump and City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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mixing plant is proposed at CSA 2 and 4 and stormwater and groundwater treatment tanks are proposed at all CSAs with the exception of CSAs 5 and 6. The applicant has stated that storage of up to 24m3 of spoil, engineering fill, drainage material or demolition debris will be provided for at all CSAs with the exception of CSA 6. 18. The applicant has provided a description of the works that are proposed to take place within each ACZ: in summary, the table below describes these works. ACZ
Construction Method
Construction Work
Construction Support Area
A – Britomart Station West
Underpinning, cut and cover bottom up
Construction of two tunnels and underpinning of the CPO
CSA 1 and 2
B – Lower Queen Cut and cover bottom Street Tunnels up
Construction of two tunnels (approximately 43m in length) from CPO building at Britomart Station to a location west of the pedestrian underpass stairs and lift with QE2S
CSA 2
C - Downtown Shopping Centre
Open trench
Construction of two tunnels merging CSA 3 to one tunnel from QE2S to the south west corner of the DSC site (approximately 112m of tunnelling within this ACZ).
D – Customs Street West
Cut and cover bottom up
Construction of one tunnel with two tracks (approximately 30m in length)
CSA 4 and 5
E- Albert Street
Cut and cover bottom up
Construction of one tunnel with two tracks approximately 330m in length
CSA 4, 5 and 6
Site, locality, catchment and environs description 19. The applicant has provided a description of the site, locality, catchment and surrounding environment in the AEE report. 20. In summary, the proposed works are within Auckland’s Central Business District which is a highly modified, intensely developed urban environment. The surrounding land uses include high density office buildings, residential and visitor accommodation, retail, restaurants and bars. As such, the area is highly pedestrianised and is classified as a pedestrian orientated area in the Auckland Council District Plan - Central Area Section 2005. 21. The CRL route in this area has a sloping alignment from north to south, with Albert Street located on the edge of the Queen Street valley and near the ridgeline of Hobson Street. As such, adjoining streets (such as Swanson Street and Wyndham Street) that run down the valley slopes to Queen Street are relatively steep. Britomart Station is located on the route’s lowest point, approximately eight metres below sea level. There are various flood hazards that traverse the works sites, including the CSAs.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Background CRL Notices of Requirement (NoRs) 22. AT gave notice on 23 August 2013 to Auckland Council of its requirement to designate land in the Auckland Council District Plan (Operative Auckland City Central Area Section and Operative Auckland City Isthmus Section) for the construction, operation and maintenance of the CRL. A total of six NoRs were publicly notified on 25 January 2013 and submissions closed on 19th March 2013. 23. The hearing for the six NoRs was held between August and November 2013. In March 2014 the independent commissioners who heard submissions recommended that the designations be confirmed subject to a range of conditions. There were six appeals lodged and the one outstanding appeal was heard in the Environment Court in June 2015. Contractor Procurement Process 24. AT is progressing an Early Contractor Involvement (ECI) procurement process in relation to the CRL construction works for the Britomart to Wyndham section. The ECI procurement is broken into two packages known as Enabling Works Contract 1 and Contract 2. The construction of the proposed works that are the subject of this report falls within both Contracts 1 and 2. In more detail:
Contract 1 – includes the building modification works at the western end of Britomart Station, underpinning of the CPO building, and the construction of tunnels and a reinstated pedestrian subway that extends into QE2S.
Contract 2 – includes the cut and cover works from the Customs Street West/Albert Street intersection up to Wyndham Street. This contract also includes a major stormwater diversion between Wellesley Street and Swanson Street, labelled the Albert Street Stormwater Main Realignment.
Britomart Station Designation 25. AT lodged an alteration to the Britomart Transport Centre Designation 314 on 29 May 2015. This alteration includes specific conditions that will apply to the construction and modifications associated with the CRL and ongoing operation and maintenance of the transit centre described in the Auckland Council District Plan (Operative Auckland City Central Area Section) as the Britomart Transport Centre. 26. AT has confirmed that the works being proposed to support the alteration to designation are consistent with those proposed as part of this application. Other consents Resource Consent Package 2 – Aotea Station to the North Auckland Line (NAL) 27. AT has stated that this package will include resource consent applications for the CRL from Aotea Station to the NAL, including the construction of Aotea Station, City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Karangahape Road Station, key utility diversions at the NAL end, as well as the Mt Eden Station extension and connections to the NAL. Package 2 will also seek the necessary resource consents required for the operation of the entire CRL from Britomart Station to the NAL. 28. Package 2 is due to be lodged with the Council for processing in December 2015. Albert Street Stormwater Main Realignment 29. The Albert Street Stormwater Main Realignment project is part of Enabling Works Contract 2 and was granted resource consent by Independent Commissioners for the Council on 20 May 2015. No appeals have been received by the Environment Court on the decision to grant resource consent. Precinct Properties Ltd – Downtown Shopping Centre Redevelopment 30. Precinct Properties Ltd (PPL) has recently been granted resource consents for the re-development of the Downtown Shopping Centre site. The resource consents for the “below ground” works, which include the CRL running tunnels through their proposed basement, were granted on 5 May 2015 on a non-notified basis. The land use consents for the “above ground” works were granted on 10 June 2015 on a non-notified basis. Certificates of Compliance 31. AT has applied for several Certificates of Compliance (CoCs) for the Britomart to Wyndham section, which are being assessed by the Council. RESOURCE CONSENTS REQUIRED AND ACTIVITY STATUS 32. The proposal requires resource consent for the following reasons. Land use consents (s9) – R/REG/2014/5430 Auckland Council Regional Plan: Sediment Control (ACRP:SC)
The total area of excavation within the Sediment Control Protection Area is 4,200m2 or 0.42 ha which exceeds the 0.25ha permitted threshold and the trenching proposed is greater than 100m. This requires a restricted discretionary activity resource consent pursuant to Rule 5.4.3.1 of the ACRP:SC.
Proposed Auckland Unitary Plan (PAUP)
The total earthworks for network utilities and road networks within the Business: City Centre zone in excess of 2,500m2 or 2,500m3 that cannot meet the permitted activity standards, specifically the development alters the configuration of an overland flow path, is within 20m of a scheduled historic heritage place and various scheduled sites and places of significance to mana whenua, requires restricted discretionary resource consent pursuant to Rule G.2.3.2 of the PAUP.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Land use consents (s9) – R/LUC/2014/5428 PAUP
Earthworks greater than 2,500m2 or 2,500m3 for network utilities and road networks within the Historic Heritage Overlay, specifically the Chief Post Office (CPO) building (reference: 02021), requires a discretionary activity resource consent pursuant to Rule H.4.2.1.2 (activity table). The total amount of earthworks within the CPO totals approximately 20,000m3 of cut and 12,000m3 of fill.
Earthworks greater than 2,500m2 or 2,500m3 for network utilities and road networks within the 100-year Annual Recurrence Interval (ARI) flood plain requires a restricted discretionary resource consent pursuant to Rule H.4.2.1.2 (activity table). A section of the proposed earthwork will occur within the 100 year ARI floodplain.
NES for Assessing and Managing Contaminants in Soil to Protect Human Health (NES:soil)
The proposed volume of soil disturbance exceeds 25m3 per 500m2 and the volume of soil proposed to be removed from the site will exceed 5m3 per 500m2. The applicant has stated that it cannot be concluded at this time that the soil contamination will not exceed the applicable standards in Regulation 7 and, as such, the soil disturbance requires a discretionary activity resource consent pursuant to Regulation 11 of the NES:soil.
Water permits (s14) – R/REG/2014/5432 Auckland Council Regional Plan: Air, Land & Water (ACRP:ALW)
The temporary and permanent diversion of groundwater as a result of the proposal may result in potential adverse effects on buildings, structures and services. This requires a restricted discretionary activity resource consent pursuant to Rule 6.5.77 of the ACRP:ALW.
The taking of groundwater for the purposes of a groundwater diversion under Rule 6.5.77 of the ACRP:ALW requires a restricted discretionary activity resource consent pursuant to Rule 6.5.43 of the ACRP:ALW.
The new bores for the proposed dewatering system will be in place for longer than the three month permitted activity standard period and, as a result, a controlled activity resource consent is required pursuant to Rule 6.5.26 of the ACRP:ALW.
PAUP
The temporary and permanent groundwater diversion from the proposed tunnel excavations will be greater than 1m in diameter. This activity requires a restricted discretionary resource consent pursuant to Rule H.4.17.1 (activity table).
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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The dewatering associated with a groundwater diversion that requires a restricted discretionary resource consent also requires a restricted discretionary resource consent pursuant to Rule H.4.17.1 (activity table).
New bores for the proposed dewatering system for purposes not otherwise specified (all zones) requires a controlled activity resource consent pursuant to Rule H.4.17.1 (activity table).
Discharge permits (s15) – R/REG/2014/5435 ACRP:ALW
The findings of the site investigation report state that soil contamination has not been identified above permitted activity criteria. However, the investigations were limited in scope due to site constraints and, as such, there is potential for contaminated fill to be present within the project footprint. As such, the discharge of contaminants to land and water from the proposed land disturbance requires a restricted discretionary activity resource consent pursuant to Rule 5.5.44A of the ACRP:ALW.
PAUP
The findings of the site investigation report state that soil contamination has not been identified above permitted activity criteria. However, the investigations were limited in scope due to site constraints and, as such, there is potential for contaminated fill to be present within the project footprint. As such, contaminated land discharges from the proposed land disturbance require restricted discretionary activity resource consent pursuant to Rule H.4.5.1 (activity table).
Note: The applicant originally applied for resource consent for the ongoing discharge of contaminants to land or water pursuant to H.4.5.1 (activity table) and Rule 5.5.43 of the ACRP: ALW. In response to this, although an undefined amount of passive discharge of contaminants may be occurring from this material (given the widespread placement of fill material throughout this are of the CBD), Auckland Council has confirmed that a long term consent for the discharge of contaminants will not be required following the completion of the construction works. Discharge permits (s15) – R/REG/2014/5436 ACRP:ALW
The proposed discharge of wastewater and/or washwater to land or water is subject to the “other” discharge provisions and can be considered a permitted activity pursuant to Rule 5.5.54 and 5.5.55 if the applicable standards can be met. The applicant has stated that there remains uncertainty regarding the quality of discharges as a result of potential unknown ground contamination. As such, the proposed discharges to land or water requires a discretionary activity resource consent pursuant to Rule 5.5.68 of the ACRP:ALW.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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PAUP
The proposed discharge of water or wastewater can be considered a permitted activity pursuant to Rule H.4.18.1 (activity table) if the permitted activity standards can be met at section H.4.18.2.1.1. The applicant has stated that there remains uncertainty regarding the quality of discharges as a result of potential unknown ground contamination. As such, the discharge of water or wastewater requires a discretionary activity resource consent pursuant to Rule H.4.18.1 (activity table).
Discharges for the purpose of dewatering trenches or other excavations can be considered a permitted activity pursuant to Rule H.4.18.1 (activity table) if the permitted activity standards can be met at section H.4.18.2.1.5. The applicant has stated that there remains uncertainty regarding the quality of discharges as a result of potential unknown ground contamination. As such, the discharge for the purpose of dewatering trenches or other excavations requires a discretionary activity resource consent pursuant to Rule H.4.18.1 (activity table).
Discharge permits (s15) – R/REG/2014/5437 ACRP:ALW
While the applicant has stated that it is their intention to manage the works to ensure compliance with the permitted activity rule standards (Rule 4.5.49), because of the very close proximity and high sensitivity of the receiving environment the applicant has applied for a restricted discretionary resource consent is required pursuant to Rule 4.5.56 of the ACRP:ALW.
PAUP
While the applicant has stated that it is their intention to manage the works to ensure compliance with the permitted activity rule standards (section H.4.1.3.1.1), because of the very close proximity and high sensitivity of the receiving environment the applicant has applied for a restricted discretionary resource consent is required pursuant to Rule H.4.1.1 (activity table) of the PAUP.
33. The proposal involves multiple resource consents under different plans. In this instance the consents required are either controlled, restricted discretionary or discretionary. Where there is an overlap between the consents and / or the effects of the activities, so that consideration of one could affect the outcome of another, the appropriate practice is to treat the applications together. The applicant has applied for the relevant resource consents, required under both the operative plans and the proposed plan, together as a ‘bundled’ application and Council is considering the applications in the same holistic manner. Overall the proposal has been considered as a discretionary activity. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Representations at the hearing 34. The section 42A report prepared by the Council’s reporting planner had been precirculated and was taken as read. 35. Mr Beatson presented opening legal submissions for the applicant and called a range of expert witnesses to present summaries of their evidence and respond to questions. 36. We then heard from submitters and from Council officers and consultants. 37. Mr Beatson completed his right of reply verbally, except for the final set of draft conditions which were circulated on 8 July 2015 for comments by 10 July 2015. Relevant statutory provisions considered 38. When considering an application for resource consent for a discretionary or noncomplying activity we must have regard to Part 2 (“purpose and principles” – sections 5 to 8), and sections 104 and 104B and, where relevant, sections 105, 107 and 108. 39. When considering any actual or potential effects, we may disregard any adverse effects that arise from permitted activities in a NES or a plan (the permitted baseline); we have a discretion whether to apply this permitted baseline. Relevant standards, policy statements and plan provisions considered 40. In accordance with section 104(1)(b)(i)-(vi) of the RMA, we have had regard to the relevant policy statements and plan provisions of the following documents, noting that no national policy statements are relevant to this application.
National Environmental Standard – s104(1)(b)(i) o
National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health (NES:soil)
o
National Environmental Standard for Air Quality (NES:AQ)
New Zealand Coastal Policy Statement – s104(1)(b)(iv) (NZCPS)
Hauraki Gulf Marine Park Act 2000 – s104(1)(b)(iv) (HGMPA)
Auckland Council Regional Policy Statement – s104(1)(b)(v)
Part 1 of the Proposed Auckland Unitary Plan – s104(1)(b)(v)
Plan or Proposed Plan – section 104(1)(b)(vi) o
Auckland Council Regional Plan: Air, Land & Water
o
Auckland Council Regional Plan: Sediment Control (ACRP:SC)
o
Proposed Auckland Unitary Plan
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Weighting 41. The Commissioners agree with the reporting planner that as the Project is not contrary to the objectives and policies under both the operative plans and the proposed plan. And as the outcomes are the same under the operative and the proposed plan frameworks, no weighting is necessary. Summary of evidence heard 42. The Council planning officer’s recommendation report was circulated prior to the hearing and taken as read. 43. The evidence presented at the hearing responded to the issues and concerns identified in the Council’s section 42A report, the application itself and the submissions made on the application. Applicant 44. The evidence presented by the applicant at the hearing is summarised below, including legal submissions presented by Mr Beatson which addressed the following:
Confirmation that the current application seeks resource consents for construction of the Britomart to Wyndham Street section of the CRL (the Project) and that consents for the remainder of the CRL from Wyndham Street to the North Auckland Line at Mt Eden Station are due to be lodged in late 2015.
The key issues, being groundwater and settlement effects, and the impact that those effects will have on surrounding buildings; and the use of alert, alarm and stop work levels to ensure that no more than ‘slight’ damage will be caused to buildings (as defined by Burland).
The proposal to engage an independent buildings specialist to assist in determining and avoiding damage to buildings caused by settlement.
The need for the CRL; construction sequencing in the five active construction zones (ACZs); and the key effects of the consent package.
A response to the Council section 42A report, and in particular the degree of conservatism applied in predicting groundwater and settlement effects; the adaptive management technique and the ability to rely on conditions.
A response to submissions and statutory matters, including Part 2.
All the expert evidence of the applicant had been pre-read by the Commissioners, enabling the applicant’s witnesses to summarise their statements and respond to questions. Scott Elwarth, AT’s Construction Manager, advised that the cut and cover construction of this section of the CRL is critical to the Project; that the proposed strategy of CRL enabling works contracts will mitigate disruption and enable other developments to proceed; and completing the enabling works ahead of other planned projects will avoid disruption to newly established operations and potential damage to newly built infrastructure. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Colin Ingoe, of AT’s Infrastructure Division, observed that the rationale for the adopted CRL consenting strategy is robust and appropriate to enable the CRL Project, and outlined the consultation and engagement undertaken, stating that it was appropriate, given the scale and nature of the Project. Bill Newns, Chartered Engineer, presented three statements
In the first statement, relating to design and construction, Mr Newns summarised the proposed works and construction methodology – engineering design and indicative construction methodologies including work site and construction support area locations and activities, design constraints and alternatives considered, and an indicative construction programme, referring to a draft Erosion and Sediment Control Management Plan and the draft Environmental Management Plan.
In his second statement, Mr Newns commented on ground settlement matters - the technical assessment methodology, settlement estimates, assessment of the effects on utilities, roads and infrastructure, monitoring and contingency measures, and proposed conditions, concluding that “Whilst adverse construction effects and in particular ‘damage’ can and should be mitigated as far as reasonably practicable, they cannot in all instances be subject to a requirement that they be avoided as there are always elements of uncertainty in geotechnical engineering and the costs of ‘avoiding’ the potential effects may be disproportionate to the costs of rectification. Very few of the buildings along the CRL Enabling Works corridor are subject to these very small risks ….In the most unlikely event of such risks occurring, and where it is demonstrated to be a result of the works …. Such damage will in all cases be repaired by 1 AT. ”
In his supplementary statement of evidence, Mr Newns updated the position following further discussions with AC and responses to submitters, concluding that “The potential effects of settlement associated with the construction of the Britomart Station to Wyndham Street section of the City Rail Link will be less than minor and are able to be 2 managed through the conditions proposed. ”
Alan Pattle, an engineer with a recognised speciality in water resources (including groundwater flow) and environmental engineering, addressed groundwater issues, conditions and effects, expected cumulative impacts of the Project with the Downtown Shopping Centre Re-development, conditions and other relevant matters. He advised that groundwater levels would be monitored and alert trigger levels established to provide a check that the measured levels are within modelled predictions, noting that groundwater response is an indicator of potential ground settlement. Eric Stevenson, Structural Engineer, provided two statements of evidence:
1 2
In the first, he addressed the combined potential adverse effects on building structures associated with construction excavation induced settlement along the tunnel alignment and advised that potential adverse effects on buildings can be avoided by good design and workmanship; implementation of pre-construction building assessments; and construction phase monitoring of buildings. If any adverse
Second statement of evidence of Bill Newns dated 19 June 2015, paragraph 85 Supplementary statement of evidence of Bill Newns dated 6 July 2015, paragraph 55
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effects do occur, in Mr Stevenson’s opinion, these would be acceptable, in terms of being negligible to slight, with regard to potential structural damage to all the buildings within the Project’s zone of influence. That is, any damage would only be of a superficial or aesthetic nature.
In his supplementary statement of evidence, Mr Stevenson updated his evidence in chief and provided a memorandum setting out building settlement assessment calculations. He confirmed his opinion that the potential effects of excavation-induced mechanical settlement and settlement resulting from consolidation of the soil due to groundwater drawdown on built structures would generally be acceptable and able to be managed through conditions, detailed design and construction.
Bruce Petry, Heritage and Conservation Architect, advised that the potential construction effects on heritage values of identified scheduled buildings will be minor; and confirmed that any potential effects on identified built heritage resulting from ground settlement could be appropriately managed through monitoring and mitigation measures, including pre- and post-condition surveys, and the rectification of any damage. Andrew Hart, Senior Environmental Scientist, provided evidence on the assessment and management of contaminated land in the Project area. Key findings of his evidence were that there are potential contamination effects associated with proposed soil disturbance; and that mitigation of these effects can be achieved through excavation and disposal methods, and by following the relevant management plan. Richard Chilton, Senior Air Quality Scientist, noted that without mitigation, the Project has the potential to generate offensive or objectionable dust effects in the sensitive receiving environment; but that with the proposed mitigation and monitoring effectively implemented, these effects will be no more than minor. Sarah Sutherland, Senior Environmental Scientist, addressed water management aspects of the Project, identifying stormwater runoff discharge measures from the CSAs to the stormwater system, and that all water generated within the ACZs will be collected and treated onsite prior to discharge to the stormwater system. Jennifer Carvill, Planner and Resource Management Consultant, provided two statements of evidence:
In the first, Ms Carvill gave comprehensive evidence of the proposal, the existing environment, reasons for consent, assessment of effects, the statutory assessment, a response to submissions and the Council section 42A report, and then discussed the proposed conditions. Ms Carvill found that the Project is consistent with relevant objectives and policies; that any adverse effects can be appropriately avoided, remedied or mitigated; and that the Project is in accordance with Part 2 of the RMA. Ms Carvill provided a set of conditions and identified those areas in respect of which discussions with relevant Council officers were ongoing.
In her supplementary statement, Ms Carvill updated her evidence in chief in relation to conditions of consent.
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Submitters 45. The evidence presented by the submitters at the hearing is summarised below. Duncan McKenzie, Heritage Advisor Planning, for Heritage New Zealand Pouhere Taonga, provided a statement of evidence relating to effects on heritage buildings and archaeology, and further notes dated 7 July 2015. Mr McKenzie spoke to his written evidence at the hearing and responded to questions from the Hearing Panel. . Mr McKenzie confirmed that Heritage New Zealand’s concerns relating to built heritage are met to the extent that he has no further concerns, and that given the archaeological authority sought by the applicant, no accidental discovery protocols would be required. Mr McKenzie did request that the project take the opportunity to provide public education on the history of the site and any archaeological material identified or recovered during the works. Richard Brabant, Legal Counsel, appeared for 152 Quay Street (Harbour View Building) Body Corporate 107678; 148 Quay Street Body Corporate 164980; and Pandy Hotel Corporation (building owner of the hotel building on the corner of Custom and Queen Streets). He expressed his clients’ concerns relating to ground settlement and commented on conditions of consent. Gavin Alexander, Technical Director Beca, provided two statements of evidence in support of Mr Brabant’s clients:
In his first statement, Mr Alexander addressed the buildings at 148 Quay Street, 152 Quay Street and 2-8 Customs Street, all in the vicinity of the CPO and Lower Queen Street (LQS) portion of the CRL Project. Mr Alexander expected these structures to be relatively resistant to the effects of settlement occurring in the soils overlying the Waitemata Group rock at this location. However, he did express reservations regarding the level of certainty inherent in the applicant’s groundwater drawdown predictions. Mr Alexander promoted the inclusion of alarm and stop-work limits for groundwater drawdown, in addition to the applicant’s proposed triggers for ground settlement.
His supplementary statement responded to Mr Newns’ supplementary statement and commented on updated conditions following discussions held with the applicant’s team.
Noel Playle and Gordon Nelson appeared for the Endeans’ Building, Body Corporate 095035, 2 Queen Street, noting their concerns and the lack of consultation with the applicant in respect of their heritage building. Mr Playle stressed the building’s age (100 years’ old) and the recent substantial repair and upgrade that had been carried out. He raised issues relating to access to the building during construction; noise levels and hours of operation; dust, safety and security. Mr Nelson provided details of the building’s construction and foundation piles, raising concerns about construction-related settlement, particularly given the recent building upgrade to a high standard. Noise was also raised as an issue. Mr Nelson also sought certainty that access would be maintained to complete the building maintenance works that must be completed within the CRL construction period. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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The applicant and the submitters took the opportunity during the hearing to remedy the perceived lack of consultation and the airing of the submitters’ concerns was taken on board by the applicant. Amanda Stoltz, Legal Counsel, appeared on behalf of the Stamford Residences’ Owners Corporation, 22-26 Albert Street. Her client sought a site-specific management plan for the property or alternative conditions to address her client’s concerns through the proposed Construction Environmental Management Plan and the Groundwater and Settlement Monitoring and Contingency Plan. Air discharge concerns were also raised. Vicki Morrison-Shaw, Legal Counsel, appeared for Cooper and Company NZ, identifying that her client’s key remaining areas of concern related to other approvals necessary; affected party liaison group; review and groundwater / settlement. Vijay Lala, resource management planning consultant, gave evidence in support of Ms Morrison-Shaw’s client. Mr Lala advised that subject to the adoption of Council’s recommended conditions, and the submitter’s concerns identified by Counsel being adequately addressed through conditions, potential adverse effects could be avoided, remedied or mitigated. Trevor Wilkinson, who resides in the Quay West Apartments, Albert Street, tabled evidence seeking that his genuine concerns relating to health and safety are safeguarded. Catherine Reaburn, planning consultant, tabled evidence on behalf of Precinct Properties Ltd (which has an interest in 1, 7 and 21 Queen Street and 23 Albert Street and did not appear at the hearing. Ms Reaburn expressed support for the Council’s recommended conditions in relation to construction management and groundwater monitoring and contingency. 46. For the Council, Mr Gysberts advised that discussions with the applicant and interested submitters was ongoing and useful, resulting in refinements to the conditions. 47. Following Mr Beatson’s partial right of reply, the hearing was adjourned as at midday on Wednesday 8 July 2015, to provide the opportunity for discourse between the parties attending the hearing regarding the draft conditions. 48. Subsequent to the hearing, AT and AC officers met and agreed on a draft set of conditions, which was forwarded to all parties attending the hearing for comment by Friday 10 June 2015. 49. Feedback was received, and the Commissioners then met on Tuesday 28 July 2015 to consider the latest set of conditions and the feedback from various submitters. Following that meeting, they determined that they had sufficient information to close the hearing and the hearing was declared closed on 29 July 2015. PRINCIPAL ISSUES IN CONTENTION 50. The parties were in agreement over most aspects of the Project and no party appearing at the hearing was opposed to the Project occurring, subject to appropriate conditions.
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51. At the commencement of the hearing, Auckland Council had held reservations about the applicability of the Burland Stage 2 method for the calculation of tensile strain, and as a consequence expressed uncertainty regarding the reliability of the predicted actual and potential effects on buildings and services. At that time, Auckland Council was not satisfied that building damage would be limited to the ‘slight’ (Burland Class 2) category, based on the information provided by the applicant. 52. However, and as noted above, parties took the opportunity during the hearing to conduct parallel, side-bar discussions on matters of concern and the wording of conditions to address those concerns. As a result, the Commissioners were presented with an agreed set of conditions with which to work. Consequently, in addition to the broader considerations under the RMA and the relevant planning documents, our attention was focused on:
The extent of actual or potential adverse effects on the environment and whether these effects can be avoided, remedied or mitigated to be minor, or avoided or mitigated to an acceptable level;
Whether the various management plans proposed would effectively address the matters of concern; and
The wording of the agreed conditions.
53. We comment on these principal issues below in the discussion on adverse effects FINDINGS ON PRINCIPAL ISSUES – ADVERSE EFFECTS ON THE ENVIRONMENT What is the ‘environment’ for the purposes of considering the actual and potential adverse effects of the proposal? 54. The existing environment comprises a busy, high-density built-up urban area with a range of land uses and including busy traffic routes and heritage buildings. The land uses are all sensitive to varying degrees to the potential effects associated with the proposed construction works, including traffic disruption, noise and vibration. Effects that must be disregarded Any effect on a person who has given written approval to the application No person has given their written approval to the application. Trade competition There are no trade competition effects that must be disregarded. Effects that may be disregarded – Permitted Baseline assessment 55. The permitted baseline approach, which refers to permitted activities on the subject site, is of limited value for this application, and the Commissioners have not relied on it to discount adverse effects from permitted activities. However AT’s applications for CoCs for various aspects of the Project do constitute the permitted baseline for this project. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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Assessment of Effects Positive Effects 56. In the AEE, the applicant identified potential positive effects that will result from the Project as well as the broader positive effects from the wider CRL project. The Commissioners agree with the applicant’s assessment of positive effects. Effects from Earthworks 57. The proposal is for approximately 143,000m3 of cut and 82,000m3 of fill along the route, over a cumulative area of approximately 11,000m2. The main methods of sediment and erosion control include clean water diversions, settlement tanks, stormwater inlet protection, chemical treatment and progressive stabilisation. The immediate receiving environment for any generated runoff will be to the stormwater network and subsequently the Waitemata Harbour, discharging near the ferry terminal. All of these methods are in accordance with the industry best practice and Auckland Council’s Technical Publication 90 – Erosion and Sediment Control Guidelines for Land Disturbing Activities in the Auckland Region (TP90). 58. We accept that the applicant’s assessment and evidence adequately identify the potential adverse effects resulting from the earthworks and that the proposed mitigation measures are appropriate given the relatively small volume and area of earthworks and the receiving environment. 59. The final Erosion and Sediment Control Plan (ESCP) will be submitted to Council for certification prior to any earthworks commencing as part of the overall Construction Environmental Management Plan (CEMP). This will be supported by a Chemical Treatment Management Plan (CTMP) that will outline the procedures for chemically flocculating sediment laden water prior to being discharged from the site. We agree with the Council’s specialist for earthworks, Stephanie Benucci, that subject to the measures included in these plans being implemented correctly, adverse effects relating to the discharge of treated sediment laden water from the proposed earthworks will not be significant and will be appropriately mitigated. We find the adverse effects from earthworks on the environment will be minor. 60. We note that the conditions provided to us, as agreed between the applicant and Auckland Council, could better reflect the degree of integration necessary between the ESCP, the CTMP and the Contaminated Soils Management Plan (CSMP). Consequently, we have made minor changes to those conditions to reflect the inter-related function of those management plans. Effects on Existing Flood Plains 61. Relatively small, isolated areas of 1% AEP flood plain (localised ponding) are identified at several locations along the proposed route, as denoted on the PAUP maps. Works within these areas trigger restricted discretionary activity rule infringement under Chapter H4.2 of the PAUP. Potential adverse effects from flooding were not raised by submitters and we accept the assessment by Council’s specialist, Scott Paton, that finished levels around the shafts will be City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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similar to the pre-existing condition and will not alter floodwater characteristics. We find that the works will not have an adverse effect on flooding within or beyond the site. Air Quality Effects 62. Air quality effects from the potential discharges of contaminants to air from construction and earthworks associated with the Project were assessed by Paul Crimmins, Senior Consents and Compliance Advisor, Air Quality Team in AC’s Natural Resources and Specialist Input Unit. 63. Mr Crimmins concurred with the applicant that any potential dust effects can be adequately mitigated through the Air Quality Management Plan (AQMP) so that adverse effects arising from these discharges are not significant. 64. We accept the unanimous opinion of the experts that the mitigation measures proposed in the draft AQMP – including the monitoring regime – represent the Best Practicable Option (BPO) for minimising discharges of contaminants to air, in particular, the most significant contaminant, which is dust. 65. Any odorous discharges which may arise from excavations, particularly if soils which have been contaminated by hydrocarbons are encountered, will be addressed through a specific Contaminated Soils Management Plan (CSMP). Cultural Effects 66. The Cultural Impact Assessment (“CIA”) information requirement in the PAUP is triggered by the proposal, in order for Council to assess the adverse effects on Mana Whenua values. Whilst AT’s engagement with Manu Whenua groups has been appropriate, no CIAs have been prepared to date. 67. One submission was received from Mana Whenua, being Ngāti Maru, but to date, no determination has been provided to Council as to whether Ngāti Maru wishes to prepare and submit a CIA. The issues raised are that the proposal compromises the interests of Ngāti Maru protected by the RMA and that the consultation on the proposal is incomplete. The Commissioners reject the latter issue, as we find that the consultation undertaken to date by the applicant has been thorough and extensive. 68. The applicant has emphasised the areas where Mana Whenua interest relating to this project has been identified, being earthworks, stormwater and groundwater and the corresponding discharges to the environment; the protection of the Hauraki Gulf from contaminants such as stormwater; and improving water quality outcomes in the catchment. We are satisfied that the applicant is proposing to use best practice methods to ensure the receiving environment is not compromised by the proposed discharges. 69. The Commissioners accept that the actual and potential effects on cultural values have been adequately addressed.
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Contaminated Land Discharge Effects 70. The effects from the discharge of contaminants to land and water from the disturbance of contaminated land have been addressed in the evidence of Andrew Hart and Sarah Sutherland and covered in the draft Contaminated Soils Management Plan (CSMP), which provides management procedures and measures relevant to handling and disposal of contaminated material to mitigate potential adverse effects on the environment and human health. The measures include erosion and sediment controls, measures for monitoring groundwater quality and alternative disposal procedures, and procedures for the excavation, handling and disposal of contaminated and potentially contaminated soil. These details have been assessed by the Council’s in-house expert for contaminated land, Andrew Kalbarczyk and consultant expert Rob Burden, who have reported that with implementation of the CSMP, adverse effects can be appropriately mitigated and managed. Only one submission was received on these matters, that being from the Auckland Regional Public Health Service. Mr Burden is satisfied that the proposed conditions will adequately address the matters raised in that submission. 71. The Commissioners agree with Mr Kalbarczyk and Mr Burden, and the evidence presented on behalf of the applicant. Given the concentrations of contaminants are low and are isolated occurrences, the proposed mitigation measures will appropriately address excavation and disposal of soil and groundwater. The submission of the final CSMP as part of the overall CEMP for certification by Council, and its implementation, will ensure that the adverse effects on the environment from the disturbance and handling of potentially contaminated soil and groundwater will be minor. Again, we have made minor changes to the agreed conditions to better link the CSMP with the ESCP. Effects from the Discharge of Wastewater and/or Washwater on Water Quality 72. The effects from the discharge of wastewater and/or washwater to land and water during construction have been assessed. There are a number of potential sources of water that require management during construction, and in addition to the treatment of discharges, source controls are proposed to reduce sediment loadings in the discharge. The use of an Environmental Management Plan (EMP) will manage the CSAs, ensuring that structural controls are installed and implemented. 73. The applicant proposes an ongoing monitoring regime to ensure that the anticipated water quality standards are met and has included options if limits are exceeded. 74. The Commissioners accept that given the proposed site and wastewater and/or washwater management measures, any adverse effects of the proposed discharge activity on the environment will be less than minor.
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Transport Network Effects 75. The Commissioners have adopted the view that construction related effects on the transport network associated with the earthworks activity is a matter that should be considered. 76. Through the assessment of the NoRs, the effects from construction traffic associated with the proposal were assessed and it was found that adverse temporary effects to the existing road transport network and property accesses during the construction of the CRL will be significant; that the establishment of various construction areas will generate additional traffic in the form of construction vehicles; and that the level of service on the Quality Transit Network in the City Centre can be expected to be low to moderate. 77. The actual and potential construction related effects on the transport network were assessed under the NoRs and various conditions were subsequently confirmed by AT. The Commissioners accept that the construction traffic related conditions for the NoRs are generally appropriate to avoid, remedy or mitigate the actual and potential effects from construction traffic. Specifically, the Transport, Access and Parking Delivery Work Package, monitoring requirements, the specific requirements for the Britomart Station to Mayoral Drive section and the communication and consultation requirements required in the confirmed conditions will achieve this outcome. Construction Noise Effects 78. Construction noise is a district plan land use matter and has been addressed through the NoR process; however, as it is currently drafted, the PAUP suggests that construction noise effects associated with the earthworks activity is a matter that should be considered by Council. 79. The actual and potential construction noise effects were assessed by an independent Hearing Panel for the NoRs and various conditions were recommended and subsequently confirmed by AT. The confirmed conditions seek to avoid, remedy or mitigate specific construction noise effects and include specific construction noise project standards for various construction activities and for various types of receivers. A Site Specific Construction Noise Management Plan (SSCNMP) must be developed in specified circumstances and a Construction Noise and Vibration Delivery Work Package (CNVDWP) must also be submitted to Council. 80. Whilst various submitters have raised concerns with respect to construction noise, the Commissioners accept that the condition framework in the CRL NoRs appropriately avoids, remedies or mitigates the adverse construction noise effects from the proposal. Effects on Utilities 81. The applicant has identified the existing services in the project area and the Council’s assessment is that any effects from ground settlement can be avoided, City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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remedied or mitigated subject to the recommended conditions of consent. Damage can also result from uncovering services in unknown locations but such events can be managed by ensuring contact with utility operators and suitable measures being taken to ensure that services are adequately supported or managed once exposed. 82. On that basis we agree that any adverse effects on existing infrastructure will be appropriately managed so that the effects will be minor. Dewatering/settlement, takes and diversion of groundwater 83. Potential settlement effects on buildings, structures and utilities is a key matter raised in submissions and was the main point of conjecture between the applicant and Auckland Council at the commencement of the hearing, noting that those parties have subsequently agreed on all recommended conditions. 84. In brief, technical reports and evidence relating to the potential effects of the proposal on buildings, other structures and services was focussed on the following elements:
The extent to which groundwater levels will be altered during excavation and post excavation;
The likely ground response (consolidation and mechanical settlement) that will occur as a result of groundwater changes; and
The potential effects that ground responses will have on various buildings in the vicinity of the works.
85. Leading into the hearing, Auckland Council indicated acceptance of the Burland Stage 1 method for categorising levels of effects of ground settlement on buildings. However, it expressed concern about the application of the Burland Stage 2 method for the calculation of tensile strain, and consequently held uncertainty on the likely actual and potential effects on buildings and services. At that time the Auckland Council was not satisfied that building damage would be limited to the ‘slight’ (Burland Class 2) category, based on the information provided by the applicant. 86. Submitters representing building owners along the route could be grouped into those within the predicted settlement contours, and those immediately beyond those contours. The former included buildings along Albert Street (including Stamford Residences represented by Ms Stoltz), the Precinct Properties Building at 23 Albert Street and 7 Queen Street (addressed by Ms Reaburn), and the Chief Post Office Building (CPO) leased by Cooper & Co (addressed by Mr Lala and represented by Ms Morrison-Shaw). The latter groups include the body corporates represented by Mr Brabant, the Endeans Building (represented by Messrs Playle and Nelson), and the Precinct Properties buildings at 1 and 21 Queen St (addressed by Ms Reaburn).
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87. For submitters, those within the predicted settlement contours sought assurance that effects would be within the predicted range (no more than ‘slight’ on the Burland scale), and that an appropriate extent and duration of monitoring, and responses to repair effects would be undertaken. 88. Submitters representing owners of buildings outside the predicted settlement contours sought assurance that the effects of the works would be no more than ‘negligible’ on the Burland scale, and that an appropriate extent and duration of monitoring, and response would be undertaken. Those submitters sought a clear separation in consent conditions between their properties and those within the predicted settlement contours. 89. The predicted building responses were influenced by the variability of ground conditions along the route as well as the foundation conditions of various buildings, with newer buildings being founded on unweathered East Coast Bays Formation (ECBF) rock. 90. The final set of conditions presented to us during the adjournment provided an agreed position between the Auckland Council and the applicant. They also accommodated many changes sought by submitters. In summary, those conditions:
Distinguish between buildings inside and outside the predicted settlement contours;
Include identified buildings located outside the predicted settlement contours in the list of buildings to be subject to pre-construction surveys and to be monitored during and post-construction (Appendix 1).
Include specific building movement alarm and trigger levels for the identified buildings located outside the predicted settlement contours (Appendix 4).
Require that the project be monitored and managed to ensure that building damage within the predicted settlement contours does not exceed the “slight” category of Burland Class 2 (Condition 88).
Require that the project be monitored and managed to ensure that building damage outside the predicted settlement contours does not exceed the “negligible” category of the Burland Class 1 (Condition 88).
Provide additional building monitoring marks on 2-8 Customs Street (Mercure Hotel)
91. The applicant also included a detailed condition that specifically requires that any damage to buildings, structures or services that is caused wholly or in part by the exercising of the consent shall be remedied at the consent holder’s expense. 92. In considering the potential groundwater and settlement effects of the proposal, we must be satisfied that the predictions of settlement and effects on buildings presented to us is appropriately reliable and conservative to the extent that adverse effects are generally avoided and, where not avoided, within the predicted scale of effects that have been considered by submitters. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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93. Mr Pattle described additional modelling undertaken in response to Auckland Council feedback, and the level of conservatism he anticipated in the model outputs. He considered likely groundwater drawdowns and informed the predictions of consolidation of compressible soils provided by Mr Newns. Mr Pattle’s modelling was based on cut-off walls and soldier pile walls extending to the top of the un-weathered ECBF rock, and the cut-off walls under the CPO building extending 2m into the un-weathered ECBF. 94. With respect to Britomart Station and the CPO, he considered effects to be within the range experienced during the previous development of the Britomart Station and within seasonal variations, which provided a level of confidence regarding likely effects in that location. Continuous pile walls will be constructed in the vicinity of the CPO building and lower Queen Street, and a consent condition has been offered and included limiting groundwater egress in that area to “no visible seepage”. ACZA and sheet piles and temporary soldier pile walls are proposed along the route of the cut and cover tunnels for the Britomart Station to lower Albert Street. A condition has also been included to reinforce the requirement for temporary perimeter cut-off walls from the CPO to chainage 300m (lower Albert Street) to achieve no more than 0.3m3/day ingress (though the wall) of groundwater per 10m of wall. 95. Along Albert Street Mr Pattle predicts that the most significant groundwater changes will occur within the shallower, perched water tables in the upper horizons of soil and fill. These changes are predicted to be limited in lateral extent and will have been influenced by previous building construction. 96. Post-construction, Mr Pattle predicted that groundwater levels will return to the pre-construction state. 97. In addition to their evidence in chief, Messrs Newns and Stevenson provided supplementary evidence to address ground settlement predictions and building responses respectively. Mr Newns provided further background to the Burland method for assessing building damage risk. They both re-affirmed their confidence in the Burland method (Stage 1 and 2) as being appropriate for use in the context of this project. 98. Mr Stevenson explained the output of additional modelling undertaken that reassessed mechanical settlement effects utilising the method preferred by the Auckland Council technical reviewers. This modelling particularly sought to address the Auckland Council concerns regarding the predictions of tensile strain and subsequently suitability of Burland Stage 2. Mr Stevenson also reiterated and explained his confidence in his earlier modelling. Mr Stevenson and Mr Newns reported on a reassessment of consolidation settlement, based on revised data provided by Mr Pattle, and a reassessment of combined mechanical and consolidation induced settlements. These calculations indicated a potential increase in settlement predictions. However, Mr Stevenson reaffirmed that the predicted building damage within the predicted settlement contours would be no more than the ‘slight’ range under Burland Class 2, as originally predicted. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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99. Mr Newns explained that the detailed design of the project will be subject to the building consent process, which will ensure that the design achieves the performance criteria of the resource consent conditions. Mr Hazard, on behalf of Auckland Council, confirmed that this process is successfully occurring on other infrastructure projects and expressed confidence that the appropriate level of integration between the resource consent compliance and building consent functions of the Council would be achieved in this instance. 100. A key element of the set of conditions now agreed between the applicant and Auckland Council is the linkage between imposed performance standards, the establishment and implementation of a Groundwater and Settlement Monitoring and Contingency Plan (“GSMCP”), pre-construction building condition assessments, ongoing building assessments (based on specific criteria), and responses to identified damage. Building inspections are to be undertaken by an independent senior qualified person, whose role will include inspecting and reporting on any identified damage that is attributable to the project, and methods to remedy such damage. The independent senior qualified person shall also assess and advise on mitigation measures that may be necessary to avoid damage in the event that ground or building monitoring alert levels are triggered. The role of the independent senior qualified person will be independent of, and will not diminish, the Auckland Council’s compliance monitoring and enforcement function. 101. We are now satisfied that the applicant has undertaken an appropriate level of investigation and has achieved the necessary level of certainty regarding the likely effects of the works, and how those effects will be minimised and mitigated. Further, we are satisfied that the agreed conditions provide an appropriate range of performance standards, monitoring and response processes that will ensure that the effects of the project remain within the predicted levels. We are also satisfied that the agreed conditions accommodate the matters sought by submitters to an appropriate extent, and correctly distinguish between the anticipated maximum building damage effects anticipated by submitters within, and outside, the predicted settlement contours. 102. Overall, we find that the groundwater, settlement and potential building damage effects from the project will be negligible to minor, and will be appropriately managed and mitigated through implementation of conditions. Effects from Earthworks on Built Heritage 103. The proposed works are within the Heritage Overlay for the CPO (12 Queen Street) and are also within close proximity of several other scheduled historic places. The applicant has provided a Built Heritage Risk Assessment Summary concerning each of these buildings, which have been assessed to fall within the “Negligible” to “Slight” damage classifications under the Burland damage classification categories which corresponds to aesthetic damage only. 104. As a result of strengthening work carried out on the CPO, and given the recommended conditions of consent, differential movement and settlement in this City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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area is very unlikely; in addition, post-construction monitoring will be undertaken for a minimum of three months after completion of construction. 105. The Commissioners accept that the effects from the proposed earthworks on identified heritage buildings within 20m of the Heritage Overlay in the PAUP will be appropriately avoided, remedied or mitigated subject to the recommended consent conditions. 106. Specific heritage issues raised by submitters have been addressed by the applicant. Adverse Effects – Summary and Conclusion 107. In summary, construction of the Project will give rise to a range of temporary adverse environmental effects; some may be more than minor for a limited or longer period. However, when considered overall and in the context of their temporary nature, we agree that the revised and finalised conditions of consent agreed by the applicant, Council officers and those submitters present at the hearing, and, in particular the monitoring and mitigation measures, will ensure that actual and potential effects can be avoided, remedied or adequately mitigated. 108. In conclusion, we find that the actual and potential effects from this project, including dust, sediment, contamination, ground settlement, water quality, public health, built heritage effects from earthworks, construction traffic and noise effects are temporary in nature and can be avoided, remedied or mitigated through implementation of the consent conditions. 109. The positive effects from the proposal must not be overlooked, particularly realising the potential of the existing infrastructure and unlocking the Auckland rail network by enabling Britomart to become a through station rather than a terminus station. 110. The proposal has been assessed against the provisions of the relevant planning documents in the application details, in the section 42A report and in the evidence of Ms Carvill. In the latter statement it is pointed out the project requires resource consent pursuant to the following regional plans and unitary plan:
Auckland Council Regional Plan: Air, Land, Water 2013 (ACRP: ALW);
Auckland Council Regional Plan: Sediment Control 2001 (ACRP: SC);
Proposed Auckland Unitary Plan 2013 (PAUP).
111. In addition, resource consent is required pursuant to the Resource Management (National Environmental Standard for Assessing and Managing Contaminants and Soil to Protect Human Health) Regulations 2011 (NESSoil). The resource consents required are land use consents, water permits and discharge permits and, in addition, the land use consent pursuant to the NESSoil to disturb soil. 112. It is also relevant to note, as is covered in another part of this decision, that the area surrounding the project corridor is occupied by a number of identified heritage buildings that are potentially affected and works are also proposed within City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
30
a scheduled historic heritage place (the Chief Post Office). Further, part of the project corridor runs through a scheduled site of significance to mana whenua (Ngahu Wera) and within 20m of another scheduled site of significance (Nga Wharau a Tako). 113. We note that in applying the most restrictive activity status, which was the common approach of the Council’s reporting officer and the expert witnesses at the hearing, that when bundled, the overall activity status for the resource consent applications is discretionary. 114. We find that the proposal is consistent with the above listed planning documents in providing for a public work with benefits to the City while also appropriately managing the potential adverse effects arising from its construction. The CRL benefits include: Increased train movements on the Auckland rail network by developing Britomart as a through station and unlocking the current capacity constraint. Improved commuter access to the city centre. Building on the benefits of existing investment in the electrification of Auckland’s rail network. Freeing up road space for freight and other trips. Creating new transport hubs around the underground railway stations with complementary opportunities for a range of land use activities. 115. The range of potential adverse effects arise out of earthworks, flooding, ground settlement and associated effects on heritage values, contaminated land, groundwater quality, stormwater quality, dust, and effects on cultural values. The evidence of the experts providing input to the project, and evidence provided by others, demonstrated to us that these potential effects can be appropriately managed. In particular, standard and specific mitigation measures will be implemented through a range of management plans, and remediation is proposed where necessary to address effects on structures resulting from ground settlement. 116. In all of the above respects, we find the application to be consistent with the relevant planning documents. Any other matters 117. We also considered the following other matters to be relevant and reasonably necessary to determine the application in accordance with section 104(1)(c) of the RMA: The Auckland Plan sets out the vision for Auckland over the next 30 years and seeks to address relevant issues. The Commissioners accept that the proposal to construct a piece of the CRL infrastructure directly supports the vision contained in the Auckland Plan to improve and complete the existing road and railway network. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
31
Submissions have all been reviewed by the Commissioners and considered in the assessment of the Project. No comments were received from the Waitemata or the Albert-Eden Local Boards. The applicant has confirmed that an Archaeological Authority will be sought from Heritage NZ pursuant to the Heritage New Zealand Pouhere Taonga Act 2014. Other relevant RMA provisions Matters relevant to discharge and coastal permits – s105 118. The proposal requires consents to discharge contaminants to air and to land and water under s15. Under section 105, regard must be had to additional matters for any application for a discharge permit or a coastal permit that would contravene s15 or s15B of the RMA. The Commissioners agree with the reporting planner that the proposal satisfies the matters set out in section 105 for the reasons set out in her report. Restrictions on discharge permits – s107 119. Regard must be had to the restriction on the granting of certain discharge permits that would contravene sections 15 or 15A. Section 107 states that a discharge permit cannot be granted to do something that would otherwise contravene section 15 allowing the discharge of a contaminant or water into water, if, after reasonable mixing, the contaminant or water discharged is likely to give rise to all or any of stated effects in the receiving waters. The Commissioners are satisfied that the proposal satisfies the provisions of section 107. Conditions of resource consents – s108 120. Conditions of consent have been set out below. PART 2 RMA – PURPOSE AND PRINCIPLES 121. We find that the proposal is consistent with Part 2 of the RMA because:
The completed CRL will provide for the social and economic wellbeing of people and communities in Auckland by improving transport access into and around the city centre, improving the efficiency and resilience of the transport network of urban Auckland, contributing to increasing Auckland’s economic growth and providing a sustainable transport solution that minimizes environmental impacts.
The conditions included as part of the consent will ensure the adverse effects on the environment will be appropriately avoided, remedied or mitigated. In particular, a range of construction mitigation measures will be implemented through an approved CEMP, along with a range of key management and monitoring plans.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
32
The matters raised by submitters have been given particular attention through the discussion during the hearing regarding the inclusion of conditions of consent that have regard to submitters’ concerns.
There are no identified outstanding natural features and landscapes, areas of significant vegetation and significant habitats of indigenous fauna that must be protected in the project area.
The applicant has supplied a supporting Heritage Impact Assessment and additional information that has been reviewed by Council’s Principal, Built Heritage Specialist who has concluded that the potential effects on the scheduled structures will be minor subject to appropriate conditions of consent. We agree with that assessment and review and with the evidence presented for the applicant and Heritage New Zealand. Conditions are accordingly included as part of this decision and as such, the protection of historic heritage will be ensured.
The construction techniques and practices, coupled with conditions on the consent, will appropriately minimize potential and actual adverse effects on the environment. As such, the project represents an efficient use and development of natural and physical resources and serves to maintain and enhance both amenity values and the quality of the environment.
Given the extent of consultation undertaken with Mana Whenua, the requirements of sections 6(e), 7(a), 7(aa), and 8 of the RMA have been provided for and had regard to. In particular, there has been engagement with eight Mana Whenua groups who have self-identified an interest in the project and that engagement has been on-going via the CRL Mana Whenua Forum and targeted hui. Accidental discovery protocols and consent conditions will enable the relationship of Mana Whenua with any unidentified archaeological sites within the project site to occur. In addition, the applicant has stated that on-going consultation and engagement will continue through all stages of planning and construction.
Decision 122. In exercising our delegation under sections 34 and 34A of the RMA and having regard to the foregoing matters, sections 104, 104B, 105, 106, 107 and 108 and Part 2 of the RMA, we determine that the resource consents be granted subject to the conditions set out below. The resource consents granted by this decision are collectively a discretionary activity and provide for the construction of the Britomart Station to Wyndham Street section of the proposed City Rail Link. The respective resource consents are land use consents, water permits and discharge permits which are referenced as R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436 and R/REG/2014/543. The location is the lower part of the central business district of Auckland City comprising the Britomart Station and parts of Lower Queen Street, Customs Street West, Wolfe Street, Victoria Street West, Albert Street and Wyndham Street. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
33
Reasons for the decision 123. The reasons for this decision are covered in the discussion above in this decision report but can be summarised as follows:
Overall, the proposal enables people to provide for their economic and, in turn, social wellbeing as the CRL will improve transport access into and around the city centre and improve the efficiency and resilience of the transport network of urban Auckland. It will therefore contribute to increasing Auckland’s economic growth and further, provide a sustainable transport solution that minimizes environmental impacts.
The effects associated with the project, including dust, sediment, contamination, settlement, water quality, earthworks with respect to heritage, construction, traffic, construction noise, utility disruption and flood capacity changes are found to be temporary in nature and can be appropriately avoided, remedied or mitigated through implementation of a certified CEMP. That includes the specific certified management plans and other conditions of the consent.
The particular concerns of submitters have been addressed through conditions of consent that address matters potentially impacting on identified properties.
The project has been found to not be contrary to the relevant provisions and policy statements, plans and proposed plans that are relevant and as prepared under the RMA.
The proposal has been assessed with regard to the relevant Part 2 matters and found to be consistent with the purpose and principles of the RMA as included as this part of it.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
34
Conditions General Conditions These conditions apply to all resource consents. Definitions AEE - Assessment of Environmental Effects prepared by Aurecon New Zealand Limited/ Golder Associates (NZ) Limited, dated 19 December 2014 AQMP - Air Quality Management Plan, based on the draft Air Quality Management Plan – Britomart to Wyndham dated December 2014 prepared by Golder Associates (NZ) Limited CCP - Communication and Consultation Plan CEMP - Construction Environmental Management Plan CLG - Community Liaison Group Commencement of construction – in all conditions which refer to ‘commencement of construction’, construction has the same meaning as the Construction Contracts Act 2002 and includes work such as site clearance, earthmoving and earthworks, excavation, tunnelling, and boring; and the construction, erection, installation, carrying out, alteration, repair, restoration, renewal, maintenance, extension, demolition, removal, or dismantling of any building or structure; and all other matters referred to in section 6 of that Act. CPO - Chief Post Office CRL – City Rail Link CSMP - Contaminated Soils Management Plan CTMP - Chemical Treatment Management Plan EMP - Industrial and Trade Activities Environmental Management Plan ESCP - Erosion and Sediment Control Management Plan ESC – Erosion and Sediment Control GSMCP - Groundwater and Settlement Monitoring and Contingency Plan IBA - Independent Building Assessor – The person engaged under Condition 120. The role of the Independent Building Assessor shall be to make recommendations to Council on building serviceability and damage matters. Key contacts - are identified in the CEMP and are a “key contact” person representing the Consent Holder and a “key contact” person representing the contractor team to work with the Council (Team Leader Central Monitoring). Refer Condition 29 Mana Whenua Groups - Ngati Maru, Ngati Paoa, Ngai Tai Ki Tamaki, Ngati Te Ata Waiohua, Te Kawerau a Maki, Ngati Whatua o Orakei, Te Akitai, and Ngati Tamaoho PCCP - Pre-Construction Communication and Consultation Plan
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
35
Project – the City Rail Link Britomart Station to Wyndham Street Section Referee – the independent and appropriately qualified senior person to whom a dispute is referred under Condition 8 Senior qualified person - means a person with a post-graduate degree in environmental science, chemistry, biology, geology (including a Chartered Professional Engineer (CPEng)) or similar field; or sufficient technical experience that is at least equivalent and at least five years professional experience. Services – includes including gas, water, sewerage, telecoms, stormwater, fibre optics and power Upper Albert Street zone – the zone defined as that part of Albert Street between Swanson Street and Wyndham Street See also definitions specific to water permit R/REG/2014/5432 Take and Diversion of Groundwater. 1.
The scope and extent of works envisaged by this project shall be carried out in general accordance with the plans and all information submitted with the application, detailed below, and all referenced by the Council as consent numbers R/LUC/2014/5428, R/REG/2014/5430, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436 and R/REG/2014/5437.
Application Form, and Assessment of Environmental Effects (AEE) prepared by Aurecon New Zealand Limited/Golder Associates (NZ) Limited, dated 19 December 2014, including the following: Report title and reference
Author
Rev
Dated
Design and Construction Report (Appendix B)
Aurecon New Zealand Limited
December 2014
Groundwater Effects Assessment (Appendix C)
Pattle Delamore Partners Limited
December 2014
Assessment of Settlement Effects (Appendix D)
Aurecon New Zealand Limited
December 2014
Contaminated Land Assessment (Appendix E)
Golder Associates (NZ) Limited
December 2014
Water Quality Assessment (Appendix F)
Golder Associates (NZ) Limited
December 2014
Industrial and Trade Activities Assessment (Appendix G)
Golder Associates (NZ) Limited
December 2014
Air Quality Assessment (Appendix H)
Golder Associates (NZ) Limited
December 2014
Draft Erosion and Sediment Control Plan (Appendix I)
Aurecon New Zealand Limited
December 2014
Heritage Impact Assessment (Appendix J)
Salmond Reed Architects Limited
December 2014
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
36
Plan title and reference
Author
Rev
Dated
LOCATION PLAN AND EXTENT OF WORKS CRL-BTM-RME-000-DRG-0001
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
DR6A ALIGNMENT CRL DOWN (MC20) PLAN AND LONGSECTION SHEET 1 CRL-PAT-RME-000-DRG-0001 DR6A ALIGNMENT CRL DOWN (MC30) PLAN AND LONGSECTION SHEET 1 CRL-PAT-RME-000-DRG-0002 CPO PLAN, DEMOLITION, SLAB PROPPING AND TEMPORARY DECK CRL-BTM-RME-000-DRG-1021 CPO PLAN, BASEMENT WITH UNDERPINNING CRL-BTM-RME-000-DRG-0123 CPO LONGSECTION CRL-BTM-RME-000-DRG-0191 CPO CROSS SECTION WITH UNDERPINNING GRID 1 CRL-BTM-RME-000-DRG-0231 CPO CROSS SECTION REINSTATEMENT WORKS GRID 1 CRL-BTM-RME-000-DRG-0241 CPO AND QUEEN ST TUNNEL BOX REINFORCEMENT AND WATERPROOFING DETAILS CRL-BTM-RME-000-DRG-0305 CPO MONITORING LOCATIONS AT COLUMN UNDERPINNING CRL-BTM-RME-000-DRG-0452 CPO FAÇADE MONITORING LOCATIONS CRL-BTM-RME-000-DRG-0453 QUEEN ST AND QUEEN ELIZABETH SQUARE –QUEEN STREET - TYPICAL SECTIONS CRL-BTM-RME-000-DRG- 0535 QUEEN ST AND QUEEN ELIZABETH SQUARE QUEEN ST LONG SECTION UP TRACK CRL-BTM-RME-000-DRG-0551 QUEEN ST AND QUEEN ELIZABETH SQUARE- TYPICAL DETAILS GROUNDWATER DRAINAGE SHEET 1 OF 2 CRL-BTM-RME-000-DRG-0621 QUEEN ST AND QUEEN ELIZABETH SQUARE PUMP STATION SUMP AND CROSS PASSAGEWAY SECTIONS
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
37
CRL-BTM-RME-000-DRG-0661 PRECINCT - OVERALL LAYOUT PLAN
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
CRL-BTM-RME-000-DRG-0009 ENABLING WORKS CONTRACT 1 WORKSITES WITH PLANT BRITOMART TO QE SQUARE STAGE 2 OF 4 CRL-BTM-RME-000-DRG-0102 ENABLING WORKS CONTRACT 1 WORKSITES WITH PLANT BRITOMART TO QE SQUARE STAGE 3 OF 4 CRL-BTM-RME-000-DRG-0103 ENABLING WORKS CONTRACT 2 WORK SITE WITH PLANT AND TRAFFIC INTERFACE BETWEEN PRECINCT AND CONTRACT 2 IN LOWER ALBERT ST CRL-PAT-RME-000-DRG-0114 CUSTOMS ST TUNNEL CROSS SECTION AND DETAIL OF TYPICAL TUNNEL IN CUSTOMS ST CRL-PAT-RME-000-DRG-0171 ALBERT ST TUNNEL PLAN SHEET 1 OF 5 CRL-PAT-RME-000-DRG-0201 ALBERT ST TUNNEL PLAN SHEET 2 OF 5 CRL-PAT-RME-000-DRG-0202 ALBERT ST TUNNEL PLAN SHEET 3 OF 5 CRL-PAT-RME-000-DRG-0203 ALBERT ST TUNNEL PLAN SHEET 4 OF 5 CRL-PAT-RME-000-DRG-0204 ALBERT ST TUNNEL PLAN SHEET 5 OF 5 CRL-PAT-RME-000-DRG-0205 ALBERT ST TUNNEL STRUCTURAL LONGSECTION (MC30) SHEET 1 OF 5 CRL-PAT-RME-000-DRG-0211 ALBERT ST TUNNEL STRUCTURAL LONGSECTION (MC30) SHEET 2 OF 5 CRL-PAT-RME-000-DRG-0212 ALBERT ST TUNNEL STRUCTURAL LONGSECTION (MC30) SHEET 3 OF 5 CRL-PAT-RME-000-DRG-0213 ALBERT ST TUNNEL STRUCTURAL LONGSECTION (MC30) SHEET 4 OF 5 CRL-PAT-RME-000-DRG-0214 ALBERT ST TUNNEL STRUCTURAL LONGSECTION (MC30) SHEET 5 OF 5 CRL-PAT-RME-000-DRG-0215 ALBERT ST TUNNEL TYPICAL SECTION – CH 440 TO CH 465 (MC20)
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
38
CRL-PAT-RME-000-DRG-0252 ALBERT ST TUNNEL TYPICAL SECTION – CH 465 TO CH 580 (MC20)
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
17/10/2014
Aurecon
1.0
19/12/2014
Aurecon
1.0
19/12/2014
Aurecon
1.0
19/12/2014
Aurecon
1.0
19/12/2014
Aurecon
1.0
17/12/2014
Aurecon
3.0
19/12/2014
Aurecon
1.0
01/11/2014
Aurecon
5.0
02/07/2015
CRL-PAT-RME-000-DRG-0253 ALBERT ST TUNNEL TYPICAL DETAILS – PILE WALL SUPPORT STRUCTURE CRL-PAT-RME-000-DRG-0301 ALBERT ST WORKSITE AND TEMPORARY TRAFFIC MANAGEMENT CONSTRUCTION PHASING SHEET 2 OF 5 CRL-PAT-RME-000-DRG-0053 ALBERT ST WORKSITE AND TEMPORARY TRAFFIC MANAGEMENT CONSTRUCTION PHASING SHEET 3 OF 5 CRL-PAT-RME-000-DRG-0054 ALBERT ST WORKSITE AND TEMPORARY TRAFFIC MANAGEMENT CONSTRUCTION PHASING SHEET 4 OF 5 CRL-PAT-RME-000-DRG-0055 ALBERT ST WORKSITE AND TEMPORARY TRAFFIC MANAGEMENT CONSTRUCTION PHASING SHEET 5 OF 5 CRL-PAT-RME-000-DRG-0056 ENABLING WORKS CONTRACT 2 CUSTOMS ST INTERSECTION CONSTRUCTION STAGING FOR CONSENTING SHEET 1 OF 3 CRL-PAT-RME-000-DRG-0111 ENABLING WORKS CONTRACT 2 CUSTOMS ST INTERSECTION CONSTRUCTION STAGING FOR CONSENTING SHEET 2 OF 3 CRL-PAT-RME-000-DRG-0112 ENABLING WORKS CONTRACT 2 CUSTOMS ST INTERSECTION CONSTRUCTION STAGING FOR CONSENTING SHEET 3 OF 3 CRL-PAT-RME-000-DRG-0113 ENABLING WORKS CONTRACT 2 ENVISAGED WORKSITE AND TRAFFIC INTERFACE ALBERT ST SOUTH FOR CONSENTING CRL-PAT-RME-000-DRG-0104 ENABLING WORKS PROPOSED AND EXISTING GROUNDWATER MONITORING LOCATIONS CRL-SYW-GEO-000-DRG-0007 ALBERT STREET MONITORING LOCATIONS CRL-PAT-STR-000-DRG-0401 QUEEN STREET MONITORING LOCATIONS CRL-PAT-STR-000-DRG-0404 ENABLING WORKS MONITORING NOTES
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
39
CRL-PAT-STR-000-DRG-0400 NOTES ON SCOPE AND METHOD SHEET 3 OF 4
Aurecon
6.0
15/12/2014
Aurecon
1.0
15/12/2014
Aurecon
1.0
21/10/2014
GEOLOGICAL CROSS SECTION GALWAY STREET CRL-SYW-GEO-000-SKE-0022
Aurecon
2.0
20/05/2015
GEOLOGICAL CROSS SECTION TYLER STREET CRL-SYW-GEO-000-SKE-0023
Aurecon
1.0
23/04/2015
GEOLOGICAL LONG SECTION SHEET 0 EXTENSION OF MC20 LONG SECTION -300 TO 180M CRL-SYW-GEO-000-SKE-0024
Aurecon
1.0
23/04/2015
Aurecon
1.0
23/04/2015
Aurecon
1.0
23/04/2015
Aurecon
2.0
17/11/2014
Aurecon
3.0
09/07/2015
Aurecon
3.0
09/07/2015
Aurecon
2.0
03/07/2015
CRL-SYW-STR-000-DRG-0053 NOTES ON SCOPE AND METHOD SHEET 4 OF 4 CRL-SYW-STR-000-DRG-0054 GEOLOGICAL CROSS SECTION CUSTOMS STREET CRL-SYW-GEO-000-SKE-0021
GEOLOGICAL AND HYDROGEOLOGICAL MODEL MC20 LONG SECTION SHEET 1 CRL-SYW-GEO-000-SKE-0025 COMPARISON OF MC20 LONG SECTION (PART) WITH SECTION THROUGH MODFLOW MODEL AT ROW 26 CRL-SYWGEO-000-SKE-0026 SETTLEMENT CONTOURS DUE TO CUT AND COVER AND PIPEJACK SHEET 1 OF 2 CRL-SYW-CIV-000-DRG-0030 BRITOMART TO WYNDHAM GROUNDWATER AND SETTLEMENT MONITORING AND CONTINGENCY PLAN SHEET 1 OF 3 CRLPAT- RME- 000- DRG- 0403 BRITOMART TO WYNDHAM GROUNDWATER AND SETTLEMENT MONITORING AND CONTINGENCY PLAN SHEET 2 OF 3 CRLPAT- RME- 000- DRG- 0404 BRITOMART TO WYNDHAM GROUNDWATER AND SETTLEMENT MONITORING AND CONTINGENCY PLAN SHEET 3 OF 3 CRLPAT- RME- 000- DRG- 0405
Other additional information
Author
Rev
Dated
Further Information Letter, including attachments (Attachments A-G) except for Attachment E
Damien McGahan from Aurecon New Zealand Limited
1.0
06/05/2015
Further Information Addendum Letter, including attachments (Attachments A-C)
Damien McGahan from Aurecon New Zealand Limited
1.0
22/05/2015
Further Information Addendum 2 Letter
Damien McGahan from Aurecon New Zealand Limited
1.0
28/05/2015
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
40

Groundwater and Settlement Monitoring and Contingency Plan Resource Consent Package 1 Britomart Station to Wyndham Street Section
Evidence provided prior to and at the Council hearing:
Aurecon
2.0
02/06/2015
Author
Rev
Dated
Sarah Louise Sutherland of Golder Associates (NZ) Ltd
19 June 2015
Richard Leslie Chilton of Golder Associates (NZ) Ltd
19 June 2015
Andrew Thomas Hart of Golder Associates (NZ) Ltd
19 June 2015
Bruce Mitchell Petry of Reverb Consultancy Ltd
19 June 2015
Colin Dean Ingoe of Auckland Transport
19 June 2015
Jennifer Marie Carvill of Golder Associates (NZ) Ltd
19 June 2015
William Russell Newns of Aurecon New Zealand
19 June 2015
William Russell Newns of Aurecon New Zealand
19 June 2015
Statement of Evidence of Scott Elwarth
Scott Elwarth of Auckland Transport
19 June 2015
Statement of Evidence of Alan David Pattle
Alan David Pattle of PDP Ltd
19 June 2015
Eric Craig Stevenson of Aurecon New Zealand
19 June 2015
Supplementary Statement of Evidence of William Russell Newns
William Russell Newns of Aurecon New Zealand
6 July 2015
Supplementary Statement of Evidence of Jennifer Marie Carvill
Jennifer Marie Carvill of Golder Associates (NZ) Ltd
6 July 2015
Supplementary Statement of Evidence of Eric Craig Stevenson
Eric Craig Stevenson of Aurecon New Zealand
6 July 2015
Statement of Evidence of Sarah Louise Sutherland Statement of Evidence of Richard Leslie Chilton
Statement of Evidence of Andrew Thomas Hart
Statement of Evidence of Bruce Mitchell Petry
Statement of Evidence of Colin Dean Ingoe Statement of Evidence of Jennifer Marie Carvill
Statement of Evidence of William Russell Newns
Statement of Evidence of Eric Craig Stevenson
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If there is any conflict between the application documents and the specific conditions which follow, the specific conditions will prevail. All Charges Paid 2.
These consents (or any part thereof) shall not commence until such time as the following charges, which are owing at the time the Council's decision is notified, have been paid in full: a. All fixed charges relating to the receiving, processing and granting of these resource consents under section 36(1) of the Resource Management Act 1991 (RMA); and b. All additional charges imposed under section 36(3) of the RMA to enable the Council to recover its actual and reasonable costs in respect of this application, which are beyond challenge.
3.
The consent holder shall pay any subsequent further charges imposed under section 36 of the RMA relating to the receiving, processing and granting of these resource consents within 20 days of receipt of notification of a requirement to pay the same, provided that, in the case of any additional charges under section 36(3) of the RMA that are subject to challenge, the consent holder shall pay such amount as is determined by that process to be due and owing, within 20 days of receipt of the relevant decision. Compliance Monitoring Charge
4.
The consent holder shall pay the Council an initial consent compliance monitoring charge of $8,000 (inclusive of GST), plus any further monitoring charge or charges to recover the actual and reasonable costs that have been incurred to ensure compliance with the conditions attached to these consents. Advice Note: The initial monitoring charge is to cover the cost of inspecting the site, carrying out tests, reviewing conditions, updating files, etc, all being work to ensure compliance with resource consents. In order to recover actual and reasonable costs, inspections, in excess of those covered by the base fee paid, shall be charged at the relevant hourly rate applicable at the time. The consent holder will be advised of the further monitoring charge or charges as they fall due. Such further charges are to be paid within one month of the date of invoice. Only after all conditions of the resource consent have been met, will Council issue a letter confirming compliance on request of the consent holder.
Lapse Date 5.
Under section 125 of the RMA, these consents or any one of these consents lapse 10 years after the consent commences unless: a. The consent is given effect to; or b. The Council extends the period after which the consent lapses.
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Copies of Resource Consent 6.
All personnel working on the project shall be made aware of, and have access to, at least one copy of these resource consents, associated reference documents and associated certified management plans. Site Access
7.
Subject to compliance with the Consent Holder's health and safety requirements and provision of reasonable notice, servants or agents of Auckland Council shall be permitted to have access to relevant parts of the surface construction sites controlled by the Consent Holder at all reasonable times for the purpose of carrying out inspections, surveys, investigations, tests, measurements and/or to take samples. Dispute Resolution
8.
In the event of any dispute, disagreement or inaction arising from the implementation of these consents, including any Auckland Council certification required by these conditions, or implementation of, or monitoring required by, the conditions, the disputed matter shall be referred in the first instance to the Consent Holder and Council (Team Leader Central Monitoring), to determine a resolution process. If a resolution process cannot be agreed, then the matter shall be referred to an independent and appropriate senior qualified person (‘the referee’), agreeable to both parties (such agreement not to be unreasonably withheld by either party). The referral shall set out in writing the details of the matter to be referred for determination and the reasons why the parties have not agreed. The referee shall be appointed within 10 working days of the Consent Holder or the Council giving notice to the other of its intention to seek an expert determination. Following appointment, the referee shall issue a written decision on the matter, including the reasons for his or her decision. In making the decision, the referee shall be entitled to seek further information and to hear from the parties as he or she sees fit in his or her sole discretion. The reasonable fees of the referee shall be paid equally by both disputing parties. Advice Note 1: The dispute resolution process provided for by this condition does not prejudice any parties’ right to take enforcement action in relation to implementation of these conditions. However, the dispute resolution process will be applied before any formal enforcement action is taken by the Council, except in urgent situations. Advice Note 2: The Auckland Transport contact for this resolution process is the Central and Joint Initiatives Team Lead, Property and Planning Team, Capital Development Division
Pre-Construction Communication and Consultation Plan (“PCCP”) 9.
In order to set out a framework to ensure appropriate communication and consultation is undertaken with the community, stakeholders, affected parties
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and affected in-proximity parties prior to the commencement of construction, the Consent Holder shall prepare a PCCP. 10.
The PCCP shall be submitted to Council (Team Leader Central Monitoring), within 40 working days of the resource consent decision, for confirmation that the PCCP has been prepared in accordance with the conditions of consent.
11.
The PCCP shall be implemented and complied with within 60 working days from the resource consent decision until the commencement of construction.
12.
This PCCP shall set out recommendations and requirements (as applicable) that should be adopted by and/or inform the development of the Construction Environmental Management Plan (“CEMP”) and other management plans.
13.
The PCCP shall set out how the Consent Holder will: a. Inform the community of Project progress and the likely commencement of construction and the programme; b. Engage with the community in order to foster good relationships and to provide opportunities for learning about the Project; c. Obtain (and specify reasonable timeframes for) feedback and input from stakeholders, directly affected and affected in-proximity parties regarding the development of the CEMP and other management plans; d. Respond to queries and complaints by providing as a minimum the following information: i)
Who is responsible for responding to the query / complaint;
ii)
How responses will be provided;
iii)
The timeframes within which responses will be provided.
e. Where feedback (in accordance with this condition) is provided, the PCCP shall articulate how that feedback has informed the development of the CEMP and other management plans and where it has not, reasons why it has not. 14.
The PCCP shall be prepared in consultation with stakeholders, directly affected parties and affected in-proximity parties including, but not limited to: a. All property owners and occupiers of the sites that are identified at Appendix 5, adjacent to the Project’s construction sites (Britomart Station to Wyndham Street Section (as defined by the Britomart Transport Centre Designation 314 and CRL NoR 1)); b. Heritage New Zealand (Heritage NZ); c. Network Utility Operators; and d. The Community Liaison Group (refer Conditions 16 to 24).
15.
The PCCP shall, as a minimum, include:
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a. A communications framework that details the Consent Holder’s communication strategies, accountabilities, frequency of communications and consultation, the range of communication and consultation tools to be used (including any modern and relevant communication methods, newsletters or similar, advertising etc.), and any other relevant communication matters; b. Details of the Communication and Consultation Manager for the preconstruction period including contact details (phone, email and postal address); c. The 0800 CRL TALK phone number; d. The methods for identifying, communicating and consulting with stakeholders, directly affected parties and affected in-proximity parties and other interested parties. Such methods shall include but not be limited to: i) Newsletters; ii) Newspaper advertising; iii) Notification and targeted consultation with stakeholders, affected parties and affected in-proximity parties; and iv) The use of the project website for public information. e. The methods for communicating and consulting with the Community Liaison Group (refer Conditions 16 to 24); f. How communication and consultation activity will be recorded; and g. Methods for recording reasonably foreseeable future planned network utility works so that it can be considered and incorporated, where appropriate, into the Britomart Station to Wyndham Street Section design. The PCCP will be publicly available once finalised for the duration of the Project’s preconstruction period. Advice Note: At the time these resource consents were granted, the Communication and Consultation Manager for the Project was Carol Greensmith, phone 0800 CRL TALK.
Community Liaison Group (“CLG”) 16.
Within 60 working days of the resource consent decision the Consent Holder shall, in consultation with the Council (Team Leader Central Monitoring), establish a Community Liaison Group in the construction area (Britomart Station to Wyndham Street Section, as defined by the Britomart Transport Centre Designation 314 and CRL NoR 1).
17.
The Consent Holder shall ensure that membership of the CLG shall include representative(s) of the Consent Holder and be open to all directly affected and affected in-proximity parties to the Project including, but not limited to the following: a. Representative(s) for and/or directly affected and affected in-proximity property owners and occupiers;
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b. CBD Residents Advisory Group; c. Heart of the City; and d. Mana Whenua (any or all of Ngati Maru, Ngati Paoa, Ngai Tai Ki Tamaki, Ngati Te Ata Waiohua, Te Kawerau a Maki, Ngati Whatua o Orakei, Te Akitai and Ngati Tamaoho) unless any of those named advise the Consent Holder of a different liaison process. 18.
In addition to involvement in the PCCP (refer Conditions 9 to 15), the Consent Holder shall ensure that the CLG shall: a. Receive regular updates on Project progress; b. Enable the effects of constructing the Project on the community to be monitored by providing a regular forum through which information about the Project can be provided to the community; c. Enable opportunities for concerns and issues to be reported to and responded by the Consent Holder; and d. Be provided with feedback on the development of, and any material changes to the CEMP and other management plans.
19.
The Consent Holder shall consult with the CLG in respect of the development and review of the CEMP and other management plans.
20.
Prior to preparation of the PCCP under Condition 10, the Consent Holder shall appoint one or more persons appropriately qualified in community consultation as the Community Consultation Advisor(s) to: a. Provide administrative assistance to the CLG; b. Ensure the CLG is working effectively (including the development of a Code of Conduct and appropriate procedures for the CLG); and c. Act as a community consultation advisor to the CLG.
21.
The Consent Holder must use its best endeavours to ensure that the CLG meets at least annually until the commencement of construction and then at least once every three months or as otherwise required once construction commences.
22.
Once construction has commenced, the Consent Holder shall provide an update at least every three months (or as otherwise agreed) to the CLG on compliance with resource consent conditions, including the CEMP and other management plans, and any material changes to these plans.
23.
The Consent Holder shall provide reasonable administrative support for the CLG including organising meetings at a local venue, inviting all members of the CLG, and taking responsibility for keeping and disseminating meeting minutes.
24.
The CLG shall continue for the duration of the Project and for six months following completion of the Project. Communication and Consultation Plan (“CCP�)
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25.
In order to set out a framework to ensure appropriate communication and consultation with the community, stakeholders, affected parties and affected in-proximity parties during the construction of the Project, the Consent Holder shall prepare a CCP which shall be implemented and complied with for the duration of the construction of the Project.
26.
The CCP shall set out how the Consent Holder will: a. Inform the community of construction progress and future construction activities and constraints that could affect them; b. Provide early information on key Project milestones; and c. Obtain and specify a reasonable timeframe (being not less than 10 working days), for feedback and inputs from directly affected and affected in-proximity parties regarding the implementation and review of the CEMP or other management plans. d. Respond to queries and complaints including but not limited to: i)
Who is responsible for responding;
ii) How responses will be provided; and iii) The timeframes within which responses will be provided. 27.
The CCP shall (as a minimum) include: a. A communications framework that details the Consent Holder’s communication strategies, accountabilities, frequency of communications and consultation, the range of communication and consultation tools to be used (including any modern and relevant communication methods, newsletters or similar, advertising etc.), and any other relevant communication matters; b. The Communication and Consultation Manager for the Project including contact details (phone, email and postal address); c. The 0800 CRL TALK phone number; d. The methods for identifying, communicating and consulting with persons affected by the project including but not limited to: i)
All property owners and occupiers of the sites that are identified at Appendix 5, adjacent to the Project’s construction sites (Britomart Station to Wyndham Street Section (as defined by the Britomart Transport Centre Designation 314 and CRL NoR 1));
ii)
Heritage New Zealand Pouhere Taonga (Heritage NZ); and
iii) The Community Liaison Group (refer Conditions 16 to 24). e. How stakeholders and persons affected by the project will be notified of the commencement of construction, the expected duration of the activities and works, and who to contact for any queries, concerns and complaints;
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f. How stakeholders and persons affected by the project will be consulted in the development and review of the CEMP and other management plans, including specifying reasonable timeframes for feedback; g. A list of stakeholders, directly affected and affected in-proximity parties to the construction works with whom the Consent Holder will communicate; h. A summary of communication and consultation undertaken between the Consent Holder and parties as required by the PCCP. The summary shall include any outstanding issues or disputes raised by parties; i.
How communication and consultation activity relating to construction activities and monitoring requirements will be recorded; and
j.
How opportunities to interpret and display archaeological finds within the project area will be identified and implemented, including how Heritage NZ will be involved in this process.
Advice Note: At the time this resource consent was granted, the Communication and Consultation Manager for the Project was Carol Greensmith, phone 0800 CRL TALK.
28.
The CCP shall also include (as relevant) linkages and cross-references to the CEMP and other management plans.
29.
The CCP shall be reviewed six monthly for the duration of construction and updated if required. Any updates to the CCP shall be provided to “key contacts” and the Council (Team Leader Central Monitoring) for review and agreement on any further action to be undertaken.
30.
Any further action recommended as a result of the review under Condition 29 shall be undertaken by the Consent Holder’s Communication and Consultation Manager for the Project and confirmation of completion shall be provided to the Council (Team Leader Central Monitoring).
31.
If, in the course of amendments undertaken as part of the review process under Condition 29, a material change to the CCP is made, the Consent Holder shall notify those parties affected by the change within 20 working days of the material change occurring. Pre-Construction Meetings and Notification
32.
Prior to commencement of any stage of construction, the Consent Holder shall arrange a pre-construction meeting with Council (Team Leader Central Monitoring in conjunction with the relevant technical specialists, as required) as well as the site contractor and shall invite the following Mana Whenua groups to attend: Ngati Maru, Ngati Paoa, Ngai Tai Ki Tamaki, Ngati Te Ata Waiohua, Te Kawerau a Maki, Ngati Whatua o Orakei, Te Akitai, and Ngati Tamaoho (“the Mana Whenua Groups”). a. The meeting shall be located on the Project site unless otherwise agreed; b. The meeting shall be scheduled no less than five working days before the anticipated commencement of construction;
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c. The meeting shall include representation from the contractor who will undertake the works; d. The following information shall be made available by the Consent Holder at the pre- construction meeting: i) Conditions of consent; ii) Approved (signed/stamped) construction plans for that stage; iii) Timeframes for key stages of the works authorised under this consent; iv) Contact details of the site contractor, site stormwater engineer and other key contractors; v) All certified management plans; and Advice note: by this stage, all of the management plans referred to in Condition 33(i) should have been certified, given the plans are required to be lodged 20 working days prior to commencement of construction).
vi) A copy of the Corridor Access Request from Auckland Transport. e. Appropriate provision to the extent sought by the Manu Whenua Groups, or their nominated representative(s), shall be made for a cultural induction of the contractor's staff. Advice Note: To arrange the pre-start meeting required by Condition 32 please contact Steve Pearce, Team Leader Central Monitoring to arrange this meeting on steve.pearce@aucklandcouncil.govt.nz, or 09 301 01 01. The conditions of consent should be discussed at this meeting. All additional information required by the Council should be provided two days prior to the meeting.
Construction Management 33.
Prior to the commencement of construction authorised by these consents, the Consent Holder shall prepare a Construction Environmental Management Plan (CEMP) including all certified Management Plans which form part of these conditions to ensure compliance with the resource consents. The CEMP shall include details of: a. Final project details and staging of works to illustrate that the works remain within the limits and standards approved under these consents and that the construction activities avoid, remedy or mitigate adverse effects on the environment. b. The site or Project Manager and the Communication and Consultation Manager, including their contact details (phone, email and physical address); c. the “key contacts� referred to in Condition 29; d. communication and consultation procedures for ensuring that residents, road users and businesses in the immediate vicinity of construction areas are given prior notice of the commencement of construction and are informed about the expected duration and effects of the work. In particular the procedures shall provide for the following in relation to residents, road users and businesses potentially affected by the construction works:
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i) consultation prior to the commencement of construction; ii) notice periods for changes to pedestrian and vehicle access; iii) regular updates on construction progress; iv) key dates for major milestones such as road closure and re-opening; and v) communication on any other matters potentially affecting residents or business operations in the vicinity of the works. e. notice boards that clearly identify the Consent Holder and the Project name, together with the name, telephone number and email address of the Site or Project Manager and the Communication and Consultation Manager; f. general site layout and management; g. an outline of the Project’s construction programme, including construction hours of operation; h. means of ensuring the safety of the general public; i.
certified management plans which form part of these conditions, being: i)
Erosion and Sediment Control Plan;
ii) Chemical Treatment Management Plan; iii) Air Quality Management Plan; iv) Groundwater and Settlement Monitoring and Contingency Plan; v) Contaminated Soils Management Plan; and vi) Industrial and Trade Activity Environmental Management Plan. j.
Water Discharge Quality Monitoring Programme; and
k. identification of the suitably independent, qualified Chartered Professional Engineer, or member of the Royal Institution of Chartered Surveyors, who will be undertaking the condition surveys required by the conditions of consent. 34.
The CEMP shall be provided to the Council (Team Leader Central Monitoring) for certification at least 20 working days prior to the commencement of construction. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination, in writing, as to whether the CEMP can be certified as per the requirements of the consent conditions within 10 working days of receipt of the CEMP. Construction shall not commence until written certification is obtained from Council (Team Leader Central Monitoring). Advice note: The Consent Holder may provide CEMPs in a staged manner to Council (Team Leader Central Monitoring) for certification.
35.
The CEMP required by Condition 33 shall be implemented and maintained throughout the entire construction period for the Project, or relevant Project stage, to manage potential adverse effects arising from the construction and shall be updated as necessary (or as required by Conditions 37 and 38).
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Any change to the CEMP shall be submitted to the Council (Team Leader Central Monitoring) for certification and no activity reliant upon a change to the CEMP can be undertaken until the change has been certified. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the proposed change can be certified, in writing, within 10 working days of submission of the change. Construction Traffic 36.
The Consent Holder shall, so far as is it is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved through the following objectives: a. managing the road transport network for the duration of the construction by adopting the best practicable option to manage congestion; b. maintaining pedestrian access to private property at all times; and c. providing on-going vehicle access to private property to the greatest extent possible. Advice Note 1: Condition 36 refers to objectives to be achieved. The requirement to provide mechanisms to achieve these objectives is included in the relevant CRL or Britomart Transport Centre designation conditions. Advice Note 2: This resource consent does not provide approval to close or occupy temporarily Tyler or Galway Streets. If such actions are required they will be sought and managed under the CRL designation and / or an application to vary the Britomart Transport Centre designation.
Review Process for CEMP and other Management Plans 37.
The Consent Holder shall review the CEMP and other management plans at least annually or 
as a result of a material change to the Project; or

to address unforeseen adverse effects arising from construction or unresolved complaints.
Such a review may be initiated by either the Council (Team Leader Central Monitoring) or the Consent Holder and shall take into consideration: a. Compliance with resource consent conditions, the CEMP, other management plans and material changes to these plans; b. Any changes to construction methods; c. Key changes to roles and responsibilities relating to the Project; d. Changes in industry best practice standards; e. Changes in legal or other requirements; f. Results of monitoring and reporting procedures associated with the management of adverse effects during construction;
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g. Any comments or recommendations received from Council (Team Leader Central Monitoring) or as a result of the CCP process regarding the CEMP and other management plans; and h. Any complaints and any response to complaints and remedial action taken to address the complaint as required under Conditions 39 to 42. 38.
A summary of the review process shall be kept by the Consent Holder, provided annually to the Council (Team Leader Central Monitoring), and made available to the Council (Team Leader Central Monitoring) upon request. Concerns and Complaints Management
39.
Upon receiving a concern or complaint during construction, the Consent Holder shall instigate a process to address concerns or complaints received about adverse effects. This shall: a. Identify of the nature of the concern or complaint, and the location, date and time of the alleged event(s); b. Acknowledge receipt of the concern or complaint within 24 hours of receipt; and c. Respond to the concern or complaint in accordance with the relevant management plan, which may include (for example) monitoring of the activity by a suitably qualified expert, and implementation of mitigation measures.
40.
A record of all concerns and / or complaints received shall be kept by the Consent Holder. This record shall include: a. The name and address of the person(s) who raised the concern or complaint (unless they elect not to provide this) and details of the concern or complaint; b. Where practicable and relevant, weather conditions at the time of the concern or complaint, including wind direction and cloud cover if the complaint relates to air quality; c. The relevant known construction activities being undertaken at the time and in the vicinity of the concern or complaint; d. Any other activities in the area unrelated to the Project that may have contributed to the concern or complaint such as non-related construction, fires, traffic accidents or unusually dusty conditions generally; and e. Remedial actions undertaken (if any) and the outcome of these, including monitoring of the activity.
41.
This record shall be maintained on site, be available for inspection upon request, and shall be provided every two months (or as otherwise agreed) to the Council (Team Leader Central Monitoring).
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42.
Where a complaint remains unresolved or a dispute arises, the Council (Team Leader Central Monitoring) will be provided with a copy of all records of the complaint and advice as to
how it has been dealt with and addressed; and
whether the Consent Holder considers that any other steps to resolve the complaint are required.
Upon receiving records of the complaint the Council (Team Leader Central Monitoring) may determine whether a review of the CEMP and/or management plans is required under Condition 37 to address the complaint. The Council (Team Leader Central Monitoring) will be asked to advise the Consent Holder of its recommendation within 10 working days of receiving the records of complaint.
Specific conditions – land use consent R/LUC/2014/5428 Contaminated Land and Resource Management (National Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health) Regulations 2011 43.
Works shall cease immediately in the vicinity of any contamination not previously identified and the Council (Team Leader Central Monitoring) shall be advised immediately.
Specific conditions – land use consent R/REG/2014/5430 Earthworks Consent Duration 44.
This resource consent shall expire 15 years after the consent commences unless it has been surrendered or been cancelled at an earlier date pursuant to the RMA. Erosion and Sediment Control Plan (“ESCP”)
45.
At least 20 working days prior to the commencement of construction, a finalised ESCP which provides for the management of all bulk earthworks to minimise any discharge of debris, soil, sediment or sediment-laden water beyond the site to either land and/ or stormwater drainage systems shall be prepared and submitted to the Council (Team Leader Central Monitoring) for certification.
46.
No construction activity shall commence until certification from Council is provided.
47.
The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the ESCP can be certified, in writing, within 10 working days of receipt of the ESCP.
48.
The ESCP shall include, but not be limited to, the following matters: a. identification of construction zones and construction support areas; b. specific erosion and sediment control works for each Active Construction Zone (location, dimensions, capacity supporting calculations and design drawings), which should be in line with Industry Best Practice that will meet or exceed the
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performance of measures detailed in Auckland Council Technical Publication No. 90, Erosion & Sediment Control: Guidelines for Land Disturbing Activities in the Auckland Region (TP90); c. catchment boundaries; d. the timing and duration of construction and operation of control works (in relation to the staging and sequencing of bulk earthworks); e. details relating to the management of exposed areas; f. reference to the Chemical Treatment Management Plan and confirmation of ESC measures necessary to give effect to that plan; g. reference to the Contaminated Soils Management Plan and confirmation of ESC measures necessary to give effect to that plan; and h. monitoring and maintenance requirements, including information on complaint investigation and response procedures, training, and roles and responsibilities. 49.
Any change to the ESCP shall be submitted to the Council (Team Leader Central Monitoring) for certification. No activity reliant upon a change to the ESCP can be undertaken until the change has been certified. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the proposed change can be certified, in writing, within 10 working days of submission of the change. Chemical Treatment Management Plan (“CTMP”)
50.
At least 20 working days prior to the commencement of construction, a CTMP which confirms the measures that will be taken to ensure that construction of the Project or Project Stage will be generally consistent with the Water Quality Assessment and the Industrial and Trade Activities Assessment prepared by Golder Associates (NZ) Limited, both dated December 2014 shall be submitted to Council (Team Leader Central Monitoring) for certification.
51.
The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the CTMP can be certified, in writing, within 10 working days of receipt of the CTMP.
52.
The CTMP shall include, but not be limited to, the following matters: a. Specific design details of the chemical treatment system based on a batch dosing methodology for the site’s settlement tanks, including the potential for use of nonchemical flocculants (e.g. chitin based flocculants such as Haloklear); b. Monitoring, maintenance (including post-storm) and contingency programme (including a record sheet); c. Details of optimum dosage (including assumptions); d. Results of initial chemical treatment trial; e. A spill contingency plan; and
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f. Details of the person or bodies that will hold responsibility for the long term operation and maintenance of the chemical treatment system and the organisational structure which will support this system. 53.
Any change to the CTMP shall be submitted to the Council (Team Leader Central Monitoring) for certification. No activity reliant upon a change to the CTMP can be undertaken until the change has been certified. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the proposed change can be certified, in writing, within 10 working days of submission of the change. As-built Certification
54.
Prior to construction (bulk earthworks) commencing, a certificate signed by a senior qualified person shall be submitted to the Council (Team Leader Central Monitoring) to certify that the erosion and sediment controls have been constructed in accordance with the certified ESCP(s) as required by Condition 45 of this consent.
55.
Certified controls shall include diversion bunds, silt fences, and sumps. The certification for these subsequent measures shall be supplied immediately upon completion of construction of those measures. Information supplied, if applicable, shall include: a. contributing catchment area; b. shape of structure (dimensions of structure); c. position of inlets/outlets; and d. stabilisation of the structure. General Performance Standards
56.
The Consent Holder shall ensure that there shall be no deposition of earth, mud, dirt or other debris on any road or footpath resulting from bulk earthworks on the subject site. In the event that such deposition does occur, it shall immediately be removed. In no instance shall roads or footpaths be washed down with water without appropriate erosion and sediment control measures in place to prevent contamination of the stormwater drainage system, watercourses or receiving waters.
57.
The operational effectiveness and efficiency of all erosion and sediment control measures specifically required as a condition of resource consent, including the certified ESCP referred to in Condition 45, shall be maintained throughout the duration of bulk earthworks, or until the Project site is permanently stabilised against erosion.
58.
The site shall be progressively stabilised against erosion at all stages of earthworks activity, and shall be sequenced to minimise the discharge of contaminants to groundwater or surface water.
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59.
The Consent Holder shall ensure that the erosion and sediment control measures shall be constructed and maintained in accordance with Auckland Council’s Technical Publication 90: Erosion and Sediment Control Guidelines for Soil Disturbing Activities in the Auckland Region, and any amendments to this document, except where a higher standard is detailed in the documents referred to in conditions above, in which case the higher standard shall apply.
60.
Sediment control measures shall be inspected on a weekly basis and after a significant storm event to ensure effective operation. In the event that a discharge of debris, soil, silt, sediment or sediment-laden water occurs, the activity which resulted in the discharge shall cease immediately and the discharge shall be mitigated and/or rectified to the satisfaction of the Council (Team Leader Central Monitoring).
61.
The Consent Holder shall ensure that all material removed from or delivered to the Project site shall be covered during transportation.
62.
Upon completion or abandonment of bulk earthworks on the Project site all areas of bare earth shall be permanently stabilised against erosion to the satisfaction of the Council (Team Leader Central Monitoring). Review Condition for land use consent R/REG/2014/5430
63.
Pursuant to section 128 of the RMA the conditions of this consent may be reviewed by the Council (Team Leader Central Monitoring) at the Consent Holder’s cost, by giving notice pursuant to section 129 of the Act, within six months after commencement of bulk earthworks and subsequently at intervals of not less than one year thereafter in order to achieve the following: a. To deal with any adverse effects on the environment which may arise or potentially arise from the exercise of this consent and which it is appropriate to deal with at a later stage; b. To alter erosion and sediment control requirements as a result of previous monitoring outcomes, and/or in response to changes to the environment and/or hydro-geological knowledge, and/or changes to industry best practice; c. If, at any time, it is found that the information made available to the Council in the application contained inaccuracies which materially influenced the decision and the effects of the exercise of the consent are such that it is necessary to apply more appropriate conditions; and d. If, at any time, CRL-related works being undertaken under a designation providing for aspects of the Project, or a separate resource consent, leads to an inconsistent approach to the management of effects.
Specific conditions – discharge permit R/REG/2014/5437 Discharge to Air Consent Duration City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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64.
This resource consent shall expire 15 years after the consent commences unless it has been surrendered or been cancelled at an earlier date pursuant to the RMA.
65.
The Consent Holder shall ensure that all processes on the Project worksite shall be implemented, operated, maintained, supervised, monitored and controlled so that any emissions authorised by this consent are maintained at the minimum practicable level.
66.
Unless provided for by Condition 67, there shall be no dust or odour beyond the boundary of the Project worksite caused as a result of on-site processes which, in the opinion of Council, is noxious, offensive or objectionable.
67.
All offensive or objectionable dust or odours beyond the boundary of the Project worksite caused as a result of construction and earthworks activities associated with the Project shall be mitigated as soon as practicable in accordance with the requirements of the certified Air Quality Management Plan as required by Condition 69.
68.
The Consent Holder shall ensure that beyond the boundary of the Project worksite, there shall be no hazardous air pollutant, caused as a result of construction and earthworks activities associated with the Project that causes, or is likely to cause, adverse effects on human health, environment or property. Air Quality Management Plan (“AQMP”)
69.
The Consent Holder shall review the draft Air Quality Management Plan – Britomart to Wyndham dated December 2014 (“draft AQMP”), prepared by Golder Associates (NZ) Limited and submit to Council (Team Leader Central Monitoring) a final AQMP(s) which is (are) generally consistent with the draft AQMP provided in support of the application material.
70.
The final AQMP(s) shall be prepared by a senior qualified person, provided to the Council (Team Leader Central Monitoring) for certification at least 20 working days prior to the commencement of construction and shall include: a. a clear identification of the type and location of the controls proposed; b. a detailed framework for the management, mitigation and monitoring of construction and earthworks activities associated with the Project; c. a focus principally on the sources of dust discharges, and d. an assessment of the risk of discharges from each Active Construction Zone and the associated Construction Support Areas.
71.
The final AQMP(s) shall also provide detailed methods including, but not limited to, the following matters: a. methods to ensure the exposed surfaces remain dampened to minimise dust emissions (possible examples include a suspended water spray system or other suitable system, water carts and other suppression methods);
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b. a 20 km/hr vehicle speed limit within the Active Construction Zones and Construction Support Areas; c. installation of wheel washes; 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; e. measures for dampening any temporary stock piles (which are to be limited to no more than 24 mÂł of spoil at any one time in each Active Construction Zone); f. measures for the handling of cement associated with forming of cement stabilised columns, including filter systems and high level alarms where a silo is used; g. covering of loads of material being delivered and removed from the site; h. instrumental monitoring of dust concentrations (identification of a monitoring methodology, monitoring network and appropriate alert thresholds) to ensure that any significant dust effects arising from the Active Construction Zones or Construction Support Areas are identified and remedied as soon as practicable throughout the Project; i.
the locations of instrumental dust monitoring sites, including one re-locatable monitor to be associated with Active Construction Zones A to D and fixed monitors associated with Active Construction Zone E;
j.
measures for responding to continuous instrumental dust monitoring trigger alarms, including contingency measures to reduce measured concentrations below the trigger thresholds and provisions for responding after standard operating hours;
k. measures for undertaking meteorological observations and visual inspections of dust or other air discharges from the Project, to be completed at least on a daily basis, with all relevant information logged; and l.
information regarding complaint logging, investigation and response procedures, training and roles and responsibilities.
72.
The Consent Holder shall request the Council’s (Team Leader Central Monitoring) provides its determination as to whether the AQMP(s) can be certified, in writing, within 10 working days of receipt of the AQMP(s).
73.
Any change to the AQMP(s) shall be submitted to the Council (Team Leader Central Monitoring) for certification. No activity reliant upon a change to the AQMP can be undertaken until the change has been certified. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the change can be certified, in writing, within 10 working days of submission of the change.
74.
All works shall be undertaken in accordance with the certified AQMP(s).
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Monitoring Requirements 75.
Prior to construction commencing, and for the duration of excavation and construction associated with the Project which have the potential for significant dust emissions, the Consent Holder shall install, operate and maintain mobile instrumental continuous dust monitors for the purposes of monitoring Total Suspended Particulates (TSP) and/or fine particulate matter (PM10). The monitors shall be operated at locations and according to methods detailed in the certified AQMP(s) required by Condition 69.
76.
The instrumental dust monitoring equipment shall be fitted with an alarm system that, when dust concentrations exceed alert levels specified by the certified AQMP(s), send a warning to the responsible person identified by the AQMP(s). The Consent Holder shall ensure that the responsible person, or other nominated person, is available at all times to take immediate action to reduce dust emissions from the site.
Specific conditions – discharge permit R/REG/2014/5435 Contaminated Land Consent Duration 77.
This resource consent shall expire 15 years after the consent commences unless it has been surrendered or been cancelled at an earlier date pursuant to the RMA. Contaminated Soils Management Plan (“CSMP”)
78.
At least 20 working days prior to the commencement of construction, a final CSMP shall be submitted to the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input and Team Leader Central Monitoring) for certification. The CSMP shall be prepared by a suitably qualified and experienced Contaminated Land Professional in accordance with Schedule 13 (A4) of the Auckland Council Regional Plan: Air, Land and Water (ACRP:ALW). The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the CSMP can be certified, in writing, within 10 working days of receipt of the CSMP.
79.
No construction shall commence until certification is provided from the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input and Team Leader Central Monitoring) that the CSMP meets the requirements of Schedule 13 (A4) of the ACRP:ALW.
80.
All measures identified in that CSMP must be established prior to the commencement of bulk earthworks.
81.
The CSMP shall address the following matters: a. Identification of mitigation measures to ensure that discharges from the construction support areas to land or water are minimised, and to ensure that
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potential effects on the health of workers on the site and nearby sites can be appropriately managed b. The areas within the project site designated for the excavation works, including depths and extent of the proposed works, and an updated map showing the land disturbance activity areas; c. Excavation, management, and disposal procedures for soil, sediment, dust, surface run-off water, perched groundwater, and groundwater, if encountered; d. Temporary containment, treatment, and testing procedures for any water getting in contact with the contaminated material if disposal option to the stormwater system or marine environment is considered; e. Contingency measures for unexpected discovery of contamination; f. Proposed gas monitoring in the Lower Queen Street area, and any other proposed sampling and analysis, if applicable; and g. Proposed Works Summary Reporting. Advice Note: The Council acknowledges that the CSMP is intended to provide flexibility of the management of the works and contaminant discharge. Accordingly, the plan may need to be further updated. Any updates must be limited to the scope of this consent and be consistent with the conditions of this consent. If you would like to confirm that any proposed updates are within scope, please contact the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input) on (09) 301 0101.
82.
All disturbance of contaminated and potentially contaminated soil as part of the bulk earthworks activity shall be carried out in accordance with the certified CSMP required by Condition 78 and any changes to the plan shall be submitted to the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input and Team Leader Central Monitoring) for certification prior to the change being implemented. No activity reliant upon a change to the CSMP can be undertaken until the change has been certified. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the proposed change can be certified, in writing, within 10 working days of submission of the change. Notification of Works
83.
The Consent Holder shall notify the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input and Team Leader Central Monitoring) at least two working days prior to the commencement of bulk earthworks on the subject site. Advice Note: Condition 83 requires the consent holder to notify the Council of their intention to begin works in contaminated areas a minimum of two working days prior to commencement of construction. Please contact the Team Leader, Earthworks and Contaminated Land, Natural Resources and Specialist Input at david.hampson@aucklandcouncil.govt.nz to advise of the start of works. The following details should also be provided:  Name and telephone number of the project manager and the site owner;
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Site address to which the consents relate; Activity to which the consents relate; and Expected duration of the works.
84.
All disturbance of contaminated soil shall be supervised by a suitably qualified and experienced Contaminated Land Professional who shall ensure that soil management and disposal procedures, contingency measures outlined in the certified CSMP required by Condition 78, and all relevant consent conditions are adhered to. Regular inspections of the works area shall be carried out by the Contaminated Land Professional. These inspections shall be documented and the relevant records shall be retained and provided to Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input) as part of the Works Summary Report required by Condition 93.
85.
All land disturbance works shall be managed to avoid the potential for crosscontamination of materials to occur. In particular, movement of contaminated soil around the site and/or deposition of contaminated soil on other parts of the site shall be avoided. Soils that are identified for off-site disposal must be loaded directly for removal where possible, and all material shall be covered during transportation offsite.
86.
To minimise the spread of contaminated material, any temporary stockpiles of excavated contaminated material shall be located within the catchment of erosion and sediment controls for the site. All stockpiles shall be covered with either polythene or an equivalent impermeable material when the site is not being worked and during periods of heavy rain.
87.
Excess soil or waste materials removed from the Project worksite shall be deposited at a disposal site that holds a resource consent to accept the relevant level and type of contamination.
88.
Where it can be demonstrated that the soil has been fully characterised and meets the definition of ‘cleanfill’ in accordance with the Ministry for the Environment’s publication ‘A Guide to the Management of Cleanfills’ (2002), the removal of such material to a consented disposal facility is not required. In such circumstances, a record of the location, depth, and volume of the material removed as ‘cleanfill’ shall be kept for the purpose of being included in the Works Summary Report required by Condition 93.
89.
Any perched groundwater or surface run-off water encountered within the excavation area requiring removal shall be considered as potentially contaminated, and shall either: a. be disposed of by a licensed liquid waste contractor; or b. pumped to sewer, providing relevant permits are obtained; or c. discharged to the stormwater system, provided testing demonstrates compliance with 50 times the Australian and New Zealand Environment Conservation Council
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(ANZECC) Guidelines for Fresh and Marine Water Quality (2000) for the protection of 95 percent of marine water species. 90.
Where contaminants are identified that have not been anticipated by the application, works in the area containing the unexpected contamination shall cease until the contingency measures outlined in the certified CSMP required by Condition 78 have been implemented, and have been notified to the Council (Team Leader, Earthworks and Contaminated Land, Natural Resources and Specialist Input). Any unexpected contamination encountered during the works and contingency measures implemented shall be documented in the Works Summary Report required by Condition 93. Advice Note: In accordance with Condition 90 any unexpected contamination may include separate phase hydrocarbons, contaminated soil, perched water or groundwater. The consent holder is advised that where unexpected contamination is significantly different in extent and concentration from that anticipated, handling the contamination may be outside the scope of this consent. Advice should be sought from the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input) prior to carrying out any further work in the area of the unexpected contamination to ensure this is within the scope of this consent.
91.
All imported fill shall: a. comply with the definition of 'cleanfill' in the Ministry for the Environment publication 'A Guide to the Management of Cleanfills’ (2002); b. be solid material of an inert nature; and c. not contain hazardous substances or contaminants above recorded natural background levels of the receiving site. Advice Note: Background contamination levels for the site receiving cleanfill can be found in the Technical Publication No. 153, Background concentrations of inorganic elements in soils from the Auckland Region, Auckland Regional Council (2001).
92.
All sampling and testing of contamination on the site shall be overseen by the Contaminated Land Professional and shall be undertaken in accordance with Contaminated Land Management Guidelines, No.5 – Site Investigation and Analysis of Soils, Ministry for the Environment (revised 2011). Advice Note: All testing and analysis should be undertaken in a laboratory with suitable experience and ability to carry out the analysis. For more details on how to confirm the suitability of the laboratory please refer to Part 4: Laboratory Analysis, of Contaminated Land Management Guidelines No.5.
93.
Within three months of the completion of bulk earthworks on the site, a Works Summary Report shall be provided to the Council (Team Leader Earthworks and Contaminated Land, Natural Resources and Specialist Input and Team Leader Central Monitoring). The Works Summary Report shall be prepared by a suitably qualified and experienced Contaminated Land Professional in accordance with Schedule 13 (A5) of the Auckland Council Regional Plan: Air, Land and Water and Contaminated Land Management Guidelines, No.1 - Reporting on Contaminated Sites in New Zealand, Ministry for the Environment (revised 2011).
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94.
The Works Summary Report shall address the following matters: a. a summary of the works undertaken, including a statement confirming whether the excavation of the site has been completed in accordance with the certified CSMP required by Condition 78; b. the location and dimensions of the excavations carried out, including a site plan; c. a summary of soil, perched water and groundwater testing undertaken (if applicable) including tabulated analytical results, and interpretation of the results in the context of the Contaminated Land Rules of the Auckland Council Regional Plan: Air, Land and Water and the Proposed Auckland Unitary Plan; d. copies of the disposal dockets for the contaminated soil and ‘cleanfill’ material removed from the site; e. records of any unexpected contamination encountered during the works and contingency measures undertaken (if applicable); f. details regarding any complaints and/or breaches of the procedures set out in the certified CSMP required by Condition 78 and the conditions of this consent; g. results of testing, if required, of any spoil disposed offsite; and h. results of testing of any imported fill material to ensure compliance with the definition of 'cleanfill', as per 'A Guide to the Management of Cleanfills’, Ministry for the Environment (2002).
Specific conditions – discharge permit R/REG/2014/5436 Washwater and Wastewater Discharges Consent Duration 95.
This consent shall expire 15 years after the consent commences unless it has been surrendered or been cancelled at an earlier date pursuant to the Resource Management Act 1991. Site Management
96.
At least 20 working days prior to the commencement of construction, a final Industrial and Trade Activities Environmental Management Plan (“EMP”) shall be submitted to the Council (Team Leader Central Monitoring) for certification. The Consent Holder shall request the Council’s (Team Leader Central Monitoring) determination as to whether the EMP can be certified, in writing, within 10 working days following receipt of the EMP. The EMP shall be prepared by a senior qualified person and shall include, but not be limited to, the following: a. identification of the specific activities conducted on the site; b. the identification of potential contaminants associated with these activities;
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c. methods used to prevent identified contaminants contacting stormwater runoff as far as practicable and methods to manage environmental risks from site activities; d. an Emergency Spill Response Plan (which includes the provision that all spills over 20 litres, or any spill of Environmentally Hazardous Substances that has entered the stormwater system, a water-body or has contacted unsealed ground, shall be reported immediately to the Auckland Council’s 24 Hour Pollution Hotline (09-377-3107)); e. an up-to-date and accurate site drainage plan showing the location of all site catchpits and the final discharge point(s) of the site stormwater system; f. an appropriate auditing programme to ensure site performance with all components of the sites EMP; g. methods for providing and recording staff training; and h. a monitoring programme as outlined in Condition 101. 97.
The Consent Holder shall ensure that the site is operated and managed in accordance with the certified EMP to ensure the risks from the site are managed appropriately.
98.
The Consent Holder shall ensure that a copy of the certified EMP is kept on site and accessible at all times. Structural Controls
99.
The Consent Holder shall ensure that the following structural controls are constructed for the following catchment areas and design requirements and they are completed prior to discharges commencing from the site. Works
Device catchment area
Design requirements
Settlement Tanks (2x 12,000l tanks), located in CSAs 2 and 4
All ACZs
Discharge levels as per monitoring Condition 101
Bunding of Environmentally Hazardous Substances
As required
110% of largest container
100. In the event that any minor modifications to the structural controls system are required, the following information shall be provided to Council: a. Plans and drawings outlining the details of the modifications; and b. Supporting information that details how the proposal does not affect the capacity or performance of stormwater management system. All information shall be submitted to, and the proposed modifications certified by the Council (Team Leader Central Monitoring), prior to implementation. Discharge Monitoring
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101. Within 30 days of the installation of the water treatment system, and prior to operation, a discharge monitoring programme, to assess the ongoing adequacy of all management practices, shall be developed and submitted to the Council (Team Leader Central Monitoring) for certification. The monitoring programme shall include, but not be limited to: a. sampling location for final discharge from the site(s); b. sampling locations on site (i.e. swale inlets, outlets etc); c. methods and procedures for discharge sampling on a quarterly basis; d. monitoring parameters for analysis, which shall include: Daily Turbidity (NTU) pH Weekly Total Suspended Solids Copper (total) Zinc (total) Lead (total) Total Petroleum Hydrocarbons
mg/L mg/L mg/L mg/L mg/L
e. identified trigger levels for each of the above parameters. These trigger levels shall be developed with reference to the ANZECC Guidelines for water quality where applicable; and f. the methods and procedures for investigating and reporting stormwater discharge monitoring results to the Council (Team Leader Central Monitoring). 102. The discharge monitoring programme shall be implemented upon completion of works set out in Condition 99. Reporting 103. Within five working days of receipt of sample results showing contaminants exceeding the agreed trigger levels (Condition 101(e)): a. an investigation shall be undertaken to determine why exceedances were detected and to identify any additional source controls or treatment required; and b. the results of the investigation shall be reported to the Council (Team Leader Central Monitoring). 104. Within eight weeks following the start of the monitoring required by Conditions 101 and 102, a monitoring report shall be submitted to the Council (Team Leader Central Monitoring). The monitoring report shall include, but not be limited to, the following: a. a summary of the monitoring results to date;
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b. an interpretation of those results and suggestions for improvement to the site operations; c. a programme for ongoing monitoring including the reporting of results; and d. a programme for the ongoing maintenance of the discharge water management and treatment system.
Specific conditions – water permit R/REG/2014/5432 Take and Diversion of Groundwater DEFINITIONS: Commencement of Dewatering:
Means commencement of bulk excavation and/or commencing taking any groundwater from the tunnel excavation and/or any dewatering prior to excavation.
Completion of Excavation:
When all bulk excavation has been completed
Completion of Dewatering:
Means when the tunnel has been constructed, all backfilling has been completed and effectively no further groundwater is being taken for the construction of the tunnel.
Completion of Construction
Means when the Certificate of Completion is issued by AC.
Significant damage
When damage is considered to affect serviceability or structural integrity.
Damage
Includes aesthetic, serviceability and significant damage.
Alert Level
Monitoring reaches a level close to, or equal to the design value, which is below the level where damage could occur unless movement continues unchecked, and requires review to assess the future trend.
Alarm Level
Monitoring reaches the value, and/or level close to which damage could occur, and requires immediate action including the cessation of ground dewatering and other construction activities that may have an effect on ground deformation
Manager:
Means the Team Leader Water Allocation, NRSI, AC, or nominated AC staff acting on the Team Leader’s behalf.
RL:
Means Reduced Level.
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Services:
Includes for example fibre optic cables, sanitary drainage, stormwater pipes, gas and water mains, power and telephone, road infrastructure assets such as footpaths, kerbs, catch-pits, pavements and street furniture, settlement monitoring stations and groundwater monitoring bores.
Consent Duration 105. This consent shall expire 35 years after the consent commences unless it has been surrendered or been cancelled at an earlier date pursuant to the Resource Management Act 1991. Performance Standards 106. The Consent Holder shall ensure that all excavations, dewatering systems, retaining structures and associated works (including backfilling) for the tunnel construction and associated works shall be designed, constructed and maintained so as to avoid any damage that affects serviceability of structures and services. 107. Within the settlement contours on drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 attached to these conditions in Appendix 2, the Consent Holder must ensure that the damage to buildings from the Project does not exceed the “slight damage” category extent detailed in the table below. 108. Beyond the settlement contours on drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 attached to these conditions in Appendix 2, the Consent Holder must ensure that the damage to buildings from the Project does not exceed the “negligible damage” extent detailed in the table below.
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109. The Consent Holder shall not exceed the maximum extent and magnitude of total settlement as defined by the settlement contours presented on drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 attached to these conditions in Appendix 2. 110. The Consent Holder shall construct the CRL trench no deeper than 1.2m below the base of tunnel design invert levels shown on Plan: CRL-PAT-RME-000-DRG0001-1.0 dated 17 October 2014. The maximum excavation depth for the CRL trench is RL-8.5m. 111. The Consent Holder shall design, construct and continuously maintain the temporary perimeter cut-off walls to achieve no more than 0.3m3/ day ingress (through the wall) of groundwater per 10m of wall for both the Chief Post Office Excavation Ch50m to Ch95m (“CPO�) and the CRL Trench Excavation Ch95m to Ch300m. 112. There shall be no visible seepage of water through the walls of the excavations at the CPO and Lower Queen Street area throughout construction. Any visible leakage shall be caulked, or otherwise sealed, as soon as is practicable. 113. The Consent Holder shall ensure that the cut-off walls within the CPO shall be installed a minimum of 2m into unweathered East Coast Bays Formation. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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114. The cut off walls within the CRL trench excavation between Ch95 and Ch300 shall be installed to the top of the unweathered East Coast Bays formation bedrock. 115. After completion of construction, groundwater levels adjacent to the tunnel alignment shall not reduce below pre-existing seasonal low levels or rise above seasonal high levels measured during pre-construction monitoring in accordance with Condition 130. 116. The Consent Holder shall ensure that there is no long term ground settlement caused by post construction dewatering or long term mounding by the tunnel alignment damming. Groundwater and Settlement Monitoring and Contingency Plan (“GSMCP”) 117. At least 20 working days prior to the commencement of dewatering, the Consent Holder shall prepare and submit a GSMCP to Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) for certification. 118. The Consent Holder shall request: a. Certification by Council be undertaken by an independent peer reviewer; and b. Council’s (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) determination as to whether the GSMCP can be certified, in writing, within 10 working days following receipt of the GSMCP. 119. No dewatering on the subject site shall commence until certification from Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) is provided. 120. Prior to the Consent Holder submitting the GSMCP under Condition 117, the Consent Holder shall request that Council engage, at the cost of the Consent Holder, a suitably qualified independent specialist, agreed to by the Consent Holder, to fill the role of Independent Building Assessor (“IBA”). 121. The Consent Holder shall ensure that the IBA, required by Condition 120, provides a written report to Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) prior to commencement of construction and at no less than monthly intervals following commencement of construction and at key construction stages. The report may include recommendations to Council on building serviceability and damage matters, and how these matters may be addressed, having regard to the following: a. displacement and damage predictions of the affected buildings; b. monitoring methodology and the results of that monitoring; c. alert and alarm limits; and d. any monitoring reports prepared in accordance with Conditions 135, 136, 157, 158 and 159.
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122. The GSMCP, required by Condition 117, shall include the requirements of this resource consent including, but not limited to, the following: a. an “as built� survey plan of all monitoring locations based on approximate positions located on the plans entitled CRL-PAT-RME000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 (Appendix 2) and any further building-specific monitoring requirements determined from the detailed pre-construction building condition assessment; b. full details of groundwater (including construction logs), ground surface, building, retaining wall, inclinometer monitoring programme and conditions surveys required by this consent; c. a bar chart, such as a Gantt chart, showing the timing and frequency of the condition surveys and monitoring required by this consent relative to the commencement of dewatering and the completion of dewatering; d. groundwater alert and alarm triggers, including methodology for their determination. The Consent Holder shall use existing groundwater level data and the groundwater levels measured as required by Condition 129, to establish seasonal low groundwater levels; e. details of all alert and alarm triggers for each ground, building and retaining wall deformation marks and inclinometers as determined by conditions of consent or as revised by further detailed design; f. details of the contingency measures to be implemented if alert or alarm triggers are exceeded including a Response Plan (required by Condition 158). In particular, in relation to groundwater alarm triggers, contingency measures must include actions to prevent further groundwater drawdowns or rise; g. identification of any adjacent services susceptible to damage and details of any pre and post construction monitoring or inspection; h. details of the monitoring proposed to be undertaken to protect 35 Albert Street (Consent No. 43669) and Downtown Precinct Development (Consent No. 43792) consent holders against cumulative settlement effects; i.
identification of existing basements which could be subject to potential flooding from post-construction groundwater mounding. Details of monitoring of long-term groundwater mounding effects. Details of groundwater drain maintenance to prevent groundwater mounding; and
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j.
review following the construction building condition surveys (required by Condition 133) the proposed alarm and alert trigger levels in Appendix 4 to confirm they are appropriately set to ensure the “slight� damage category will not be breached and whether monitoring frequency is adequate.
123. The GSMCP may be varied, including frequency of monitoring, subject to the certification of the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit). 124. Once certified, the GSMCP shall be implemented for the periods specified in conditions of this consent. Upper Albert Street Building Assessment Conditions 125. Additional site investigations shall be carried out at the detailed design stage to confirm the preliminary design assumptions for soil stiffness affecting the upper Albert Street zone. The additional site investigations will consist of a minimum of two additional Cone Penetrometer Tests on the eastern side of the upper Albert Street zone. The predicted total settlement contours shown on drawings CRL-PAT-RME-000DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 shall be modified to take the site specific data into account. 126. Detailed building condition surveys shall be carried out, predesign and preconstruction, to determine the existing damage category of each building in the upper Albert Street zone and their sensitivity to any further settlement. 127. Should the pre-construction building condition survey and assessment highlight greater sensitivity of buildings to settlement than envisaged by the application, additional design measures ( that may include modifications to the design of the retention system or further geotechnical investigation) shall be undertaken. 128. The Consent Holder shall prepare a report which shall include the outcomes from the assessment required to be undertaken by Conditions 125, 126 and 127 and any design modifications made. The Consent Holder shall submit the report to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) for certification. Certification must be obtained prior to commencement of dewatering within a minimum 30m chainage distance from any particular building. Monitoring - Groundwater 129. The Consent Holder shall install, maintain and replace if necessary, groundwater monitoring boreholes listed in Appendix 3 of this consent and shown on drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 of this consent, for the period required by the conditions of this consent. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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130. The Consent Holder shall measure and record groundwater levels at the monitoring boreholes specified in drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 (Appendix 2): a. at a minimum of weekly intervals for a period of at least 3 months before commencing dewatering (to establish baseline groundwater variability), and then b. at least three times weekly for all monitoring boreholes during dewatering until either the completion of dewatering, or until such time following the completion of dewatering that stable measurements are demonstrated and certification is provided by the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit). All water level data shall be recorded to an accuracy of at least ± 10mm (to be calibrated by the instrument supplier). These records, reported in reduced level, shall be compiled and submitted to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) at monthly intervals. 131. The provisional groundwater alert trigger level criteria are listed in Schedule B and Schedule B.1 below for the monitoring boreholes. The GSMCP, when lodged for certification by Council as required by Condition 117, may amend the provisional groundwater alert and alarm trigger levels below:
1
Schedule B: Provisional Alert Trigger Level Criteria – Non Britomart Alert Trigger Low Level (from chainage 300 to 0.5 metres below seasonal low in fill and Tauranga 610) Alluvium Alert Trigger High Level Seasonal high level in fill, Tauranga marine sediments and Tauranga Alluvium Alert Trigger Low Level – ECBF 90% of predicted drawdown response in ECBF (EU & ER) Note 1: Schedule B applies to the area from chainage 300 to 610, being the area other than that defined as “Britomart” in Schedule B.1.
2
Schedule B.1: Provisional Alert and Alarm Trigger Level Criteria – Britomart Alert Trigger Low Level 0.8 metre below seasonal low in fill, Tauranga marine sediments and Tauranga Alluvium Alert Trigger Low Level – ECBF 90% of predicted drawdown response in ECBF (EU & ER) Alarm Trigger Low Level 1.0 metre below seasonal low in fill, Tauranga marine sediments and Tauranga Alluvium Alarm Trigger High Level Seasonal high level in fill, Tauranga marine sediments and Tauranga Alluvium Note 2: Schedule B.1 applies to the Britomart area only, being that area from chainage 50 to 300.
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132. Where groundwater alert and alarm trigger levels are exceeded, as identified from monitoring data obtained pursuant to Condition 130, the actions set out in the certified GSMCP shall be undertaken and the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) shall be notified within 2 working days and advised of the trigger exceedance, the risk of settlement causing damage to buildings, and details of the actions taken. Building Inspection 133. Prior to the commencement of perimeter piling adjacent to the relevant structure and/or commencement of dewatering (whichever is the sooner), the Consent Holder shall employ an independent senior qualified person to undertake a detailed pre-construction condition survey, of all buildings specified in Appendix 1 to confirm their existing condition, subject to the approval of the property owner. The survey shall include, but not be limited to, the following: a. any information about the type of foundations; b. existing levels of damage considered to be of an aesthetic or superficial nature; c. existing levels of damage considered to affect the serviceability of the building where visually apparent and without recourse to intrusive or destructive investigation; d. a professional opinion as to whether observed damage may or may not be associated with actual structural damage; e. susceptibility of the building or structure to further movement; f. specific assessment of building damage from the predicted total settlement contours showing on drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 and with reference to the trigger levels identified in Appendix 4; g. review of proposed alarm and alert trigger levels to confirm they are appropriately set and movement less than trigger levels set will not exacerbate damage, and whether the monitoring frequency and locations of monitoring points are adequate; and h. photographic evidence of (b) and (c). 134. Where the Consent Holder is required to access property (including buildings or structures) owned by a third party to undertake monitoring, surveys or inspections and that access is declined or subject to what the Consent Holder considers to be unreasonable terms, the Consent Holder shall notify the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) of that circumstance, and provide an alternative monitoring plan which includes the matters stated in Condition 122.
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135. Any condition survey undertaken in accordance with Condition 133, or any other condition surveys undertaken by the Consent Holder, shall be undertaken as follows: a. The Consent Holder shall employ an independent senior qualified person to undertake the condition surveys and that person shall be identified in the CEMP (required by Condition 33); b. The Consent Holder shall contact owners of those buildings and structures where a condition survey is to be undertaken to confirm the timing and methodology for undertaking a pre-construction condition survey; c. The Consent Holder shall record all contact, correspondence and communication with owners and this shall be available on request for the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit); d. The Consent Holder shall provide the building condition survey or structure condition survey report to the relevant property owner and the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) within 15 working days of the survey being undertaken; e. The Consent Holder shall undertake a visual inspection during construction if requested by the building or structure owner where a pre-construction condition survey has been undertaken. Where a condition survey has been undertaken by the building or structure owner, the Consent Holder shall continue to undertake monthly visual inspections until the Completion of Dewatering of the project; and f. The Consent Holder shall develop a system of monitoring the condition of existing buildings or structures which is commensurate with the type of the existing building or structure and the proximity of the project works in order to assess whether or not construction activities are compromising the structural integrity of the building or structure. 136. The Consent Holder shall carry out a visual inspection of the surrounding ground and external building facades of the listed buildings in Appendix 1 adjacent to the tunnel trench to monitor any deterioration or movement of any pre-existing cracks. Unless otherwise agreed to by Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit), after consultation with the relevant building owner, this is to be carried out at least twice per week from the commencement of dewatering until completion of excavation and then at least weekly until completion of dewatering. A record is to be kept of the time, date and any observations for each inspection. This record is to be maintained and submitted to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) in accordance with Condition 159.
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137. The Consent Holder shall ensure that no earlier than 6 months after completion of dewatering and within 6 months of completion of construction, a postconstruction condition survey covering the matters identified in Condition 133 be completed of any building that had a pre-construction survey as identified in Appendix 1. The condition survey report shall include a determination of the cause of damage identified (if any) since the pre-construction condition survey or previous survey and steps to repair it as provided for in Condition 157. The requirements of this condition need not be fulfilled for any particular building where the Consent Holder can provide written evidence to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) that the current owner of that building has agreed they do not require such a condition survey. 138. The Consent Holder shall, without delay, at the reasonable request of the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) undertake an additional condition survey on any building within the area defined by the groundwater monitoring, deformation monitoring and modelling undertaken pursuant to the conditions of this consent potentially affected by the excavation for the purpose of checking for damage and for following up on a report of damage to that building. The requirement for any such condition survey will cease 6 months after the completion of construction unless the requirements of Condition 137 have not been met and subject to a consistent pattern of deformation records having been obtained in this period in which no evidence of adverse effects is apparent. 139. During construction the Consent Holder shall implement procedures that will appropriately respond to the information received from the monitoring system, including assessment at each excavation stage of the actual retention and building response against the predictions determined from the detailed design. For the Albert Street excavations and in particular the upper Albert Street zone, should the actual response exceed those predicted for the first stages of excavation, contingency measures pre-determined from the detailed design and detailed in the Response Plan required by Condition 158 shall be implemented to increase the effective stiffness of the retention system and reduce wall deflections during subsequent excavation stages. 140. The Consent Holder shall include potential cumulative settlement effects from the basement excavation of the development at 35 Albert Street, Auckland Central, as authorised by Consent 42859 and from the Albert Street Stormwater Main Realignment Consent as authorised by Consent 43669, detailed in the respective consent conditions, for the assessment of ground and building settlement trigger levels on and adjacent to 12 to 26 Swanson Street and 41 Albert Street, Auckland Central until the completion of ground and building settlement monitoring at 35 Albert Street, Auckland Central. City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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141. The Consent Holder shall include potential cumulative settlement effects from the basement excavation of the re-development of the Downtown Shopping Centre site, Auckland Central, as authorised by Consent 43792, and detailed in the respective consent conditions, for the assessment of ground and building settlement trigger levels on the Zurich Building (21 Queen Street), the HSBC building (1 Queen Street) and the Old Customs House building (12-32 Customs Street West) until the completion of ground and building settlement monitoring required by Resource Consent 43792. Ground Surface and Building Monitoring 142. The Consent Holder shall establish and maintain a settlement monitoring network of ground settlement monitoring marks and building movement monitoring marks to detect any deformation (vertical and/or horizontal movement) for the period required by the conditions of this consent, as follows: a. The minimum scope of settlement monitoring is shown on Drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 (Appendix 2); b. Subject to the owners’ approval, at least two sets of building movement monitoring marks shall be located on each building listed in Appendix 1; and c. The final location and number of building movement monitoring marks shall take into account the building type and size, accessibility to survey the marks and risk of damage from ground settlement and the effects of differential settlement from the predicted settlement contours on drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015. 143. The Consent Holder shall survey and record each ground settlement and building movement monitoring mark at least three times prior to the commencement of dewatering to establish a baseline elevation. 144. All settlement and building monitoring mark surveys shall be to a horizontal and vertical accuracy of at least ¹ 2mm or as otherwise achieved by precise levelling. These records shall be compiled and submitted to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) prior to the commencement of dewatering. 145. The Consent Holder shall survey and record the readings at each ground settlement and building monitoring mark on a monthly basis, until either the completion of dewatering, or until such time following the completion of excavation/ dewatering that stable measurements are demonstrated and certification is provided by the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit). City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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146. The Consent Holder shall survey and record the readings at each ground settlement and building monitoring mark within 50m of trench excavations during excavations/dewatering on a daily basis, until either the completion of dewatering, or until such time following the completion of excavation that stable measurements are demonstrated and certification is provided by the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit). Retaining Wall Monitoring 147. The Consent Holder shall ensure that retaining wall deformation pins are installed along the top of the boundary walls of the tunnel excavation at a distance of approximately 6.0 metre intervals to monitor both vertical and lateral wall movement. 148. Baseline monitoring before commencement of dewatering shall be undertaken three times to a horizontal and vertical accuracy of +/-2mm achieved by precise levelling and the results of monitoring shall be submitted to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit), prior to the commencement of dewatering. 149. Alert and Alarm trigger levels for retaining pin monitoring as required in Condition 147 shall be confirmed and/or revised following the completion of the preconstruction building surveys and assessments required in Conditions 125, 126, 127 and 128. The final trigger levels shall take into account the building type and potential risk of damage from ground settlement quantified from these surveys and assessments. 150. From the commencement of excavation to one month after completion of excavation the Consent Holder shall measure the monitoring marks at an average of each 2 metres depth of excavation, at a maximum frequency of weekly intervals. 151. From one month after completion of excavation to the completion of dewatering, monitoring shall be at fortnightly intervals. Monitoring carried out shall be reported and submitted to Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) in accordance with Condition 161. 152. Inclinometers shall be installed along the excavation within the zones shown on the drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 either within a retaining pile or immediately behind one and extending to the base of the retaining pile. The specific locations will be confirmed following detailed design and will be confirmed in the final GSMCP. Measurement accuracy shall be to best practice.
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153. The Consent Holder shall survey, record and report the readings of the inclinometer as per Schedule C below: Schedule C: Inclinometer Surveys Baseline: Pre Construction
Commencement of excavation to one month after Completion of Excavation unless otherwise agreed under Condition 123 Inclinometer
Frequency:
Reporting:
Best practice
Submitted to the Council (Team Leader Water Allocation, NRSI) prior to the Commencement of Dewatering
Daily intervals unless a different frequency has been agreed to in writing by Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) As per Condition 161
154. The Inclinometer Deformation Alert Levels of deflection and the Inclinometer Deformation Alarm levels of deflection are as follows: a. Adjacent to existing buildings – as specified in the GSMCP; and b. Precinct Properties Ltd building – Downtown Shopping Centre redevelopment - alarm levels are subject to cumulative effects and require consultation in accordance with Condition 141. Services 155. The Consent Holder shall identify potentially affected services and, prior to the commencement of dewatering, undertake a condition survey of all such services in consultation with the relevant service providers. The monitoring of any settlement effects on those potentially affected services shall be in accordance with Conditions 142, 145 and 146. In the event that the services trigger levels listed in Appendix 4 are breached, remedial actions must be in accordance with Conditions 157 and 158. 156. A condition survey of potentially affected services shall be completed by the Consent Holder no earlier than 6 months after completion of dewatering and no later than completion of construction, to confirm in writing to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) and the asset owner the results of the survey. The survey shall include a determination of the cause of any damage identified (if any) since the condition survey provided for in Condition 155. The post- condition survey need not be completed where the Consent Holder has written evidence that a post-condition survey was not required by the service provider.
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Contingency 157. If any damage to buildings, structures or services is caused wholly or in part by the exercising of this consent, the consent holder shall: a. notify the Council (Team Leader Water Allocation Natural Resources and Specialist Input Unit) and the asset owner as soon as practical; b. engage a senior qualified person to prepare a report as soon as practical describing the damage and identifying methods to avoid and mitigate the potential for further damage and to remedy any damage caused wholly or in part by the exercising of this consent and provide a copy of the report to the Council (Team Leader Water Allocation Natural Resources and Specialist Input Unit) and the asset owner; and c. thereafter promptly undertake (at the entire cost of the Consent Holder) all necessary repairs to fully restore and remedy the damage caused by the exercise of this consent. “Entire cost” includes all design and consenting costs as well as all construction costs. This obligation as a condition of the resource consent shall enure until: i)
Two years after completion of dewatering, or
ii) In the case of the Lower Queen Street area, two years after extraction of sheet piles; iii) One year after groundwater levels have stabilised; and iv) Six months after any completion of any other works associated with the Project which have the potential to cause settlement. 158. The Response Plan, included in the GSMCP, shall be prepared in accordance with drawings CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015 (Appendix 2), and shall be implemented in the event that differential settlement between any two ground settlement monitoring marks exceeds the identified triggers, or total settlement exceeds the identified triggers in Appendix 4. The Appendix 4 trigger levels are to be revised, in accordance with Condition 133(g), if recommended by the building and structure condition surveys carried out in accordance with Conditions 133 and 138. 159. In the event of any Alert or Alarm trigger level exceedance at any of the ground surface and building monitoring stations and/or trigger level exceedance of groundwater levels in the monitoring bores, associated with the construction works, then the Consent Holder shall undertake the following activities: a. Notify the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) and the Independent Building Assessor within 24 hours; b. If measurements exceed any of the alert values then a senior qualified person engaged by the Consent Holder or the Consent Holder’s Contractor shall reassess the works constructed up to that time to identify the reasons for higher City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
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movements and confirm whether measures (if any) are required to restrain further increases in movement and confirm that possible ensuing effects will not adversely impact building serviceability. Measures (if any) to be implemented are to be as identified in the GSMCP, and may include an increase in the frequency of monitoring, or additional support measures. c. The senior qualified person shall prepare and submit a written report to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit), within one week of alert level exceedance, which provides analyses of all monitoring data, relating to the exceedance of any of the trigger levels and any actions taken; d. If measurements exceed any of the alarm values the Consent Holder shall: i)
Follow the process identified in Condition 159(b);
ii)
Commission and submit a written report, prepared by the senior qualified person engaged in accordance with Condition 159(b) to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit), within one week of alarm level exceedance, which provides analyses of all monitoring data, relating to the exceedance of any of the trigger levels and any recommendations for remedial actions if required in order to complete construction so as to avoid damage that will affect building serviceability; and
iii) Implement the recommendations of the report. In the instance that the recommendation is to stop work pursuant to Conditions 159(b) and (d), the remedial action(s) that have been recommended shall be undertaken before the works recommence. e. In relation to alarm level exceedance, recommendations of the IBA (refer Condition 120), which may include remedial actions up to and including stopping the works if that is in the best interests of preventing building serviceability damage, shall be implemented (unless the building owner(s) request in writing that the construction works are to be completed in accordance with the report prepared under Condition 159(c)(ii)). Advice Note: Condition 159 operates independently from and does not detract from, but may assist to inform, Council’s role in relation to monitoring, and ensuring compliance with conditions of consent, including Condition 106.
Reporting 160. The Consent Holder shall advise the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit), in writing, of the date of the proposed commencement of dewatering. 161. All data collected as required by conditions of this consent from commencement of dewatering to completion of monitoring are to be compiled, compared with the relevant trigger levels and submitted to the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) at two monthly intervals, unless
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otherwise specified in this consent, setting out the previous results, providing an explanation for any trends and providing a construction progress timeline. Review Condition – Water Permit R/REG/2014/5432 162. The conditions of this consent may be reviewed by the Council (Team Leader Water Allocation, Natural Resources and Specialist Input Unit) pursuant to Section 128 of the Resource Management Act 1991, by the giving of notice pursuant to Section 129 of the Act, within six months after commencement of dewatering and subsequently at intervals of not less than one year thereafter in order: a. to vary the monitoring and reporting requirements, and performance standards in order to take account of information, including the results of previous monitoring and changed environmental knowledge, on: i) ground conditions; ii) aquifer parameters; iii) groundwater levels; and iv) ground surface deformation. b. to deal with any adverse effect on the environment arising or potentially arising from the exercise of this consent, and in particular effects on buildings, structures and services.
Advice notes 1.
If you disagree with any of the above conditions, or disagree with the additional charges relating to the processing of the application, you have a right of objection pursuant to sections 357A or 357B of the Resource Management Act 1991. Any objection must be made in writing to Council within 15 working days of notification of the decision.
2.
The Consent Holder is responsible for obtaining all other necessary consents, permits, and licences, including those under the Building Act 2004, and the Heritage New Zealand Pouhere Taonga Act 2014. This consent does not remove the need to comply with all other applicable Acts (including the Property Law Act 2007), regulations, relevant Bylaws, and rules of law. This consent does not constitute building consent approval. Please check whether a building consent is required under the Building Act 2004.
3.
This development involves undertaking construction work to Watercare’s wastewater network. The Consent Holder will be responsible for ensuring all necessary approvals are obtained from Watercare. See Watercare’s website (www.watercare.co.nz) for more information.
4.
If any archaeological features are uncovered on the site, it is recommended that works cease and council’s representative monitoring your application is notified immediately. For guidance and advice on managing the discovery of archaeological features contact the Team Leader Cultural Heritage Implementation on 09 301 0101. Please note in the event of a discovery, contacting Heritage New Zealand, as well as the local Mana Whenua is recommended.
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5.
The Consent Holder shall be advised that any works, structures (including ground-anchors) or access required to facilitate the excavations/retaining/foundation construction both permanent and temporary on adjacent properties or land may require the written consent of the affected property owner to be submitted with building and/or resource consent application(s). For more advice the Consent Holder shall contact Auckland Council town planning and building control help desks.
6.
It is unlawful to modify or destroy an archaeological site without the prior authority of Heritage New Zealand issued under the Heritage New Zealand Pouhere Taonga Act 2014. That authority will include a comprehensive set of conditions in respect of archaeological evidence that may be encountered.
7.
The Consent Holder shall be advised that any works authorised under this consent, which rely on the alteration to the Britomart Transport Centre designation, shall not commence within the Britomart Transport Centre designation area until the alteration to the Britomart Transport Centre designation has been approved.
8.
The Consent Holder will prepare an Air Quality Management Plan in compliance with the requirements under both the conditions of this resource consent and the CRL designation conditions.
Alan Watson Chair of the Commissioners
Date: 28 August 2015
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Appendix 1 to Resource Consent Conditions Conditions 133 to 138 of this resource consent require building condition surveys to be undertaken prior to commencement of dewatering. In accordance with Conditions 133 to 138, at a minimum, building condition surveys shall be undertaken for the following buildings:
ID
Address
Property Known As
1
12 Queen Street
CPO
2
21 Queen Street
Zurich House
3
23-29 Albert Street
ANZ Centre
4
12-26 Swanson Street
Affco House Carpark
5
35 Albert Street
Price Buchanan Building
6
37 Albert Street
7
39 Albert Street
8
46-50 Albert Street
APN NZ Complex
9
52-56 Albert Street
APN NZ Complex
10
41 Albert Street
Prince Albert Apartments
11
51-53 Albert Street
12
55 Albert Street
13
57 Albert Street
14
61 Albert Street
Shakespeare Hotel Brewery
15
58 Albert Street
APN NZ Complex
16
38 Wyndham Street
Wyndham Towers
17
63 Albert Street
AMI House
18
2 Queen Street
Endeans Building
19
12-32 Customs Street West
Old Customs House
20
20 Customs Street East
Levy Building
21
14-18 Customs Street East
Former Sofrana House
22
10 Customs Street East
Barrington Building
23
13 Albert Street
Yates Building
24
3 Albert Street
West Plaza
25
148 Quay Street
26
152 Quay Street
Harbour View Building
27
2 – 8 Customs Street
Mercure Hotel
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Appendix 2 to Resource Consent Conditions Plans (three in total): CRL-PAT-RME-000-DRG-0403, Rev 3.0 dated 09/07/2015 and 0404, Rev 3.0 dated 09/07/2015 and 0405, Rev 2.0 dated 03/07/2015
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Appendix 3 to Resource Consent Conditions Groundwater Monitoring Bores:
Monitoring Bore Screen Geology Existing Borehole ID
Screen Geology
BH34-1
(Fill/TL)1
BH34-2
(ER /TA)1
BH34-3
(EU)1
BH35-1
(Fill/TL)1
BH35-2
(ER /TA)1
BH35-3
(EU)1
QS1-1
(Fill/TL)1
QS1-2
(ER/TA)1
QS1-3
(EU)1
QS2-1
(Fill/TL)1
QS2-2
(ER /TA)1
QS2-3
(EU)1
BH32-1
(Fill/TL)1
BH32-2
(ER /TA)1
BH32-3
(EU)1
BH43-1
(Fill/TL)1
BH43-2
(ER /TA)1
BH43-3
(EU)1
BH52-1
(Fill/TL)1
BH52-2
(ER /TA)1
BH52-3
(EU)1
BH45-1
(Fill/TL)1
BH45-2
(ER /TA)1
BH45-3
(EU)1
EB301
(Fill/TL)
EB302
(Fill/TL/EU)
BH23
New Borehole ID
Screen Geology
EB302
(Fill)
BH401-1
Fill/TL
BH401-2
ER /TA
BH401-3
EU
(EU)1
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BH202A
(EU)
BH202B
(EU)
BH251 - A
(EU)
BH251 - B
(EU)
BH203
(EU)
BH255
EU
BH204-1
(ER/EW
BH204-2
EU
EB305
ER/EW
EB306
ER/EW
EB307
ER/EW
BH205
ER
BH205
EU
BH402
(EU)
BH403
Fill/TA
BH404
Fill/TA
BH405
Fill/TA
BH406 A
ER
BH406 B
Top of EU
BH407 A
Top of EU
BH407 B
ER
BH408 A
TA
BH408 B
ER
BH409 A
TA
BH409 B
ER
BH409 C
Top of the EU
BH410
TA
BH411 A
TA
BH411 B
ER
BH411 C
Top of EU
BH412 A
Top of the TA
BH412 AA
Base of the TA
BH412 B
ER/EW
BH412 C
Top of EU
BH413 - A
Fill/TL
BH413 - B
TA/ER
BH413 - C
EU
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
86
BH414 - A
TA
BH414 - B
ER
BH Endeans Base of TL Note 1: Installed as part of Britomart Station investigation and monitoring conditions. These historic holes proposed for monitoring have not yet been assessed for accessibility or functionality. Note 2: Could be combined with Swanson Shaft-specific groundwater monitoring well.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
87
Appendix 4 to Resource Consent Conditions Deformation Limits – Buildings Note: Further detailed design may modify the trigger levels presented below. Any revisions based on further design shall not increase the number of properties affected nor increase the potential building damage impacts above the aesthetic levels presented by the application. This appendix relates to Conditions 122(j), 133(f), 126, 155 and 158.
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
88
LOCATION
TRIGGER LEVELS [+/-]
ID NO4
ADDRESS
1
12 QUEEN STREET
REFER TO NOTE 6 ON DRAWING CRL-PAT-STR-000-DRG-0400 [5.0]
2
21 QUEEN STREET
DISPLACEMENT MONITORING TRIGGER LEVELS SPECIFIC TO ZURICH BUILDING ARE OUTLINED ON DRAWING CRL-SYW-STR-000-DRG-0054
MOVEMENT
ALERT
HORIZONTAL AT FACE OF BUILDING3 3
23-29 ALBERT STREET
VERTICAL AT FACE OF BUILDING
3
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING
4
12-26 SWANSON STREET
VERTICAL AT FACE OF BUILDING
3
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING
5
35 ALBERT STREET
3
37 ALBERT STREET
7mm
9mm
14mm
18mm
1/950
1/750
14mm
18mm
20mm
25mm
1/950
1/750
3
VERTICAL AT FACE OF BUILDING3 DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING3
6
ALARM
VERTICAL AT FACE OF BUILDING3 DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
BUILDINGS DEMOLISHED. LIMITS FOR NEW BUILDING TO BE CONFIRMED.
HORIZONTAL AT FACE OF BUILDING3 7
8
39 ALBERT STREET
46-50 ALBERT STREET
1
ZONE 2 : GROUND SURFACE MOVEMENT ACROSS BUILDINGS (INCLUDING ROADS INTERSECTING ALBERT STREET)
9
10
11
12
13
14
52-56 ALBERT STREET
41 ALBERT STREET
51-53 ALBERT STREET
55 ALBERT STREET
57 ALBERT STREET
61 ALBERT STREET
VERTICAL AT FACE OF BUILDING3 DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING3
7mm
9mm
VERTICAL AT FACE OF BUILDING3
17mm
21mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/900
1/700
HORIZONTAL AT FACE OF BUILDING3
7mm
9mm
VERTICAL AT FACE OF BUILDING3
17mm
21mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/900
1/700
HORIZONTAL AT FACE OF BUILDING3
8mm
10mm
VERTICAL AT FACE OF BUILDING3
20mm
25mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/800
1/650
HORIZONTAL AT FACE OF BUILDING3
8mm
10mm
VERTICAL AT FACE OF BUILDING3
20mm
25mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/800
1/650
HORIZONTAL AT FACE OF BUILDING3
8mm
10mm
VERTICAL AT FACE OF BUILDING3
20mm
25mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/800
1/650
HORIZONTAL AT FACE OF BUILDING3
8mm
10mm
VERTICAL AT FACE OF BUILDING3
20mm
25mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/800
1/650
HORIZONTAL AT FACE OF BUILDING3
8mm
10mm
VERTICAL AT FACE OF BUILDING3
20mm
25mm
1/750
1/600
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING
15
58 ALBERT STREET
VERTICAL AT FACE OF BUILDING3 DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING
16
38 WYNDHAM STREET
3
3
8mm
9mm
17mm
21mm
1/650
1/500
5mm
7mm
VERTICAL AT FACE OF BUILDING3
12mm
15mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E.
1/1050
1/850
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
89
ACROSS ZONE 2)
17
63 ALBERT STREET
HORIZONTAL AT FACE OF BUILDING3
6mm
8mm
VERTICAL AT FACE OF BUILDING3
14mm
18mm
1/950
1/750
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2) HORIZONTAL AT FACE OF BUILDING
ALL OTHER PROPERTIES
EXISTING BUILDING EXTERNAL COLUMN/FACADE
ALL PROPERTIES
BUILDING MOVEMENT
148 QUAY STREET 152 QUAY STREET 2-8 CUSTOMS STREET EAST 10-12 CUSTOMS STREET EAST 14-18 CUSTOMS STREET EAST 20 CUSTOMS STREET EAST 2 QUEEN STREET
3
8mm
10mm
VERTICAL AT FACE OF BUILDING3
8mm
10mm
DIFFERENTIAL VERTICAL SLOPE ACROSS BUILDING2 (I.E. ACROSS ZONE 2)
1/900
1/700
DIFFERENTIAL HORIZONTAL IN PLANE WITH THE COLUMN/FACADE
8mm
10mm
HORIZONTAL AT FACE OF BUILDING
3mm
4mm
VERTICAL AT FACE OF BUILDING
5mm
8mm
DIFFERENTIAL HORIZONTAL IN PLANE WITH THE COLUMN/FACADE
N/A
N/A
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
90
Deformation Limits – Services and Infrastructure Trigger Levels Table Note: Applies to ground surface movement within Albert Street and Lower Albert Street and roads intersecting Albert Street (includes footpaths, verge and road), Customs Street West, Fanshawe Street, lower Queen Street, Tyler Street, Galway Street. SERVICES
MOVEMENT
TRIGGER LEVELS [+/-] ALERT5 ALARM STOP
ALL SERVICES WITH A DIAMETER GREATER THAN 200mm1
DIFFERENTIAL VERTICAL GROUND MOVEMENT WITHIN ALBERT STREET4
1/200
1/160
1/140
ALL RIGID SERVICES WITH A DIAMETER LESS THAN 200mm
DIFFERENTIAL VERTICAL GROUND MOVEMENT WITHIN ALBERT STREET4
1/200
1/160
1/140
NON-RIGID2 SERVICES WITH A DIAMETER LESS THAN 200mm1
DIFFERENTIAL VERTICAL GROUND MOVEMENT WITHIN ALBERT STREET4
1/75
1/60
1/50
IDENTIFIED CRITICAL INFRASTRUCTUR E3
DIFFERENTIAL VERTICAL GROUND MOVEMENT WITHIN ALBERT STREET4
1/200
1/160
1/140
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
91
Appendix 5 to Resource Consent Conditions Plan: CRL-BTM-RME-000-DRG-0004, revision 1, titled: “Location Plan Showing Sites Adjacent to Construction Sites”, dated 18.08.2015
City Rail Link Application Nos.: R/REG/2014/5430, R/LUC/2014/5428, R/REG/2014/5432, R/REG/2014/5435, R/REG/2014/5436, R/REG/2014/5437
92
LEGEND
KEY PLAN DESIGNATION ALIGNMENT PROPOSED WORKS BRITOMART TRANSPORT CENTRE IDENTIFIED SITES
GORE ST
VICTORIA ST EAST
GALWAY ST
COMMERCE ST
EXTENT OF WORKS CPO AND LOWER QUEEN ST RUNNING TUNNELS
MILLS LANE
QES AND PRECINCT TUNNELS
ALBERT ST TUNNEL
ELLIOT ST
TEMPORARY WORK SUPPORT AREA
ALBERT ST
MAYORAL DRIVE
SW SW
SW
X
X
SW
X
X
SW
X
SW
X
ALBERT ST
LOWER ALBERT ST
MILLS LANE
DURHAM LANE
DURHAM STREET WEST
MILLS LANE
WYNDHAM STREET
CUSTOMS ST WEST
SWANSON STREET
QUEEN ST
QUEEN ST
pw:\\designshare.au.aurecon.info:PW_PROD_AU\Documents\Projects\23xxxx\239933 - City Rail Link (CDE)\01-WIP\Drawings\CRL-BTM-RME-000-DRG-0004.dwg
QUEEN ST
WELLESLEY ST WEST
FORT ST
GALWAY ST
QUAY ST
TYLER ST
SHORTLAND ST
FORT LANE
VICTORIA ST WEST
CUSTOMS ST EAST
BRITOMART
DARBY ST
TYLER ST
COMMERCE ST
ALBERT ST
FEDERAL ST
FEDERAL ST
NS
FA
VICTORIA ST WEST
EXTENT OF TUNNEL PHYSICAL WORKS. REFER TO ALIGNMENT AND CIVIL DRAWINGS FOR EXACT LOCATION OF WORK EXTENTS.
WE
HA ST
Auckland
WELLESLEY ST WEST
KINGSTON STREET
WYNDHAM STREET
SWANSON STREET
TEMPORARY WORK SUPPORT AREA
WOLFE ST
CUSTOMS ST WEST
BLUESTONE WALL
18/08/2015 11:46:02 a.m.
HOBSON ST
12.5
0
25
50m
CLIENT
SCALE 1:1250
REV DATE REVISION DETAILS 1.0 18.08.15 ISSUED FOR CONSENT
APPROVED T.IRELAND
SCALE
SIZE
1:1250
A1
DRAWN
PRELIMINARY NOT FOR CONSTRUCTION
AUCKLAND CITY RAIL LINK
PROJECT
LOCATION PLAN SHOWING SITES ADJACENT TO CONSTRUCTION SITES
APPROVED
B.HINGSTON
.
DESIGNED
DATE
TITLE
M.TAYLOR CHECKED
T.IRELAND
D.MCGAHAN 0
20mm ORIGINAL SIZE
40
60
80
100
200
300
400
500
DOCUMENT 600
PROJECT
ZONE
DISCIPLINE
ELEMENT
TYPE
SHEET
REVISION
CRL
BTM
RME
000
DRG
0004
1.0
700
800
Auckland City Rail Link ENABLING WORKS CONTRACT 2 Appendix B : Site Layout Plans Separable Portion 1 – Cut and Cover Works Appendix B Site Layout Plans
In association with:
COMMERCIAL IN CONFIDENCE
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Balcony
Upper Floors
Ground Floor
TTM SKETCHES HAVE NOT YET BEEN DEVELOPED FOR THE PUBLIC REALM WORKS PUBLIC REALM WORKS WILL COMMENCE AT THE SOUTH END AND ON LOWER ALBERT STREET SIMULTANEOUSLY ON 13 APRIL 2018. WORKS IN THE VARIOUS AREAS ARE DUE TO BE COMPLETED AS FOLLOWS; WYNDHAM STREET TO SWANSON STREET & QUAY ST TO CUSTOMS STREET 11 DECEMBER 2018 SWANSON STREET TO WOLFE STREET
14 MARCH 19
WOLFE STREET TO CUSTOMS STREET
8 JULY 19
Upper Floors
Ground Floor
Balcony
Upper Floors
Ground Floor
Balcony
Connectus Project #: 2665 Client: Auckland Transport
Construction Environmental Management Plan Doc. No. CRL-PAT-ENV-CON-PLN-000898 Revision: 07, Date: 1 June 2016
APPENDIX C: TRANSPORT, ACCESS AND PARKING DELIVERY WORK PLAN
Page C
Auckland City Rail Link ENABLING WORKS CONTRACT 2 Appendix C : Transport, Access and Parking Delivery Work Plan Separable Portion 1 – Cut and Cover Works
Appendix C Transport, Access & Parking DWP
In association with:
COMMERCIAL IN CONFIDENCE
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
This page intentionally left blank.
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
1
23/11/2015
Draft for Auckland Transport review
M. Williams, J. Ho, S. Huq
Original signed
2
23/12/2015
Draft for CLG review
M. Williams
Original signed
3
1/3/2016
Draft for Independent Peer Review with CLG responses, amended program / sequencing & additional utility works
M. Williams, S. Huq
Original Signed
4
22/3/2016
Final
M. Williams, S. Huq
Bob Mawdsley
5
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.
This page intentionally left blank
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
12
1.2
Purpose of Transport, Access and Parking Delivery Work Plan
12
1.3
Spatial References
13
1.4
Designation Conditions
13
2
PROJECT DESCRIPTION ............................................................................................... 21 2.1
Summary of Methodology
21
2.1.1
Piling and capping beam construction within Albert Street
21
2.1.2
Customs Street intersection piling and road deck construction
22
2.1.3
Trench excavation and spoil handling
23
2.1.4
Waterproofing and tunnel construction
25
2.1.5
Trench backfilling
25
2.1.6
Utilities location and exposure
26
2.1.7
Temporary pavement
26
2.1.8
Deconstruction and final reinstatement
26
2.2
Construction Programme Summary
27
2.3
Construction Traffic Generation
27
2.4
Construction Workforce
28
2.5
Workforce Travel Management Plan
28
2.6
Hours of Operation
29
2.6.1
General
29
2.6.2
Site attendance
29
2.6.3
Residential zone road use restrictions
29
3
EXISTING CONDITIONS ................................................................................................. 31 3.1
General
31
3.2
Road Form and Use
31
3.2.1
31
Description
Page 5
Connectus Project #: 2665 Client: Auckland Transport
3.2.2 3.3
3.4
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
Temporary Traffic Management (TTM) levels and road hierarchy
32
Cyclists and Pedestrians
32
3.3.1
Infrastructure
32
3.3.2
Demand
35
Public Transport
36
3.4.1
Current areas served
36
3.4.2
New network infrastructure
36
3.5
Freight
37
3.6
Kerbside Management
38
3.7
Concurrent Projects and Developments
39
3.7.1
Auckland Transport and other Public projects
39
3.7.2
Private developments
41
4
PROPOSED TRAFFIC MANAGEMENT MEASURES ...................................................... 43 4.1
4.2
TMP Parameters & Philosophy
43
4.1.1
Philosophy
43
4.1.2
Notable parameters
43
4.1.3
Applied standards
45
Utilities
46
4.2.1
Utilities works inside trench alignment
47
4.2.2
Utilities works outside trench alignment
47
4.3
Traffic Sequence Summary
50
4.4
Temporary Speed Zones & Lane Widths
52
4.4.1
Temporary speed zones
52
4.4.2
Temporary and long-term lane widths
52
4.5
Vehicle Tracking
53
4.6
Intersection Controls
54
4.7
Traffic Signals
55
4.7.1
Long-term signal infrastructure and operational changes
55
4.7.2
Signalised pedestrian crossings
55
4.7.3
Wolfe Street direction reversal
56
4.7.4
Victoria / Albert signals
57
4.7.5
Lower Albert / Quay and other Quay Street signals
57
4.8
4.9
Lines and Signs
60
4.8.1
Line markings and delineation
60
4.8.2
Traffic management signs
60
VMS Signage
60 Page 6
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
4.10 Pavements
62
4.11 Barriers and Hoardings
62
4.11.1 Barriers
62
4.11.2 Hoardings and fences
63
4.12 Site Access
63
4.12.1 Haul route restrictions
63
4.12.2 Site access
64
4.12.3 Site access and gate controls
65
4.13 Property Access & Diversion Planning
66
4.13.1 Albert Street Southbound Service Lane (Wyndham Street to Victoria Street)
66
4.13.2 Property access to Stamford Residences
67
4.13.3 Mills Lane loop access (including Foodstuffs)
67
4.13.4 Access to Wyndham Street and Swanson Street (West) properties
68
4.13.5 Property access to 57 Albert Street
68
4.13.6 Access to 56 Albert Street
69
4.13.7 Proposed traffic diversions
69
4.13.8 Compensatory parking and travel provision.
70
4.14 Public Transport (Bus) Prioritisation
70
4.15 Active Transport Prioritisation
71
4.15.1 Pedestrian measures
71
4.15.2 Cyclist measures
73
4.16 Travel Demand Management
74
4.17 Planned Mitigation Measures
74
4.18 Potential Further Mitigation Measures
76
4.19 Contingency Planning
79
4.19.1 General procedures
79
4.19.2 Emergency vehicle access and procedure
79
4.19.3 Traffic incidents
82
4.19.4 Adjacent building evacuation
82
4.20 Alternative Transport Solutions 5
83
ASSESSMENT OF TRAFFIC EFFECTS .......................................................................... 84 5.1
General Approach
84
5.2
Traffic Operation Tests
85
5.3
Traffic Modelling Summary
85
5.3.1
Network wide statistics
85
5.3.2
Travel time along key routes
87 Page 7
Connectus Project #: 2665 Client: Auckland Transport
6
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
5.3.3
Sensitivity testing
93
5.3.4
Modelling conclusions
93
ASSESSMENT OF GENERAL EFFECTS ........................................................................ 95 6.1
Public Transport
95
6.2
Pedestrians
97
6.2.1
Pedestrian demand
97
6.2.2
Footpath treatments
97
6.2.3
Pedestrian crossings
98
6.2.4
Relocation of PT and pedestrian capacity
98
6.2.5
Customs Street
98
6.2.6
Swanson Street
99
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
7
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
8
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
Page 8
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 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
Page 9
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
TRAFFIC GLOSSARY Term
Definition
AC
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 AT’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 – 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
LT
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
Page 10
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
RT
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
TH
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 ‘TD’) 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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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
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 ‘living document’ 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
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:
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
4 and 6 Page 13
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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
(c) Providing on-going vehicle access to private property to the greatest extent possible.
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
(b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that:
4.12
(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
(g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative.
8
Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure� is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through:
6
(i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;
6
(ii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption; and
6
(iii) Identifying alternate heavy haul routes where these are affected by construction works.
6
(i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network.
8
(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
(c) The average weekday inter peak travel times between 9am to noon, noon to 2pm and 2 to 4pm.
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
(c) The 30% above shall only apply for an increase predicted to be over four minutes.
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
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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
(c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua 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
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(f) Two way access shall be provided on the single service lane along the western side of Albert Street between 87 Albert Street and Kingston Street while the Albert Street/Victoria Street intersection is fully closed;
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 “fully accessible� with a minimum width of 1.5m wide and well lit ), need to be provided in the vicinity of Swanson Street and Wyndham Street, in addition to pedestrian crossings at the intersections of Victoria Street and Customs Street; and
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
1
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;
36
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.
1
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 “bottom up2� 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
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 ‘buried’ - 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.
3
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 – 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.
4
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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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
1
12 September 2016
5 October 2016
2
6 October 2016
12 December 2016
3
13 December
19 December 2016
4
20 December 2016
15 March 2017
5
16 March 2017
22 March 2017
6
23 March 2017
6 April 2017
7
7 April 2017
19 April 2017
8
20 April 2017
8 May 2017
9
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
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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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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
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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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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
1
1WBD, 1EBD general lanes
Mills Lane
Local
1, L
1WBD, 1EBD general lanes
Victoria Street
District Arterial
2
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
2 WBD, 2 EBD lanes between Victoria St and Princes St
Customs Street
District Arterial
2
3EBD, 4WBD
Wyndham Street
District Arterial
1
2EBD, 2 WBD
Federal Street (South of Swanson Street)
Local
1
1 NBD, 1SBD general lanes
Wolfe Street
Local
1
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
None
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
None
None
Customs Street
None
None
None
Lower Albert Street
None
None
Cyclists can use existing bus lanes along Lower Albert Street
Wyndham Street
None
None
None
Wolfe Street
None
None
None
None
None
Federal Street
None
9
7
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
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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
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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
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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
10
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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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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 – 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 – April 2019
11
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.
12
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
Connectus Project #: 2665 Client: Auckland Transport
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 EED’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.
14
Required to prevent errant vehicle access to the cut and cover tunnel or Customs / albert bridge excavations Page 45
Connectus Project #: 2665 Client: Auckland Transport
4.2
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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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4.2.1
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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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Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
Figure 16 Stormwater Works outside Trench Alignment
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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
Figure 17 Vector, Watermain and Chorus Works outside Trench
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4.3
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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
C
1
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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Connectus Project #: 2665 Client: Auckland Transport
Stage
2
3
4
5
6
7
8
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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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Stage
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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
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.
15
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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4.6
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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
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
18
LILO = left in, left out only Page 54
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
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 pedestrians’ 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
A
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
B
C
Albert Street approaches closed
Pedestrian crossings maintained
Customs Street approach right turn banned
1
Two phase cycle adopted, with all vehicles movements running, followed by all pedestrian movements
2
Detector loops moved on Fanshawe Street approach
Signal controller personality chip changed
3
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
4
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
5
6
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
7
8
9
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.
19
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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
o
Regional routes
o
Other approved routes from NOR
Roads where construction traffic is banned: o
Swanson Street (west)
o
Wolfe Street
o
Federal Street north of Swanson Street
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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 MTC’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
20
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
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o
Customs St/ Beach Rd
o
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
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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.
21
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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2.
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.
3.
Active transport prioritisation as detailed in Section 4.15 of this DWP.
4.
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.
5.
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.
6.
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.
7.
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.
8.
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 Barnes’ 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.
9.
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 can’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.
2.
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.
3.
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 – 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.
4.
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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5.
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.
6.
CBD network and corridor signal optimisation, especially of Albert Street, Wellesley Street and Victoria Street. This is ‘business as usual’ 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.
7.
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.
8.
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.
9.
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.
2.
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).
3.
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.
4.
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.
5.
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.
6.
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
Transport, Access and Parking Delivery Work Plan Doc. No. CRL-PAT-ENV-CON-PLN-000904 Revision: 5, Date: 2 June 2016
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.
24
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 – 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 – 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)
7,630 (+2,690)
Travel Distance (vehicle-km) Morning Peak Interpeak Evening Peak
2,240
2,950 (+710)
2,990 (+760)
3,190 (+950)
3,190 (+950)
3,190 (+950)
1,100
1,880 (+780)
1,930 (+830)
2,120 (+1,020)
2,120 (+1,020)
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)
670 (+270)
460 (+60)
450
610 (+160)
710 (+260)
610 (+160)
580 (+120)
500 (+50)
210
290 (+80)
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)
250 (+70)
250 (+70)
280
310 (+40)
380 (+100)
340 (+70)
320 (+50)
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
190
190
190
190
190
New North Road (SBD)
150
150
150
150
150
150
Mt Eden Road (NBD)*
120
120
110
120
120
110
Mt Eden Road (SBD)*
40
40
40
40
40
40
Khyber Pass Road (EBD)
130
130
130
130
130
130
Khyber Pass Road (WBD)
120
120
120
120
120
120
Newton Road (EBD)
270
280
290
300
300
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)
(+40)
(+30)
140
140
140
140
140
*The SATURN model only covers the northern half of the Mt Eden Rd route.
Based on model outputs for the morning peak:
A significant increase in travel time for Wellesley and Victoria Street for scenarios 4d, 5a, 6a and 7a that are directly affected by stormwater main realignment work sites and cut and cover works along Albert Street.
Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street. Traffic using Quay Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time.
Scenario 8a experiences a lower travel time when compared to scenario 4d, 5a, 6a and 7a as it represents the period where piling is complete.
Table 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)
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)
640 (+260)
650 (+270)
430 (+50)
390
570 (+180)
680 (+290)
570 (+180)
570 (+180)
430 (+30)
240
270 (+30)
270 (+30)
290 (+50)
310 (+80)
290 (+60)
290
340 (+50)
520 (+230)
380 (+90)
350 (+60)
330 (+40)
200
250 (+60)
250 (+60)
260 (+60)
270 (+70)
260 (+60)
270
320 (+50)
410 (+140)
380 (+110)
350 (+80)
350 (+80)
180
250 (+70)
260 (+80)
250 (+70)
240 (+60)
230 (+50)
200
220 (+20)
220 (+20)
210 (+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
130
130
130
130
130
New North Road (SBD)
140
140
140
140
140
140
Mt Eden Road (NBD)
80
80
80
80
80
80
Mt Eden Road (SBD)
50
50
50
50
50
50
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
120
120
120
120
Khyber Pass Road (WBD)
130
130
140
130
130
130
180
180
180
180
180 (+10)
180 (+10)
160
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)
790 (+380)
910 (+500)
470 (+60)
680
840 (+160)
1,100 (+420)
1,010 (+330)
830 (+150)
800 (+120)
230
280 (+40)
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)
270 (+80)
260 (+70)
270
280 (+10)
320 (+60)
300 (+30)
280 (+20)
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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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
150
150
150
150
150
Mt Eden Road (NBD)
140
140
140
140
140
140
Mt Eden Road (SBD)
60
60
60
60
60
60
Khyber Pass Road (EBD)
140
140
140
140
140
140
Khyber Pass Road (WBD)
170
170
170 (+10)
170
170
160
160
160 (+10)
170 (+10)
170 (+10)
170 (+10)
170 (+10)
190
240 (+50)
240 (+50)
200 (+10)
190
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.
Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street.
Traffic using Nelson Street northbound will have an increase in travel time from 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 ITA’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 – 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 – 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.
25
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
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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 ‘no excuses’ 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
6.6.1
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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
Wyndham Street (west) – staged construction so that vehicle access is maintained Page 105
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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:  
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
26
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:
30
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
30
On need to keep service lanes clear and no excuses enforcement especially) Page 111
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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 ‘One Network’ basis. This group is overseen by a steering group of senior AT and NZTA managers and will draw on subject matter experts including the CRL and other project teams as needed. Monthly reporting to the PCG, Steering Group and 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 – 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
ST
Author
Approver
Draft
S. Dove
M. Williams
nd
2
8/8/2015
2 Draft
S. Dove
M. Williams
3
26/11/2015
For Approval
H. Robinson
M. Williams
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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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
2
Objectives..........................................................................................................................7
3
Site Travel Information .......................................................................................................8 3.1
Working Hours
8
3.2
Physical Infrastructure
8
3.3
Accessibility
4
10
Management ................................................................................................................... 12 4.1
Management Structure
12
4.2
Parking Management
12
4.3
Staff Inducements
12
5
Travel Mode Measures ....................................................................................................13 5.1
Introduction
13
5.2
Active Modes
13
5.2.1
Facilities
13
5.2.2
Promotion & Incentives
13
5.3
Public Transport
14
5.4
Car Pooling
14
5.4.1
14
5.5
5.6
Car Pooling
Organisational Measures
15
5.5.1
Logistics
15
5.5.2
Promotion
15
Communications
15
6
Expected Outcomes ........................................................................................................ 16
7
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.
1
Condition 20.1 (d) Page 6
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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 Transport’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.
2
AT’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
Subject to further discussion between AT, Connectus and Precinct Page 8
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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
1
9.6m x 3m
2
12m x 3m
Office Kitchen
1
6m x 3m
Workforce Lunch rooms
2
12m x 2.4m
Ablutions building (ability to contain 2 showers)
1
6m x 3m
1
2.4m x 2.4m
Workshop and storage containers
6
6m x 3m
Undercover storage area
1
6m x 6m
Diesel generator (to provide power supply to compound)
1
Approx. 5m x 3m
Number
Size
Office buildings
1
6 x 3m
Ablutions building
1
3m x 3m
Diesel generator (to provide power supply to compound)
1
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
4%
4%
Public transport
7%
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%
5%
27%
43%
5%
8%
12%
7%
19%
21%
7%
-
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.
4
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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:
7
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
‘Give it a go’ pass is subject to AT Commute terms and conditions. http://www.letscarpool.govt.nz Page 14
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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
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Staff induction travel briefing
100% of staff receive briefing
Continuous
Site manager
Sustainable travel expo – 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
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APPENDIX B: SITE COMPOUND DRAWINGS Northern and Southern site compound layout plans, as included in Connectus’ tender. Northern Compound concept drawing:
Southern Compound:
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APPENDIX B – 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
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APPENDIX C – 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
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APPENDIX D – 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
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APPENDIX E – 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
JOIN LINE
EXTENT OF WORK
REFER TO CUSTOM ST. PLANS
3m 3m
COMMERECE STREET 2.5m
5.7m
2m
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
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.
A
GALWAY STREET
JOIN LINE
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
4m
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.
A
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.
A
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
3m
3.3m
3.1m 3m
QUEEN STREET
3m 3.1m
3m
3.1m
3m
2.7m
3.2m
PROPOSED 'BUS LANE' 'ENDS' SIGN
EXISTING 'BUS STOP' SIGN EXISTING PID
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
IA STRE ET
SIGNS TO BE UPDATED TO REMOVE REFERENCE TO 'SERIVCE'
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.
A
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
JOIN LINE
TO BE DISCUSSED RETAIN LANE ARROW MARKING IN BUS LANE OR NOT?
3.2m
3.1m
3.2m
3m
2.9m
3m QUEEN STREET
3m
2.9m
3m
3m
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'
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
PROPOSED 'BUS LANE AHEAD' 'QUEEN ST' SIGN
SHORTLA
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 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.
A
EXISTING 'BUS STOP' SIGN
PROPOSED 'BUS LANE' SIGN
EXISTING LIQOUR BAN ZONE SIGN
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
CUSTOM
JOIN LINE
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
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
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
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.
A
13.49
2.83
6.21
13.5m Bus (NZ)
meters
Width Track Lock to Lock Time Steering Angle
: : : :
JOIN LINE
CUSTOM
m
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.
A
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
2.5m
3.2m
3.4m
2.6m
2.5m
3m
3.1m
2.9m
2.9m
EXISTING 'BUS STOP' SIGN
3.2m 3m 3m 3.1m
CUSTOM STREET
3m
3.8m
7.3m
3m
CUSTOM STREET
3m
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
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.
A
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
JOIN LINE
REFER TO COMMERECE ST. PLANS
EXISTING 'BUS STOP' SIGN
EXISTING PID
2.5m
3.3m
3.7m
3m
3.2m
3m
3m
2.9m
3m
CUSTOM STREET
3.1m
3m
3.6m
3m
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
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
JOIN LINE
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.
A
PROPOSED 'BUS LANE AHEAD' SIGN
PROPOSED 'BUS LANE' 'BEGINS' SIGN
EXISTING PID
2.5m
3.2m
4m 3m
3m
CUSTOM STREET
3.1m
3m
3m 3.6m
JOIN LINE
3m
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
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
3m
2.9m
3m
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
JOIN LINE
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.
A
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
3m
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.
A
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
4m
CUSTOM STREET
m 0.7 4m
5.1m
3.5m
3.3m
3.5m
3.1m
3.3m
3m
CUSTOM STREET
3m
m 3.5
4.2m
m 2.9
3m m
JOIN
UE
EN AV
LINE
C
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.
A
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
D
4m 3m
3m
JOIN
LINE
TO BE DISCUSSED WHERE SHOULD BUS LANE END AS PER QUEEN STREET / CUSTOM STREET INTERSECTION
EX
TE
UE
NT
EN
OF
AV
W
C
ZA
OR
K
AN
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.
A
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.
A
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
T
REMOVE EXISTING 'P BUS PARKING SCHEDULED SERVICES ONLY 7AM-8PM TOUR COACHES ONLY 8PM-7AM' SIGN
NE
IN
LI
JO
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
E
IN
N LI
JO
Staus Stamp
FOR CONSULTATION
Date Stamp
22/05/2015
SCALE (A3)
DO NOT SCALE
1:500
Drawing No.
4205003-CS2302
Rev.
A
OM ST CU
E
IN
N LI
ET RE ST
JO
T ES W
NE
JO
IN
LI
CU OM ST ST E RE T EXISTING PEDESTRIAN INFORMATION SIGN
ET RE
T
EXISTING 'TUNING TRAFFIC GIVE WAY TO PEDESTRIAN' SIGN
ER
R BE AL
ST
W
LO
K
OR
T EN XT
OF
W
E
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.
A
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
9m
LOWER ALBERT STREET
3m
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.
A
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.
A
NS T
E ST NSHAW
879
WY
R12 ND
HA
ST
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
91
8 12
R04
R
WE LLE
SLE YS T
YO
CO
OK ST
L RA
DR
WE ST
R
02
ST
IA S T
ALB
NS T
R12 888
NEL SO OK
TOR
891
R02
CO
VIC
R04
ST
ERA L FED
888
R12 889
R12
ST
HO
R12
R02
R01
ST
890
ST SALE
ST WE
R12
EY
R03
BSO NS T
NEL SO
889
R12 888
WE LLE SL
ST
R03
RIA VICTO
GS TON
R12
R12879
R04
9 R1288
R01
HALSEY ST
R01
R12 890
R03
R12879
R02
FOR
QUE
EN S T
FA
ST
ST
SO
TOM
GOR E
R12
AN
CUS
COM MER ECE
R01
ALB ERT ST
BSO
SW
HO
ES T
VICTORIA ST WEST
ST
79
HAW
FED ERA L
NS T
R12 8
FAN S
R
01
R
12 89 1
MA
A
DESCRIPTION
ISSUE FOR RESOLUTION
CHECK
APP'D
DATE
PM
DM
02/07/15
SCALE
PROJECT
1:500 (A3) NAME
DATE
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
02/07/15
DESIGN
K
WA
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
PM
02/07/15
APPROVED
DM
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.
A
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
'B
58 .0
m
15
PROPOSED 'P15 BUS PARKING' AND 'NO IDLING' SIGN
1' 7m
EXISTING '30' SPEED LIMIT SIGN
65 .
0
'A 2' 77 .5
m
.5
12
EXISTING 'P$ ZONE', 'P60 MON-FRI' AND '120 SAT-SUN & PUBLIC HOLIDAYS' SIGN
'B m
15
W
REMOVE EXISTING 'P$ ZONE' SIGN
2'
AK E
ST R
'A
3'
VE
T
RA
m
LD RI
EE
33
QUEEN STREET
NOTE: RESTRICTIONS COVERED BY AUCKLAND COUNCIL RESOLUTION ID:8961, JUNE 2010
D
92
EL
PROPOSED ' P15 BUS PARKING' AND 'NO IDLING' SIGN
.5
FI
125.5
MA
YO
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.
A
DESCRIPTION
ISSUE FOR RESOLUTION
CHECK
APP'D
DATE
PM
DM
26/06/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
02/07/15
DESIGN CHECK
NM
02/07/15
APPROVED
PM
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.
A
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
6m
'A4' CCPZ
6m
9m
RELOCATE EXISTING 'P$ ZONE' SIGN
0.0
5.5
15.5
24.5
30.5
51.0
20.5m
6m
'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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
NM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
1'
FAN
SHA
WE
STR
174
1'
.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
1'
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
A
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
SD
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
WE
STR
EET
L1
4. 5m
1'
'
JOI N
LIN
EA
'BL
17
'B
'S1'
T
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
SD
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
SHEET
R02
NOTE:
JOIN LINE B
JOIN LINE B
'A2'
27m
PROPOSED 'BUS LANE' SIGN
'BL1'
'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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
SD
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
3m
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
ET
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
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
9m
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
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
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.
A
DESCRIPTION
ISSUE FOR RESOLUTION
CHECK
APP'D
DATE
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
LI
'A1'
NE
54.0
12.5
41.5m
G
'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 'P$ ZONE' SIGN
EXISTING 'BUS STOP' SIGN
NE
G
NOTE: RESTRICTIONS COVERED BY AT RESOLUTION ID:10626, DEC 2012
JO
IN
LI
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
RE
ET
EXISTING ROAD MARKING
LS ON
ST
EXISTING KERB
DRIVEWAY / VEHICLE CROSSING.
NE
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
SD
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
SD
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
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
PM
DM
03/07/15
ELLIOT STREET
ALBERT STREET
PROPOSED SIGN
A
EXISTING 'BUS STOP' SIGN
EXISTING SIGN
LEGEND:
REV.
PROPOSED 'KEEP LEFT' SIGN
PROPOSED 'KEEP LEFT' SIGN
NOTE: ALL MEASUREMENTS HAVE BEEN ROUNDED TO THE NEAREST 0.5m.
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
SD
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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.
B
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'
9m
28m
8m
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
9m
'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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
EXTENT OF WORK
HOBSON STREET
'BL1'
'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
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
4
E IV
.0
LI N
76
IN
Y MA
JO
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
EJ
.5 65
' 2 'B .5m
EXISTING 'BUS STOP' SIGN
EN T AO RANC TEA E CEN TO TRE
20
' 1 B
' 1 L
'
18
'B
.0
7
'A
0 68.
'
.5m 0 7 '
'F
.0
5m
. 36
1 BS
PROPOSED 'BUS LANE' 'BEGINS' SIGN
' 1 M
45
'
EXISTING 'BUS STOP' SIGN
56
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)
13
EXISTING ROAD MARKING
K OR
18 .
0
T EN
OF
W
T EX
m
0.
'C
0
CO
OK
' 1 L
62
8. 5
0.
0
STR
EET
PROPOSED 'BUS LANE AHEAD' SIGN
EX
TE
N T
6.
0
O
F
W
0. 0
O
RK
NOTE:
AL
VI N
OR
CE
AY
NT
M
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.
VE
REV.
DESCRIPTION
DRAFT A
ISSUE FOR RESOLUTION
CHECK
APP'D
DATE
PM
DM
03/07/15
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
CO
DRIVEWAY / VEHICLE CROSSING.
EXISTING NSAAT PROPOSED NSAAT
NST
RUC T
PROPOSED CYCLE LANE MARKINGS
EXISTING NSAAT (TO BE RESOLVED)
ION
ARE
A
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
WE
'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
MA
PROPOSED 'BUS LANE' SIGN LOCATED ON EXISTING LAMP POST
SLE
175
.0
EXISTING 'BUS LANE' '6AM-10AM 3PM-7PM MON-FRI' 'AHEAD' SIGN
EXISTING 'BUS STOP' SIGN
N
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
13
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
13
EXISTING 'BUS STOP' SIGN
IN
JO NOTE:
EJ
LIN
REV.
DESCRIPTION
DRAFT A
ISSUE FOR RESOLUTION
CHECK
APP'D
DATE
PM
DM
03/07/15
7
5m 4.
' 7 'A
THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
L
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
'
1'
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
CO
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
PM
DM
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
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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
m
EXISTING KERB
DRIVEWAY / VEHICLE CROSSING.
EXISTING NSAAT
CO
0
'A5 ' 20
EXISTING ROAD MARKING
5 TIO
NA REA
VIC
TOR
IA
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
.0
425
.5
163
.0
'B5
29. ' 5m
NOTE: REFER TO VICTORIA STREET AT RESOLUTION ID:12889
EXISTING 'BUS STOP' SIGN
145
STR ALB ERT
'BL
1'
'A4
13m 5
NOTE: RESTRICTIONS COVERED BY AUCKLAND CITY RESOLUTION ID: 12057, APR 2007
36m
'B4 '
'BL
407 1' .5m
132 .
EET
.5
'
EXISTING 'BUS STOP' SIGN
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
.5
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
PM
DM
03/07/15
THE SECTION OF ROAD SHOWN HERE IS WITHIN THE CITY CENTRE PARKING ZONE (CCPZ)
PROJECT
SCALE NAME
DATE
DESIGN
PM
25/05/15
DRAWN
HC
25/05/15
DRAWING CHECK
MW
03/07/15
DESIGN CHECK
PM
03/07/15
APPROVED
DM
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.
A
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 – 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
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 – 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
T
ES
FEDERAL STREET
WOLFE ST
KINGSTON ST
WYNDHAM STREET
W HA
N ISIO RESS V E R ROG IN P NS
FA
CUSTOMS ST WEST
DURHAM LANE
SWANSON ST
MILLS LANE
MILLS LANE
FEDERAL STREET
Upper Floors
Balcony
CUSTOMS ST WEST
Ground Floor
W HA
T
ES
FEDERAL STREET
WOLFE ST
KINGSTON ST
WYNDHAM STREET
NS
N ISIO RESS V E R ROG IN P FA
CUSTOMS ST WEST
DURHAM LANE
SWANSON ST
MILLS LANE
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 – 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) Units’ 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 – 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 ‘fresh’ and relevant. Next Steps: 1.
Estimate the number of trips to be accommodated by each mode and set targets.
2.
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.
3.
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).
4.
Link with the timetable for the construction of cycle paths accessing the CBD (3 year plan).
5.
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.
6.
Link with the Transport Management Association at Wynyard Quarter.
7.
Prepare action plans showing what measures we are going to promote, when and by whom.
8.
Establish a monitoring strategy to monitor effectiveness of TDM measures and make changes accordingly.
9.
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 – 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
TO
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
3
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
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 – 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)
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)
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 – 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
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)
2,020 (-120)
2,020 (-120)
2,020 (-120)
2,020 (-120)
Inter Peak
1,020
970 (-50)
970 (-50)
970 (-50)
970 (-50)
970 (-50)
Evening Peak
2,170
2,020 (-150)
2,040 (-130)
2,010 (-160)
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)
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
8:35
8:35 (-)
9:20 (+0:45)
9:40 (+1:05)
9:40 (+1:05)
11:30 (+2:55)
Eastbound
3:30
3:30 (-)
3:30 (-)
4:25 (+0:55)
4:45 (+1:15)
4:55 (+1:25)
Westbound
4:50
4:50 (-)
4:50 (-)
5:10 (+0:20)
5:30 (+0:40)
5:45 (+0:55)
Eastbound
3:05
3:00 (-0:05)
3:00 (-0:05)
3:00 (-0:05)
3:45 (+0:40)
3:50 (+0:45)
Westbound
4:45
4:30 (-0:15)
4:25 (-0:20)
5:00 (+0:15)
5:30 (+0:50)
5:25 (+0:40)
Victoria Street
Customs Street
Quay Street
Nelson Street/Hobson Street Northbound
5:35
5:00 (-0:35)
5:10 (-0:25)
5:00 (-0:35)
5:10 (-0:25)
6:00 (+0:25)
Southbound
4:05
4:10 (+0:05)
4:10 (+0:05)
4:45 (+0:40)
4:50 (+0:45)
4:40 (+0:35)
Northbound
8:30
8:30 (-)
8:40 (+0:10)
9:00 (+0:30)
9:15 (+0:45)
9:10 (+0:40)
Southbound
8:10
8:05 (-0:05)
8:10 (-)
10:00 (+1:50)
10:20 (+2:10)
8:20 (+0:10)
Queen Street
Table 6: Inter Peak Journey Times
Base Case
Base Case + Bus Phase 1
Test 1
Test 2
Test 3
Test 4
Wellesley Street Eastbound
5:45
6:05 (+0:20)
6:10 (+0:25)
5:55 (+0:10)
6:05 (+0:20)
6:10 (+0:25)
Westbound
6:35
6:50 (+0:15)
7:00 (+0:25)
7:55 (+1:20)
8:00 (+1:25)
8:05 (+1:30)
Eastbound
6:35
7:00 (+0:25)
8:45 (+2:10)
9:05 (+2:30)
9:10 (+2:35)
9:25 (+2:50)
Westbound
7:00
7:25 (+0:25)
7:55 (+0:55)
9:15 (+2:15)
9:20 (+2:20)
9:55 (+2:55)
Eastbound
4:00
4:00 (-)
4:00 (-)
4:20 (+0:20)
5:05 (+1:05)
5:00 (+1:00)
Westbound
4:55
5:00 (+0:05)
5:05 (+0:10)
5:15 (+0:20)
5:20 (+0:25)
5:45 (+0:50)
Eastbound
3:15
3:15 (-)
3:15 (-)
3:15 (-)
4:50 (+1:35)
4:45 (+1:30)
Westbound
4:30
4:30 (-)
4:30 (-)
5:20 (+0:50)
5:55 (+1:25)
5:40 (+1:10)
Victoria Street
Customs Street
Quay Street
9 Table 6: Inter Peak Journey Times
Base Case
Base Case + Bus Phase 1
Test 1
Test 2
Test 3
Test 4
Nelson Street/Hobson Street
Northbound
3:00
4:05 (+1:05)
4:10 (+1:10)
3:40 (+0:40)
3:40 (+0:40)
3:45 (+0:45)
Southbound
3:20
3:20 (-)
3:20 (-)
3:35 (+0:15)
3:25 (+0:05)
3:25 (+0:05)
Northbound
7:45
7:45 (-)
7:55 (+0:10)
8:45 (+1:00)
8:50 (+1:05)
8:20 (+0:35)
Southbound
7:45
7:45 (-)
7:45 (-)
10:20 (+2:35)
10:30 (+2:45)
8:50 (+1:05)
Queen Street
Table 7: Evening Peak Journey Times
Base Case
Base Case + Bus Phase 1
Test 1
Test 2
Test 3
Test 4
Wellesley Street Eastbound
8:40
10:30 (+1:50)
9:55 (+1:15)
8:25 (-0:15)
10:15 (+1:35)
10:15 (+1:35)
Westbound
8:05
9:05 (+1:00)
9:55 (+1:50)
10:25 (+2:20)
10:45 (+2:40)
11:00 (+2:55)
Eastbound
7:05
7:25 (+0:20)
10:35 (+3:30)
9:30 (+2:25)
10:00 (+2:55)
10:10 (+3:05)
Westbound
12:30
12:45 (+0:15)
12:40 (+0:10)
12:40 (+0:10)
13:20 (+0:50)
14:25 (+1:55)
Victoria Street
Customs Street
Eastbound
3:55
3:55 (-)
4:00 (+0:05)
4:30 (+0:35)
4:40 (+0:45)
5:15 (+1:20)
Westbound
5:40
5:50 (+0:10)
5:55 (+0:15)
5:55 (+0:15)
6:15 (+0:35)
6:25 (+0:45)
Eastbound
3:15
3:15 (-)
3:15 (-)
3:20 (+0:05)
4:15 (+1:00)
4:15 (+1:00)
Westbound
4:25
4:25 (-)
4:20 (-0:05)
5:10 (+0:45)
5:45 (+1:20)
5:20 (+0:55)
Quay Street
Nelson Street/Hobson Street
Northbound
4:55
5:00 (+0:05)
5:00 (+0:05)
5:10 (+0:15)
5:15 (+0:20)
5:25 (+0:30)
Southbound
9:40
9:00 (-0:40)
8:55 (-0:45)
9:00 (-0:40)
9:15 (-0:25)
9:55 (+0:15)
Northbound
9:55
10:00 (+0:05)
10:15 (+0:20)
10:50 (+0:55)
11:05 (+1:10)
10:05 (+0:10)
Southbound
11:40
11:30 (-0:10)
11:30 (-0:10)
13:10 (+1:30)
13:40 (+2:00)
12:35 (+0:55)
Queen Street
In general, no travel time increases over four minutes are predicted, with most increases being two minutes or less. The routes most affected are Victoria Street and Wellesley Street, which are directly affected by the pipe jacking work sites. Smaller increases are predicted on all of the routes assessed. Understandably, Quay Street and Customs Street are predicted to be most affected in scenarios where the Quay Street cycleway is under construction. Queen Street is most affected from Test 2 onwards, when bus lanes remove one lane of traffic from this route.
10 Notably, Nelson Street during the inter peak is predicted to be subject of delays of approximately one minute when the Nelson Street cycleway is under construction. Commuter peak delays on this route are however predicted to be negligible. Eastbound journey times on Wellesley Street during the evening peak are predicted to be variable between tested scenarios. Here, right turning traffic from Wellesley Street into Hobson Street and Mayoral Drive receive only short right turn lanes. While demand for these right turns varies only slightly between the various scenarios, in some cases the right turn queues are predicted to extend back into the single eastbound through lane, delaying through traffic.
4 SIGNAL PHASING 4.1 Pipe Jack Intersections The following tables document the signal phasing applied at the three intersections directly affected by the pipe jacking works, namely the Albert Street intersections with Victoria Street, Wellesley Street and Swanson Street.
11 Table 8: Signal Phasing – Albert Street and Victoria Street
Base Case and Bus Phase 1
Tests 1, 2, 3 and 4 2
Morning Peak
Barnes Dance
Inter Peak
Barnes Dance
Barnes Dance
Evening Peak
Barnes Dance
Barnes Dance
Barnes Dance
Table 9: Signal Phasing – Albert Street and Wellesley Street
Base Case, Bus Phase 1 and Test 1
Tests 2, 3 and 4 3 Slip Lane Phase
Morning Peak Slip Lane Phase
Barnes Dance
2
Southbound left turn into Victoria Street banned in Test 1 to allow site establishment
3
Southbound left turn into Wellesley Street banned in Test 2 to allow site establishment, and in Test 4 for disestablishment
12 Table 9: Signal Phasing – Albert Street and Wellesley Street
Base Case, Bus Phase 1 and Test 1
Tests 2, 3 and 4 3 Slip Lane Phase
Inter Peak Slip Lane Phase
Barnes Dance
Slip Lane Phase
Evening Peak Slip Lane Phase
Barnes Dance
Table 10: Signal Phasing – Albert Street and Swanson Street
Base Case, Bus Phase 1, Test 3 and Test 4
Morning Peak
Tests 1 and 2 North & south pedestrian phases
+ South ped phase
13 Table 10: Signal Phasing – Albert Street and Swanson Street
Base Case, Bus Phase 1, Test 3 and Test 4
Inter Peak
Evening Peak
Tests 1 and 2 North & south pedestrian phases
North & south pedestrian phases
+ South ped phase
+ South ped phase
The following tables document signal phase changes applied elsewhere within the city centre, as a result of background construction programmes.
14 Table 11: Signal Phasing – Halsey Street and Fanshawe Street
Base Case and Bus Phase 1
Test 1 and 4
Tests 2 and 3
(Halsey closed north of Fanshawe)
(Halsey open )
(Halsey open to buses only, Victoria to Fanshawe)
4
+ NE ped phase
Morning Peak
+ NE ped phase
Inter Peak
Same as Test 1
+ NE ped phase
Evening Peak
4
Except north of Gaunt Street, Test 1
15 Table 12: Signal Phasing – Fanshawe Street and Beaumont Street
Base Case, Bus Phase 1, Test 1 and Test 4 (Halsey open, Victoria to Gaunt)
Tests 2 and 3 (Halsey open to buses only, Victoria to Fanshawe; Two right turn lanes from SH1 off ramp into Beaumont)
Morning Peak
Inter Peak Cycle time extended to match Halsey Street intersection
Evening Peak
Table 13: Signal Phasing – Halsey Street, Victoria Street and Wellesley Street
Morning Peak
Base Case, Bus Phase 1, Test 1 and Test 4
Tests 2 and 3
(Halsey open, Victoria to Gaunt)
(Halsey open to buses only, Victoria to Fanshawe)
16 Table 13: Signal Phasing – Halsey Street, Victoria Street and Wellesley Street
Base Case, Bus Phase 1, Test 1 and Test 4
Tests 2 and 3
(Halsey open, Victoria to Gaunt)
(Halsey open to buses only, Victoria to Fanshawe)
Inter Peak Evening Peak Table 14: Signal Phasing – Customs Street and Queen Street
Base Case, Bus Phase 1 and Test 1
Tests 2 and 3
Test 4
(Bus Phase 2 in operation)
(Bus Phase 2 + CRL Britomart works) Barnes Dance
Morning Peak
Barnes Dance
Barnes Dance
Barnes Dance
Inter Peak Barnes Dance
Barnes Dance
17 Table 14: Signal Phasing – Customs Street and Queen Street
Base Case, Bus Phase 1 and Test 1
Tests 2 and 3
Test 4
(Bus Phase 2 in operation)
(Bus Phase 2 + CRL Britomart works) Barnes Dance
Evening Peak
Barnes Dance
Barnes Dance
Table 15: Signal Phasing – Customs Street and Commerce Street
Base Case, Bus Phase 1 and Test 1
Tests 2, 3 and 4 (Bus Phase 2 in operation)
Morning Peak
Barnes Dance
Inter Peak
Barnes Dance
Evening Peak
Barnes Dance
Barnes Dance
Barnes Dance
Barnes Dance
18 Table 16: Signal Phasing – Quay Street and Lower Albert Street
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Lower Albert in inter peak, shared right turn and through lane in commuter peaks; Double left turn into Quay in Test 4)
Morning Peak
Barnes Dance
Inter Peak
Barnes Dance
Evening Peak
Barnes Dance
Barnes Dance
Barnes Dance
Barnes Dance
Table 17: Signal Phasing – Quay Street and Queen Street
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turn filter into Queen during inter peak for construction traffic only; Shared right turn and through in commuter peaks)
Morning Peak Inter Peak Evening Peak
No change in phase times Barnes Dance
Barnes Dance
No change in phase times
19 Table 18: Signal Phasing – Quay Street and Commerce Street
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Commerce in inter peak, shared right turn and through lane in commuter peaks)
Morning Peak
No change in phase times
Inter Peak Evening Peak
No change in phase times
Table 19: Signal Phasing – Quay Street and Gore Street
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Gore in inter peak, shared right turn and through lane in commuter peaks)
Morning Peak
20 Table 19: Signal Phasing – Quay Street and Gore Street
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Gore in inter peak, shared right turn and through lane in commuter peaks)
Inter Peak
Evening Peak
Table 20: Signal Phasing – Quay Street and Britomart Place
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Britomart in inter peak, shared right turn and through lane in commuter peaks)
Morning Peak Inter Peak
No change in phase times
21 Table 20: Signal Phasing – Quay Street and Britomart Place
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Britomart in inter peak, shared right turn and through lane in commuter peaks)
Evening Peak
No change in phase times
Table 21: Signal Phasing – Quay Street and Tangihua Street
Base Case, Bus Phase 1, Test 1 and Test 2
Tests 3 and 4 (Quay Street Cycleway; Right turns banned into Tangihua in inter peak, shared right turn and through lane in commuter peaks)
Morning Peak Inter Peak Evening Peak
22 Table 22: Signal Phasing – Customs Street and Albert Street
Base Case, Bus Phase 1, Tests 1, 2 and 3
Test 4 (CRL Britomart works)
Morning Peak
Inter Peak
Evening Peak
23
5 EFFECTS OF TRIP SUPPRESSION Beginning with the current closure of Halsey Street between Fanshawe Street and Gaunt Street, and culminating with the major CRL construction phases, the city centre will be subject to multiple temporary road closures and restrictions over a period of several years. Given these conditions, some quantity of trip suppression can be expected, driven by a combination of mode shift away from private vehicle travel, shifting of trips from peak to off-peak times, diversion of non-essential trips away from the city centre, and other factors. Acknowledging this, a series of sensitivity tests has been run that assesses the traffic effects of supressed traffic on the pipe jacking Test 4. The sensitivity test has been run on this scenario, as this is the scenario with the greatest traffic impacts. The tests have been run by supressing 5%, 10% and 15% of all trips to and from zones bounded by the city’s motorway cordon. Through traffic on the motorway network and on other external routes has not been reduced. The results of the sensitivity tests, in terms of network travel times for general traffic and buses, are shown in Table 23. Note that the travel times shown are for all traffic collectively (buses, trucks and general traffic), and are represented in PCU-hours. Table 23: Network Wide Travel Times with Trip Suppression – All Traffic (pcu-hours)
Base Case
Test 4 No Trip Suppression
Test 4 5% Trip Suppression
Test 4 10% Trip Suppression
Test 4 15% Trip Suppression
Morning Peak
7,440
7,840
7,040
6,420
5,880
Inter Peak
4,710
5,000
4,710
4,450
4,230
12,290
13,610
11,940
10,700
9,580
Evening Peak
The above table indicates that overall travel times within the city centre are very elastic in relation to demand reductions. This is not unexpected given the generally congested nature of the city centre, where small increases or reductions in demand or supply can have disproportionate effects. In the evening peak in particular, a 5% demand reduction is predicted to result in a 12% travel time reduction overall, relative to Test 4 without any trip suppression. By comparing the network overall, the above table however hides local effects. To give a more complete picture of the expected effects, Table 24 to Table 26 below go on to present the modelled journey times on Victoria Street and Queen Street under each trip suppression scenario. Reporting has been limited to Victoria Street and Queen Street, acknowledging that these are the most significantly affected east-west and north-south routes, respectively.
24 Table 24: Morning Peak Journey Times with Trip Suppression
Base Case
Test 4 No Trip Suppression
Test 4 5% Trip Suppression
Test 4 10% Trip Suppression
Test 4 15% Trip Suppression
Eastbound
7:00
10:25 (+3:25)
10:20 (+3:20)
9:10 (+2:10)
8:45 (+1:45)
Westbound
8:35
11:30 (+2:55)
9:35 (+1:00)
9:00 (+0:25)
8:50 (+0:15)
Northbound
8:30
9:10 (+0:40)
8:40 (+0:10)
8:20 (-0:10)
8:05 (-0:25)
Southbound
8:10
8:20 (+0:10)
8:15 (+0:05)
8:10 (-)
8:10 (-)
Victoria Street
Queen Street
Table 25: Inter Peak Journey Times with Trip Suppression
Base Case
Test 4 No Trip Suppression
Test 4 5% Trip Suppression
Test 4 10% Trip Suppression
Test 4 15% Trip Suppression
Victoria Street Eastbound
6:35
9:25 (+2:50)
9:05 (+2:30)
8:40 (+2:05)
8:05 (+1:30)
Westbound
7:00
9:55 (+2:55)
9:20 (+2:20)
8:55 (+1:55)
8:30 (+1:30)
Northbound
7:45
8:20 (+0:35)
8:10 (+0:25)
8:00 (+0:15)
8:00 (+0:15)
Southbound
7:45
8:50 (+1:05)
8:35 (+0:50)
8:25 (+0:40)
8:20 (+0:35)
Base Case
Test 4 No Trip Suppression
Test 4 5% Trip Suppression
Test 4 10% Trip Suppression
Test 4 15% Trip Suppression
Eastbound
7:05
10:10 (+3:05)
9:05 (+2:00)
8:55 (+1:50)
8:40 (+1:35)
Westbound
12:30
14:25 (+1:55)
14:55 (+2:25)
10:50 (-1:40)
10:55 (-1:35)
Northbound
9:55
10:05 (+0:10)
9:20 (-0:30)
9:10 (-0:55)
8:50 (-1:15)
Southbound
11:40
12:35 (+0:55)
11:10 (-0:25)
10:15 (-1:15)
9:50 (-1:50)
Queen Street
Table 26: Evening Peak Journey Times with Trip Suppression
Victoria Street
Queen Street
The above tables demonstrate that the 5%, 10% and 15% trip suppression applied across the network is predicted to go some way towards mitigating the traffic effects of the various construction programmes across the city centre. The success of any trip suppression however will vary across the city centre network, depending on specific intersections, routes, and times of day. While trip suppression will likely improve the performance of the city centre network overall, delays on specific constrained corridors, such as Victoria Street, may well remain.
Reference: S:\atmp\032 CRL Lower Albert\TN4C150731 Pipe Jack Scenario Testing.docx - Michael Jongeneel
25 Table 27: Demand Flow Difference Plots (Compared to Base Case)
Test 1
Bus Phase 1
Morning Peak
Inter Peak
Evening Peak
26 Table 27: Demand Flow Difference Plots (Compared to Base Case)
Test 3
Test 2
Morning Peak
Inter Peak
Evening Peak
27 Table 27: Demand Flow Difference Plots (Compared to Base Case)
Test 4
Morning Peak
Inter Peak
Evening Peak
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 J – WOLFE STREET DIVERSION CONCEPT TRAFFIC MODELLING
Page J
technical note
PROJECT
CITY RAIL LINK
SUBJECT
LOWER ALBERT STREET CONSTRUCTION TESTS
TO
CHRIS BIRD (AT), MARCUS WILLIAMS (AECOM)
FROM
MICHAEL JONGENEEL
REVIEWED BY
IAN CLARK
DATE
11 JUNE 2015
1 INTRODUCTION The following technical note documents the traffic modelling undertaken of temporary traffic management measures proposed during the CRL Enabling Works, in response to a brief from Aecom dated 26 May 2015. The modelling has been carried out using the 2021 Auckland City Centre SATURN model, and compares four scenarios: Reference Case: The CRL Enabling Works, including:
Restricting Albert Street to a single lane in each direction, from north of Victoria Street to Customs Street
Permitting only left-in and left-out manoeuvres to/from Albert Street, over the above sections
Restricting each approach to the Albert Street/Customs Street/Fanshawe Street intersection to a single lane
Closing Lower Albert Street to southbound traffic, except for access
Closing Queen Street to all traffic, between Tyler Street and Galway Street, and
Opening Wolfe Street to two way access, between Albert Street and Federal Street.
Scenario 1: The CRL Enabling Works as above, plus:
Albert Street closed between Customs Street and Wolfe Street
The direction of traffic on Federal Street reversed between Wolfe Street and Fanshawe Street, and
The direction of traffic on Wolfe Street reversed between Hobson Street to Federal Street; the left turn from Wolfe Street onto Hobson Street would run during the pedestrian crossing phase on Hobson Street.
2 Scenario 2: As above, but with a bus only lane and a general traffic lane northbound on Lower Albert Street1 Scenario 3: As per Scenario 1, but with Wolfe Street exiting onto Fanshawe St through an additional signal phase. Additional modelling of the intersection of Quay Street and Lower Albert Street has been undertaken using SIDRA traffic modelling software.
2 MODEL OUTPUTS 2.1 Summary Statistics Table 1 presents the network wide travel times predicted for each modelled scenario during each peak hour. Little significance should be given to the absolute values of travel times, as these depend on the size of the network modelled. However the relative changes in travel times between the scenarios modelled gives an indication of the relative performance of each, from a traffic perspective. Table 1: Network Wide Travel Time (vehicle-hours)
Reference Case
Scenario 1
Morning Peak
7,390
7,300 (-90)
Evening Peak
12,210
12,150 (-60)
Scenario 2 7,300 (-90)2 12,150 (-60)
Scenario 3 7,250 (-140) 12,170 (-40)
In all three scenarios, overall travel times are predicted to improve slightly, relative to the Reference Case. Scenario 3 is predicted to result in the lowest travel time in the morning peak, while Scenarios 1 and 2 are predicted to do so in the evening peak.
2.2 Operation of Intersections 2.2.1 Wolfe Street/Hobson Street/Fanshawe Street Intersection Operation Modelled volume to capacity ratios for the intersection of Wolfe Street/Hobson Street/Fanshawe Street are shown in Table 2 below. A range of volume to capacity ratios are given for each modelled scenario, showing the ratios for the least and most saturated movement. Table 2: Wolfe Street/Hobson Street/Fanshawe Street Volume to Capacity Ratios
Reference Case
Scenario 1
Scenario 2
Scenario 3
Morning Peak
84% – 101%
79% – 99%
79% – 99%
82% – 98%
Evening Peak
73% – 99%
81% – 89%
81% – 89%
91% – 94%
1
In both scenarios 1 and 2 there would be an additional northbound lane on Lower Albert Street for buses using the bus stops 2 Actual modelled travel time predicted is 7,350 vehicle-hours, but the increase appears to be due to “model noise”. The total has been corrected to match that in scenario 1, as there are no significant changes in traffic patterns between the two tests.
3 All three scenarios are predicted to improve the operation of the above intersection, in both peak periods. The existing critical movement at this intersection is the left turn from Fanshawe Street (east) into Hobson Street, as this movement is held by the pedestrian phase on Hobson Street. Each scenario provides relief to this movement by allowing traffic from the streets bounded by Hobson Street, Fanshawe Street, Albert Street and Swanson Street to exit directly onto Hobson Street, bypassing the pedestrian crossing. Scenario 3 brings the above movement back into the intersection, and right turning traffic from Wolfe Street into Hobson Street must give way to (or wait for) the Hobson Street pedestrian phase. In the evening peak, a relatively high demand for this movement requires additional green time and is predicted to reduce the efficiency of the intersection, relative to Scenarios 1 and 2. Note that in the morning peak models, a relatively low cycle time of 87 seconds has been used, consistent with the validated average morning peak cycle time. It is reasonable to expect that, during periods of high demand, a longer cycle time would be applied and the resulting volume to capacity ratios would be lower than those shown.
2.2.2 Fanshawe Street/Customs Street/Albert Street Intersection Operation Modelled volume to capacity ratios for the intersection of Fanshawe Street/Customs Street/Albert Street are shown in Table 3 below. Table 3: Fanshawe Street/Customs Street/Albert Street Volume to Capacity Ratios
Reference Case3
Scenario 1
Scenario 2
Scenario 3
Morning Peak
89%
51% – 59%
51% – 59%
52% – 60%
Evening Peak
95% – 100%
67% – 72%
67% – 72%
62% – 68%
The intersection is predicted to operate at or very close to capacity in the Reference Case. Scenarios 1 to 3 however all close the Albert Street approach to this intersection, allowing greater green time to be allocated to east-west through movements. Similarly, allowing only north-south pedestrian phases at the intersection (as opposed to a Barnes Dance crossing which is assumed in the Reference Case) increases the green time available to east-west vehicle movements. Therefore, congestion at this intersection is predicted to reduce as a result of the closure, with travel reliability likely to improve. The Reference Case assumed a single eastbound approach lane at this intersection on Customs Street, shared by left turning and through traffic. In each of the three other scenarios, two lanes are assumed, one each for left turning and through traffic. This too is predicted to significantly improve the operation of this intersection in all three scenarios.
3
Excluding left turn from Albert Street to Fanshawe Street, which has a zero volume to capacity ratio
4
2.2.3 Quay Street/Lower Albert Street Intersection Operation In all modelled scenarios, the left turn from Lower Albert Street is predicted to operate at or close to capacity, with volume to capacity ratios between 83% and 93% (and with bus traffic accounting for approximately one third of this demand). SATURN is a strategic modelling tool, and somewhat coarse in its approach to modelling traffic queues. As a result, no bus travel time savings are predicted in the model as a result of the northbound bus lane on Lower Albert Street (Scenario 2). In reality however, this high level of saturation would cause some travel time unreliability, and there may be periods where the left turning queue extends back to Customs Street. If so, a northbound bus lane could be justified in order to improve bus travel time reliability. This issue has been explored by putting the forecasts from the SATURN model (an area wide model) into SIDRA (a model for assessing isolated intersections) - see Section 3 below.
2.3 Other Traffic Effects Scenarios 1 to 3 are all predicted to result in unusual traffic patterns for vehicles west of Albert Street accessing properties on the east side of Albert Street (between Mills Lane and Wyndham Street). The circuitous approaches (shown in Figure 1 below) are due to the reversal of traffic on Wolfe Street as well as the Albert Street construction works preventing traffic from crossing Albert Street between Wolfe Street and Victoria Street. This traffic pattern is predicted to put pressure on the Federal Street approach to Wolfe Street, but would be eliminated if Wolfe Street could be made two way along its full length (possible for Scenarios 1 and 2, which require only a single lane Wolfe Street approach to Hobson Street). Figure 1: Traffic Movements from West of Albert Street to East Side of Albert Street
Nonetheless, the above routes are an improvement on those in the Reference Case, where all traffic must approach the above properties from the east on Customs Street. For traffic approaching from Fanshawe Street and Nelson Street, this would require a significant detour.
5
3 FURTHER ASSESSMENT OF LOWER ALBERT STREET As noted in Section 2.2.3 above, SATURN cannot provide an assessment of the likely extent of queuing. Therefore, the operation of the Lower Albert Street/Quay Street intersection has been assessed using SIDRA. The forecast traffic flows turning out from Lower Albert Street into Quay Street are set out in Table 4. Table 4: Forecast Traffic Flows turning from Lower Albert Street into Quay Street (Scenario 2 volumes, vehicles/hour)
Left Turn
Right Turn
Buses
CRL Trucks
General Traffic
Buses
CRL Trucks
General Traffic
Morning Peak
30
20
138
0
0
199
Evening Peak
30
20
186
0
0
220
The results of the SIDRA assessment, in terms of predicted northbound queue lengths, are shown in Table 5. Table 5: Forecast Queue Lengths on Lower Albert Street (at Quay Street Intersection)
Scenario 1 (shared bus and general traffic lane)
Scenario 2 (separate bus and general traffic lanes)
Left Turn
Right Turn (two lanes)
Left Turn
Right Turn (two lanes)
Morning Peak
80 m
45 m
40 m
45 m
Evening Peak
140 m
45 m
50 m
45 m
Without the northbound bus lane (Scenario 1), the northbound left turn queue is predicted to extend up to 140 m in the evening peak. This exceeds the 30 m available within the short left turn lane, and will result in a combined left-turn and right-turn queue4 in the order of 170 m, exceeding the 125 m available to the Customs Street intersection. By comparison, in the scenario with a northbound bus lane (Scenario 2), the left turn queue is predicted to be 50 m, with a total northbound queue length in the order of 80 m. However, a key issue with the above test is that it assumes that the existing two right turn lanes are retained from Lower Albert Street into Quay Street (see Figure 2 below, left hand side). This in turn means that the bus lane would need to stop short of the Quay Street intersection. Furthermore, as identified in Table 4, while no buses are assumed to turn right from Lower Albert Street onto Quay Street, much of the general traffic is predicted to turn left, and this would require an awkward merge (of buses and general traffic) into the single left turn lane.
4
SIDRA assesses queuing within individual lanes only, and does not consider the effects of queues within short lanes extending back into shared approach lanes
6 As a result, the SIDRA models have been rerun with two left turn lanes (one for buses and one for general traffic) and a single right turn lane. This layout is shown on the right hand side of Figure 2 below, and the results of this test shown in Table 6. Figure 2: Intersection of Quay Street and Lower Albert Street, Test 2 Layout (left) and Revised Layout (right)
5
Table 6: Forecast Queue Lengths on Lower Albert Street (at Quay Street Intersection)
Scenario 2 (left diagram in Figure 2)
Test on alternative layout (right diagram in Figure 2)
Left Turn
Right Turn (two lanes)
Bus Left Turn
General Traffic Left Turn
Right Turn
Morning Peak
40 m
45 m
15 m
45 m
100 m
Evening Peak
50 m
45 m
20 m
85 m
140 m
The results indicate that the queue in the single right turn lane will extend back into Customs Street in the evening peak. These SIDRA tests are based on the forecast flows from SATURN and it is useful to consider what proportion of traffic predicted to use Lower Albert Street needs to be there. Therefore, Figures 3 and 4 below provide select link plots, showing the modelled origins and destinations of vehicles (excluding buses) using Lower Albert Street northbound.
5
In both cases, it is assumed that there will also be a bus stop lane, within Lower Albert Street, which will stop short of the intersection
7 6
Figure 3: Select Link of traffic using Lower Albert Street (Scenario 1, morning peak)
Figure 4: Select Link of traffic using Lower Albert Street (Scenario 1, evening peak)
6
The plots indicate that some through traffic (from Sturdee Street to Quay Street) is predicted to use Lower Albert Street in both modelled time periods, but particularly in the morning peak. During the evening peak, the model predicts a reasonable volume of traffic exiting the Downtown car park and then heading west or south, via Lower Albert Street. This traffic would appear to have a legitimate reason to use Lower Albert Street, but other traffic should probably bypass the street, eg by using Lower Hobson Street.
6
Select link plot excludes buses and CRL trucks on Lower Albert Street
8 The above assessment appears to support the proposed northbound bus lane, which would allow buses to bypass much of the northbound queue within Lower Albert Street. However, if space is at a premium, and the space is critically needed for construction yard purposes, then it may be preferable to concentrate on eliminating as much through traffic from Lower Albert Street as possible, by “local access only” signage, possibly by active monitoring and active management, and by minimising the green time for traffic turning right from Lower Albert Street (and maximising the green time for eastbound through traffic on Quay Street). An alternative to the above would be a ban on traffic turning left from Customs Street into Lower Albert Street. This has not been specifically tested, as it appears to be contrary to condition 27.1 (d). That condition actually related to the period over which the intersection of Customs Street/Albert Street is otherwise fully closed, and also the condition did not refer to whether the left turn into Lower Albert Street needed to be retained for all traffic or whether bus only would be sufficient, but the intention was to retain local accessibility.
4 CONCLUSIONS The conclusions are as follows: Tests on using Wolfe Street and lower Federal Street
Closing Albert Street between Wolfe Street and Customs Street (Tests 1 to 3) is predicted to improve the operation of the Albert Street/Customs Street intersection, compared to the Reference Case
Similarly, reversing the direction of portions of Wolfe Street and Federal Street (Tests 1 to 3) is predicted to improve the operation of the intersection of Hobson Street/Fanshawe Street/ Wolfe Street, compared to the Reference Case, if only a left turn is allowed, from Wolfe Street to Hobson Street
Allowing through movements out of Wolfe Street into Fanshawe Street (Test 3) is predicted to result in mixed effects. While there appears to be adequate capacity at the intersection to allow this additional signal phase, it adversely affects the operation of the other (busier) approaches
There may be benefit in allowing two way traffic operation on all of Wolfe Street, to provide better access to properties on the east side of Albert Street. This would not however be compatible with Test 3, which requires a second westbound lane on Wolfe Street on the approach to Hobson Street.
It should be noted that this technical note only considers traffic operational issues. It has not addressed any planning/legal issues relating to the consistency of the proposals for Wolfe and Federal Street with the City Rail Link conditions. Nor has it considered any issues relating to the environmental effects of increases in traffic on Wolfe and Federal Street.
9 Tests on using Lower Albert Street
There appears to be merit in providing a northbound bus lane on Lower Albert Street. However, this would require a change in the road layout approaching Quay Street, to two left turn lanes and one right turn lane, which will then extend the queue for right turning traffic
However, the model suggests that Lower Albert Street may be used by through traffic which does not need to be there. If space within Lower Albert Street is at a premium, and the space is critically needed for construction yard purposes, then it may be preferable to concentrate on eliminating as much through traffic from Lower Albert Street as possible, by “local access only” signage, possibly by active monitoring and active management, and by minimising the green time for traffic turning right from Lower Albert Street (and maximising the green time for eastbound through traffic on Quay Street).
Reference: S:\atmp\032 CRL Lower Albert\TN1B150611.docx - Michael Jongeneel
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 K – CRL MAIN WORKS TRAFFIC MODELLING REPORT (REV 2)
Page K
Auckland CRL Enabling Works 23-Nov-2015
City Rail Link Enabling Works Traffic Modelling Albert Street Tunnel & Britomart Underpinning Scenario Testing
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\CRL main enabling works Report\CRL EW main_ModellingReport-Rev2-V3.docx Revision A – 23-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
City Rail Link Enabling Works Traffic Modelling Albert Street Tunnel & Britomart Underpinning Scenario Testing
Client: Auckland Transport ABN: N/A
Prepared by AECOM New Zealand Limited 8 Mahuhu Crescent, Auckland 1010, PO Box 4241, Auckland 1140, New Zealand T +64 9 967 9200 F +64 9 967 9201 www.aecom.com
23-Nov-2015
Job No.: 60344327
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AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Quality Information Document
City Rail Link Enabling Works Traffic Modelling
Ref
60344327
Date
23-Nov-2015
Prepared by
Sebastian Lourdusamy, Michelle Ye
Reviewed by
Andrew Foy
Revision History Authorised
Revision Date
Details
A
13-Nov-2015
B
23-Nov-2015
Revision
Name/Position
Signature
For issue to client
Marcus Williams – CRL ECI Phase Traffic Manager
Original signed
For re-issue to client
Marcus Williams – CRL ECI Phase Traffic Manager
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Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Table of Contents 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0
Overview Model and Software Version Control Modelling to date Rev2 C2 SP1 Modelling Scenarios Construction Trucks Signal Phasing and Node Graphic Traffic Flow Difference Plots Network Statistics Travel Times Travel Times for Consent Conditions Sensitivity Analysis of Construction Truck Volumes Conclusions
1 1 1 2 3 4 4 5 6 12 13 15
Appendix A Details of PJ 4a Scenario
A
Appendix B Construction Truck Routes and Frequencies
B
Appendix C Development Programme for Construction Works
C
Appendix D Base Case Flow Plots and Scenario Flow Difference Plots
D
Appendix E Travel Time Bar Graphs
E
Appendix F Travel Time and Volume Graphs
F
Appendix G Signal Phasing & Node Graphics
G
Appendix H Intersection VC Plots
H
Appendix I Travel Times against Observed Travel Times
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Overview
The purpose of this report is to document the outputs of traffic modelling tests undertaken to replicate the proposed temporary traffic management associated with the construction that involves cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1). The scenarios tested are therefore for periods after 2 May 2016. A report from AECOM, dated 11 September 2015, reports on the revised modelling tests of the proposed temporary traffic management associated with the pipe jacking works that are based on the original SATURN model provided by Flow. The revised modelling tests were based on the existing 2021 Auckland City Centre SATURN model (AM, Interpeak and PM peak periods), consistent with previous traffic modelling of the project for consent and as used for initial SP2 pipe jack TTMP planning and assessment. This report summarises the outputs for the updated modelling tests undertaken for each scenario that includes traffic management during construction for cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1). The revised Pipe Jacking Test 4a model (from September 2015 – Rev1 SATURN Model) was used to create models for each scenario. The travel times reported are average travel times over a one hour period.
2.0
Model and Software Version Control
As per report dated 11 September 2015, to ensure consistency in calibration and comparisons the same software version has been used for traffic assignment. SATURN version 11.2.05 is used for all model assignments. Prior to undertaking the Rev1 scenario tests for revised SP2 pipe jack TTMP planning and assessment, a complete set of results for Rev0 was created and compared to previously assigned networks. This confirmed that acceptably consistent model outputs were generated.
3.0
Modelling to date
The modelled scenarios to date are: ·
July 2015 - Rev0 modelling to test the proposed temporary traffic management associated with the pipe st jacking works within Auckland’s city centre (technical note, 31 July 2015).
·
September 2015 - Rev1 modelling to report on the revised modelling tests for the proposed temporary th traffic management associated with the pipe jacking works within Auckland’s city centre (report, 11 September 2015).
·
Early November 2015 – Rev1 C2 SP1 to report on traffic management operations during construction for proposed cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1).
·
Late November 2015 – Rev2 C2 SP1 with updates to Rev1 C2 SP1 (summarised in this report). The Rev2 C2 SP1 models have been updated prior to issue to include: o o o o
o o
o
Addition of construction traffic and controls associated with the New Zealand International Convention Centre, NDG Auckland Centre 1 Mills Lane developments. Refined tunnel works sequencing. Lower Albert / Quay Street intersection with a kerbside bus only lane, shared left and right middle lane and right turn only outside lane at the southern leg. Existing lane arrangement for Quay Street retained between Lower Queen and Commerce streets in all periods, i.e. there is separated right turn bays into Queens Wharf (WBD) and Commerce St (EBD) and the cycleway will be off-road. Quay Street cycleway modelled as per th consultation plans supplied by Auckland Transport dated 19 November 2015. Tyler Street one way direction reversed for Scenario 6a, 7a and 8a. Construction trucks not allowed to turn right from Quay Street into Lower Queen St during the PM peak. General traffic wanting to access the properties on Tyler St will still be able to do this. All Precinct and C1 trucks were routed to access the worksite from the east during the PM peak via Quay Street. Construction trucks travelling into Mills Lane during the PM peak will access via Beach Road for Scenario 8a.
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Rev2 C2 SP1 Modelling Scenarios
Five Scenarios (4d, 5a, 6a, 7a and 8a) have been modelled to include the traffic management proposed during construction for cut and cover works along Albert Street (C2-SP1) and Britomart / CPO works (C1). The scenarios include proposed CBD developments, Auckland Transport and Auckland Council projects, CRL pipe jack works (C2-SP1) and CRL Britomart/ CPO works. The revised Pipe Jacking Test 4a model is used as a basis to create models for each scenario and includes: ·
CRL Pipe jack works - Construction at Victoria main shaft, Swanson Shaft and Wellesley shaft. OMS shaft works complete but interim lane arrangement in place due to Victoria main shaft works
·
Public transport changes - Phase 1 and Phase 2 PT changes in place
·
Nelson Street cycleway - Stage 1 operational and construction of Stage 2
·
CRL cut and cover trenching works - Enabling works at Albert / Customs consisting of the removal of one WBD through lane and the OMS work site works complete, and the interim two-lane traffic arrangement in place. East-west lanes at the Customs / Albert intersection reduced to a single through and left turn lane with NBD traffic on Albert diverted to Customs Street and Hobson Street by reversal of Wolfe Street (Wolfe Street reversal in scenarios 4d and 5a only).
·
CRL Britomart and Precinct works
The details on the network operations of PJ 4a are provided in Appendix A. The modelled scenarios are as follows: ·
Scenario 4d (TMP Stage 1): Represents the traffic conditions at the commencement of piling for cut and cover works along Albert Street (C2-SP1). o o o o o o o o o o
·
Scenario 5a (TMP Stage 3): Represents the period that has greatest traffic restrictions due to piling for cut and cover works along Albert Street (C2-SP1) and is the same as Scenario 4d with the following changes. o o o
·
Albert Street north and south approach reduced to single lanes Victoria 2 shaft open (OMS) and, therefore, a single lane for Victoria Street east approach Increase Customs Street east approach to two lanes Increase Customs Street west approach to two lanes Remove Wyndham Street east approach closure Wyndham Street east and west approach reduced to single lanes Albert Street southbound traffic to use service lane between Wyndham and Victoria Street Additional through phase at Hobson / Wellesley Street intersection for construction trucks Albert / Quay Street intersection with a kerbside bus only lane, shared left and right middle lane and right turn only outside lane at the southern leg Existing lane arrangement retained between Lower Queen and Commerce streets in all periods, i.e. there are separated right turn bays into Queens Wharf (WBD) and Commerce St (EBD) and the cycleway will be off-road
Reduce Customs Street east approach to a single lane Both Wyndham Street east and west approach closed Albert Street southbound traffic not on service lane between Wyndham and Victoria Street
Scenario 6a (TMP Stage 8): Represents the period that has greatest traffic restrictions due to piling for cut and cover works along Albert Street (C2-SP1) and is the same as Scenario 5a with the following changes. o o o o o o o o o
Albert Street south approach to Customs Street open to left turn only traffic Customs Street west approach reduced to a single lane Wolfe Street diversion removed, modelled as existing one way, but left out only Wyndham Street east and west approaches open to traffic, but left in left out only Swanson Street east approach open to traffic Left in left out for the Albert / Swanson Street and Albert / Wyndham Street intersections Tyler Street one way direction reversed Victoria Street shaft 2 (OMS) removed Albert Street southbound traffic to use service lane between Wyndham St and Victoria Street
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Scenario 7a (TMP Stage 10): Represents the period where piling is complete, and the trench along Albert Street (C2-SP1) restricts east-west traffic movements between Customs Street and Wyndham Street and is the same as Scenario 6a with the following changes. o o o o o o
·
Albert Street south approach to Customs Street open to left, through and right turn traffic Customs Street west and east approach to two lanes Mills Lane approach closed, left in from Albert Street only Swanson Street east left out into Albert Street only, i.e., no vehicles left in from Albert St Left in left out for the Swanson Street west approach, Albert / Wyndham Street and Wolfe / Albert Street Intersections Wellesley / Albert Street intersection works complete shaft removed and Barnes Dance phase removed to alleviate corridor congestion by green time reallocation.
Scenario 8a (TMP Stage 10): Represents the long-term traffic conditions that will exist with the trench and service lanes in place. It is the same as scenario 7a but with the PT phase 1 scenario at Albert Street / Victoria Street intersection without a Barnes Dance phase. PT phase 1 is the scenario representing approximately October 2015 traffic conditions, following the first phase of bus priority measures intended to mitigate the effects of the CRL construction.
The period after the completion of the Albert Street works has not been modelled as it will be clearly much improved. Key features during this non-modelled period include the permanent lane reductions for bus and cycle lanes, reduced Albert Street lanes for the urban design (TBC), new bus routes (TBC), C1 Britomart works and the private development traffic.
5.0
Construction Trucks
The model includes truck traffic from a number of construction projects occurring in the model area. The construction truck volumes and routes are shown in Appendix B. The following parameters and assumptions were used to model the construction trucks: ·
Construction trucks were not allowed to turn right from Quay Street into Lower Queen St during the PM peak. General traffic wanting to access the properties on Tyler St will still be able to do this. All Precinct and C1 trucks were routed to access the worksite from the east during the PM peak via Quay Street.
·
Construction trucks travelling into Mills Lane during the PM peak will access via Beach Road for Scenario 8a.
·
Daily construction truck volumes are distributed evenly across a working day of 10 hours. A range of sizes of construction trucks is expected to operate during construction.
·
A factor of 2 was used to convert heavy truck vehicles into PCU’s (average of regional truck fleet) that is consistent with original assessment. Using a factor of 3 is expected to have marginal impact on the model outputs.
·
Construction trucks from SP2 of CRL C2 were not included. It was assumed that due to their low truck volumes, these would not have any noticeable impact.
·
Construction trucks for other CBD developments, Auckland Transport and Auckland Council projects, as well as CRL pipe jack works (C2-SP1), are included.
·
Where there were multiple routes to one construction site, the model assumes an even split in traffic volumes. The one exception to this is the Sky City Convention Centre construction site, where it was assumed that half the construction traffic would use the eastern entrance, and a quarter would use each of the western and southern entrances.
·
Although modelled as fixed flows like buses, construction trucks are assigned to general traffic and not bus lanes.
The development programme for the construction works is provided in Appendix C.
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Signal Phasing and Node Graphic
The signal phasing and node graphics for the C2 SP1 intersections affected by the cut and cover works are provided in Appendix G, for the following intersections. ·
Albert Street / Customs Street
·
Albert Street / Wolfe Street
·
Albert Street / Swanson Street
·
Albert Street / Wyndham Street
·
Albert Street / Victoria Street
·
Albert Street / Wellesley Street
·
Hobson Street / Wellesley Street
·
Victoria Street / Federal Street
·
Halsey Street / Fanshawe Street
·
Quay Street / Commerce Street
·
Lower Albert Street / Quay Street
·
Queen Street / Quay Street
·
Gore Street / Quay Street
·
Commerce Street / Quay Street
·
Queen Street / Tyler Street
·
Commerce Street / Tyler Street
The volume capacity plots for nodes within the network for all scenarios are provided in Appendix H.
7.0
Traffic Flow Difference Plots
The traffic flow difference plots for C2 SP1 models are provided in this report. The plots illustrate the predicted traffic effects of the various scenarios assessed, by comparing the modelled traffic flows of each C2 SP1 scenario with those of the Rev1 Base Case. All scenarios display redistributions when compared to the Rev1 Base Case. Based on our model outputs, there are: ·
Reduced traffic on Albert Street due to reducing the north and south approach to single lanes during all peak periods, for all scenarios
·
Increased traffic on Nelson Street and Hobson Street due to lane reduction on Albert Street during all peak periods, for all scenarios
·
Reduced traffic on Quay Street due to increasing capacity on the east and west approach of Customs Street during all peak periods, for all scenarios
·
Custom Street typically decreases in traffic volume although there are some increases when capacity increases through phase reductions
·
Reduction in traffic on Wyndham Street due to approach closures and left restrictions during all peak periods
·
A similar pattern of traffic redistribution observed for Scenario 7a and 8a
·
Increased pressure on the motorway network for all scenarios during the evening peak period due to northbound traffic rerouting to the port onramp from Tamaki Drive and the eastern parts of the CBD.
Flow difference plots comparing the modelled traffic flows of each scenario with the Rev1 Base Case are provided in Appendix D. These plots show the traffic redistribution. Note that the scale used is greater than that used by Flow consultants.
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8.0
Network Statistics
Network statistics provide a comparative base from which to understand how changes impact on overall travel and include the sum effect of changes on local and other roads not reported on otherwise. Network travel times and distances for each scenario have been extracted for general traffic, construction trucks and buses. Increases in person hours travelled indicate increased congestion or that people are taking a different route and travelling further. Increases in the total kilometres travelled indicate that people are changing routes to avoid congestion. Little weight should be given to the absolute values presented in Table 1 and Table 2 as the total travel times and distances are largely dependent on the size of the network modelled. The statistics, however, provide an indicative measure of the potential disruption to traffic caused by each modelled scenario, relative to each other. Table 1 shows the network wide travel times and travel distances for the modelled scenarios for general traffic. These summary statistics are compared to the revised Rev1 Base Case. The travel time and travel distance presented are in the same format as Rev1 outputs. Travel times in person-hours are calculated by using 1.2 persons per vehicle and bus occupancy of 30 people. This provides consistency with earlier reports. Table 1
Summary Statistics – C2 SP1 General Traffic
C2 SP1
Rev 1 Base Case
Scenario 4d
Scenario 5a
Scenario 6a
Scenario 7a
Scenario 8a
Travel Time (person-hours) Morning Peak
8,960
10,080 (+1,120)
10,290 (+1,330)
10,370 (+1,410)
10,000 (+1,040)
9,340 (+390)
Interpeak
5,630
6,220 (+580)
6,790 (+1,160)
6,510 (+870)
6,340 (+710)
6,020 (+380)
Evening Peak
14,690
17,920 (+3,230)
18,380 (+3,690)
18,450 (+3,760)
17,730 (+3,040)
17,040 (+2,350)
Travel Distance (vehicle-km) Morning Peak
177,380
179,750 (+2,370)
180,220 (+2,840)
181,170 (+3,790)
180,170 (+2,790)
179,280 (+1,900)
Interpeak
144,910
147,630 (+2,730)
147,790 (+2,880)
149,040 (+4,130)
148,350 (+3,440)
147,470 (+2,570)
Evening Peak
195,600
200,500 (+4,900)
200,840 (+5,240)
201,830 (+6,230)
200,200 (+4,600)
199,350 (+3,750)
All scenarios are predicted to have large impacts on the general traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. No improvement in travel times is predicted due to the reduction of Albert Street north and south approach to single lanes, and overall reduction in lane capacity due to replacement with cycle and bus lanes. Scenario 5a and 6a are predicted to result in a relatively large increase in travel time which represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 8a performs better when compared to scenario 5a and 6a as it represents the period where piling is complete. All scenarios are predicted to travel longer distances when compared to the Rev1 Base Case. Scenario 5a and 6a are predicted to result in a relatively large increase in travel distance that represents the greatest traffic restrictions due to piling for cut and cover works along Albert Street. Scenario 8a results in the lowest increase in travel distance as they represent the period where piling, Victoria Street and Wellesley Street works are complete. It should be noted that all periods improve in scenario 8a when the pipe jack works are complete and the constraints on Victoria Street and Wellesley Street are removed. This improvement is muted by the permanent lane reduction to accommodate bus lanes however.
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Table 2
Summary Statistics – C2 SP1 Buses and Construction Trucks
C2 SP1
Rev 1 Base Case
Scenario 4d
Scenario 5a
Scenario 6a
Scenario 7a
Scenario 8a
Travel Time (person-hours) Morning Peak
4,220
5,390 (+1,170)
5,660 (+1,430)
5,860 (+1,630)
5,670 (+1,440)
5,420 (+1,200)
Interpeak
1,810
2,700 (+890)
2,820 (+1,010)
3,040 (+1,230)
3,000 (+1,190)
2,860 (+1,050)
Evening Peak
4,940
7,820 (+2,880)
8,160 (+3,230)
8,350 (+3,410)
7,630 (+2,690)
7,630 (+2,690)
Travel Distance (vehicle-km) Morning Peak
2,240
2,950 (+710)
2,990 (+760)
3,190 (+950)
3,190 (+950)
3,190 (+950)
Interpeak
1,100
1,880 (+780)
1,930 (+830)
2,120 (+1,020)
2,120 (+1,020)
2,120 (+1,020)
Evening Peak
2,250
2,990 (+740)
3,030 (+780)
3,230 (+980)
3,090 (+830)
3,240 (+980)
Table 2 shows the network wide travel times and travel distances for the modelled scenarios, for buses and construction trucks. All scenarios are predicted to have large impacts on the buses and construction traffic with no improvement in network wide travel times when compared to the Rev1 Base Case. Bus travel times and distances are predicted to increase for all scenarios due to the removal of bus lanes and reduction of Albert Street north and south approach to single lanes. Scenario 8a performs better for buses and construction traffic when compared to scenario 5a, 6a and 7a as it represents the period where piling Victoria and Wellesley Street works are complete. The increases seen are primarily due to the addition of construction trucks rather than bus changes. Based on our revised model outputs, we note the following: ·
No significant difference in travel times and travel distances between scenarios 5a and 6a
·
Significant increase in travel times and travel distances for all scenarios when compared to the Rev1 Base Case
·
Significant increase in travel times for buses predicted for all scenarios when compared to the Rev1 Base Case
·
No significant difference in travel times and travel distances predicted between scenarios 7a and 8a
·
Scenario 8a performs better for general traffic, buses and construction traffic when compared to scenario 5a and 6a as it represents the period where piling and the pipe jack works are complete.
9.0
Travel Times
Travel times along key routes associated with the consent conditions have been extracted from the model. These travel times provide average travel times over an hour period. As an average, these figures will under-represent th the travel time when compared to more common engineering measures such as the 85 percentile and maximum travel time. It is also noted that the model is based on annual dates and does not represent yearly or major event high downward periods. The ten routes assessed are as follows. ·
Route 1: Wellesley Street between Victoria Street and Princes Street
·
Route 2: Victoria Street between Wellesley Street and Princes Street
·
Route 3: Customs Street/Fanshawe Street between Nelson Street and Tangihua Street
·
Route 4: Quay Street and Lower Hobson Street between Fanshawe Street and Tangihua Street
·
Route 5: Nelson Street/Hobson Street between Pitt Street and Fanshawe Street
·
Route 6: Queen Street between Mayoral Drive and Customs Street
·
Route 7: New North Road/Symonds Street between Dominion Road and Newton Road
·
Route 8: Mount Eden Road between Symonds Street and Enfield Street
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·
Route 9: Khyber Pass Road between SH 1 motorway ramps and Symonds Street
·
Route 10: Newton Road between SH 16 on ramps and Symonds Street
The NoR defines the Mount Eden Road route between Symonds Street and Normanby Road. The SATURN model does not extend beyond Enfield Street and only covers approximately a third of the Mount Eden Road. However, traffic using the route via Mount Eden Road is expected to have no significant difference in travel time and flows between scenarios as Mount Eden Road is located far (approximately three kilometres) from the construction site with no alternate route to the city centre. Figure 1 shows the travel time routes. The levels of impact1 and forecast changes in travel times are colour coded as shown in Table 3. Travel time plots comparing the modelled scenario for the ten key routes are provided in Appendix E. Table 3
Colour Scale for Changes to Travel Times
Level of Impact
Travel Time Increases
Travel Time Reductions
Negligible
Increases under 30 seconds
Reductions under 30 seconds
Minor
Increases between 30 seconds and 60 seconds
Reductions between 30 seconds and 60 seconds
Major
Increases between 60 seconds and 120 seconds
Reductions between 60 seconds and 120 seconds
Significant
Increases over 120 seconds
1
an arbitrary definition used to express the level of impact
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Figure 1
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Travel Time Routes
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Table 4 to Table 6 present the revised modelled travel times for the ten routes assessed. Table 4
Average Rev2 Morning Peak Travel Times (seconds)
Route (Direction) Base Case Scenario 4d Scenario 5a Scenario 6a Wellesley 550 560 560 380 Street (EBD) (+170) (+180) (+190) Wellesley 560 600 590 390 Street (WBD) (+170) (+210) (+200) Victoria Street 630 660 670 400 (EBD) (+230) (+260) (+270) Victoria Street 610 710 610 450 (WBD) (+160) (+260) (+160) Customs Street 290 290 320 210 (EBD) (+80) (+80) (+110) Customs Street 330 500 370 290 (WBD) (+50) (+220) (+90) Quay Street 240 230 250 180 (EBD) (+60) (+50) (+70) Quay Street 310 380 340 280 (WBD) (+40) (+100) (+70) Nelson Street 410 430 430 340 (NBD) (+80) (+100) (+90) Hobson Street 320 320 310 250 (SBD) (+80) (+70) (+60) Queen Street 540 510 530 500 (NBD) (+40) (+10) (+30) Queen Street 590 500 540 480 (SBD) (+110) (+20) (+60) New North 190 190 190 190 Road (NBD) New North 150 150 150 150 Road (SBD) Mt Eden Road 120 120 110 120 (NBD)* Mt Eden Road 40 40 40 40 (SBD)* Khyber Pass 130 130 130 130 Road (EBD) Khyber Pass 120 120 120 120 Road (WBD) Newton Road 280 290 300 270 (EBD) (+10) (+20) (+40) Newton Road 140 140 140 140 (WBD) *The SATURN model only covers the northern half of the Mt Eden Road route
Scenario 7a 480 (+100) 530 (+140) 670 (+270) 580 (+120) 330 (+120) 350 (+60) 250 (+70) 320 (+50) 370 (+40) 290 (+50) 540 (+40) 570 (+90)
Scenario 8a 450 (+70) 440 (+50) 460 (+60) 500 (+50) 320 (+110) 330 (+50) 250 (+70) 320 (+50) 350 (+20) 280 (+30) 500 620 (+140)
190
190
150
150
120
110
40
40
130
130
120
120
300 (+40)
300 (+30)
140
140
Based on model outputs for the morning peak: ·
A significant increase in travel time for Wellesley and Victoria Street for scenarios 4d, 5a, 6a and 7a that are directly affected by pipe jacking work sites and cut and cover works along Albert Street.
·
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.
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Table 5
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Average Rev2 Interpeak Travel Times (seconds)
Route (Direction) Base Case Scenario 4d Scenario 5a Scenario 6a Wellesley 410 420 420 350 Street (EBD) (+60) (+70) (+70) Wellesley 470 490 490 380 Street (WBD) (+90) (+110) (+100) Victoria Street 630 640 640 380 (EBD) (+250) (+260) (+260) Victoria Street 570 680 570 390 (WBD) (+180) (+290) (+180) Customs Street 270 270 290 240 (EBD) (+30) (+30) (+50) Customs Street 340 520 380 290 (WBD) (+50) (+230) (+90) Quay Street 250 250 260 200 (EBD) (+60) (+60) (+60) Quay Street 320 410 380 270 (WBD) (+50) (+140) (+110) Nelson Street 250 260 250 180 (NBD) (+70) (+80) (+70) Hobson Street 220 220 210 200 (SBD) (+20) (+20) (+20) Queen Street 520 510 520 460 (NBD) (+60) (+50) (+60) Queen Street 610 540 560 460 (SBD) (+150) (+80) (+100) New North 130 130 130 130 Road (NBD) New North 140 140 140 140 Road (SBD) Mt Eden Road 80 80 80 80 (NBD)* Mt Eden Road 50 50 50 50 (SBD)* Khyber Pass 110 120 120 120 Road (EBD) Khyber Pass 130 130 140 130 Road (WBD) Newton Road 180 180 180 180 (EBD) Newton Road 170 170 160 160 (WBD) (+10) (+10) *The SATURN model only covers the northern half of the Mt Eden Road route
Scenario 7a 400 (+50) 410 (+30) 650 (+270) 570 (+180) 310 (+80) 350 (+60) 270 (+70) 350 (+80) 240 (+60) 210 (+20) 540 (+80) 640 (+190)
Scenario 8a 380 (+40) 400 (+20) 430 (+50) 430 (+30) 290 (+60) 330 (+40) 260 (+60) 350 (+80) 230 (+50) 210 (+10) 510 (+50) 630 (+180)
130
130
140
140
80
80
50
50
120
120
130
130
180 (+10)
180 (+10)
160
160
Based on the model outputs for the interpeak the following can be observed: ·
A significant increase in travel time for Victoria Street for scenarios 4d, 5a, 6a and 7a that are directly affected by pipe jacking work sites and cut and cover works along Albert Street.
·
Traffic using Wellesley Street has an increase of 70 to 110 seconds for scenarios 4d, 5a and 6a. No significant increase in travel time for scenarios 7a and 8a.
·
Traffic using Queen Street Southbound has an increase of 80 to 190 seconds for all scenarios.
·
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.
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Table 6
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Average Rev2 Evening Peak Travel Times (seconds)
Route (Direction) Base Case Scenario 4d Scenario 5a Scenario 6a Wellesley 730 720 710 520 Street (EBD) (+210) (+200) (+180) Wellesley 770 790 790 470 Street (WBD) (+310) (+320) (+330) Victoria Street 710 790 790 410 (EBD) (+300) (+380) (+380) Victoria Street 840 1,100 1,010 680 (WBD) (+160) (+420) (+330) Customs Street 280 280 330 230 (EBD) (+40) (+40) (+90) Customs Street 410 570 460 330 (WBD) (+80) (+240) (+130) Quay Street 240 250 270 190 (EBD) (+50) (+50) (+80) Quay Street 280 320 300 270 (WBD) (+10) (+60) (+30) Nelson Street 370 410 390 290 (NBD) (+80) (+120) (+100) Hobson Street 840 870 830 560 (SBD) (+270) (+310) (+270) Queen Street 640 650 640 590 (NBD) (+50) (+50) (+50) Queen Street 890 940 880 680 (SBD) (+210) (+260) (+200) New North 210 210 210 210 Road (NBD) (-10) (-10) New North 150 150 150 150 Road (SBD) Mt Eden Road 140 140 140 140 (NBD)* Mt Eden Road 60 60 60 60 (SBD)* Khyber Pass 140 140 140 140 Road (EBD) Khyber Pass 170 170 170 170 Road (WBD) (+10) Newton Road 160 170 170 160 (EBD) (+10) (+10) (+10) Newton Road 240 240 200 190 (WBD) (+50) (+50) (+10) *The SATURN model only covers the northern half of the Mt Eden Road route
Scenario 7a 770 (+250) 640 (+180) 910 (+500) 830 (+150) 330 (+100) 370 (+50) 270 (+80) 280 (+20) 360 (+70) 750 (+190) 610 (+20) 770 (+90) 210
Scenario 8a 780 (+260) 500 (+30) 470 (+60) 800 (+120) 300 (+70) 360 (+30) 260 (+70) 280 (+20) 330 (+40) 710 (+150) 610 (+10) 800 (+120) 260 (+50)
150
150
140
140
60
60
140
140
170
160
170 (+10)
170 (+10)
190
190
Based on the model outputs for the evening peak the following can be observed: ·
Victoria Street east and west and Wellesley Street westbound are the worst affected routes in scenarios 4d, 5a, 6a and 7a with a significant increase in travel time of 150 to 500 seconds. Wellesley Street westbound has an increase of 180 to 330 seconds for scenarios 4d, 5a, 6a and 7a. Travel time along Wellesley Street eastbound direction varies between 180 to 250 seconds for all scenarios.
·
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.
·
Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and increased in travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street.
·
Traffic using Nelson Street northbound will have an increase in travel time from 80 to 120 seconds for scenarios 4d, 5a, 6a and 7a.
·
Traffic using Hobson Street southbound will have an increase in travel time from 120 to 260 seconds for all scenarios.
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·
Traffic using Quay Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time.
·
Scenario 8a operates with lower travel time when compared to scenario 4d, 5a, 6a and 7a as it represents the period where piling is complete.
As expected, analysis of the travel time along the city centre routes show that the biggest delay on both the Wellesley Street and Victoria Street routes occurs at the intersection with Albert Street. Figure 2 displays an example of the delay caused by Albert Street when travelling westbound along Wellesley Street and eastbound along Victoria Street during the evening peak period. Scenarios 4d, 5a, 6a and 7a experience excessive delays at the Wellesley / Albert Street and Victoria / Albert Street intersection. The delays at the other intersections along Victoria and Wellesley Street are similar to the Base Case. This pattern is typical across all the peak periods. The Queen Street intersection is also a notable point of delay to these cross-town routes and there is an opportunity to prioritise the cross corridors over Queen Street which is less affected by delay. Vehicles travelling westbound along Wellesley Street and eastbound along Victoria Street would have a travel time similar to the Base Case if the delay at Albert Street intersection could be reduced to the Base Case delay. The travel time and traffic volume graphs are provided in Appendix F.
Figure 2
10.0
Example of delay at intersection with Albert Street
Travel Times for Consent Conditions 2
The consent conditions state that additional mitigation measure may be required if monitoring indicates that the delay to traffic has increased: a.
Either by more than 10 minutes above the previous monitoring
b.
Or if the surveyed times are more than three minutes or 30% greater than the modelled forecast. The 30% increase to derive consent trigger only applies if the difference between the Base Case and the modelled scenario forecast is greater than four minutes. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by Auckland Transport). The forecast change has been applied to annual observed travel times on the ten monitoring routes as a percentage rather than absolute change.
The percentage changes and resulting monitoring travel times are given in Appendix I along with the forecast model times for the ten routes that must be monitored in accordance with consent condition 15. These tables show that the 10-minute threshold from the Base Case generally far exceed the modelled increases in travel and the 3 minute or 30% thresholds for each corridor.
2
Condition 15 of the Main Decision regarding the monitoring requirements
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11.0
Sensitivity Analysis of Construction Truck Volumes
A sensitivity analysis was undertaken to test the impacts of private development construction truck volumes based on the worst case scenario (Test) 6a that has high construction truck generation and the overall worst network performance. The original analysis is based on daily construction truck volumes that are distributed evenly across a working day of 10 hours. The sensitivity analysis test the impacts of the trucks operating during the interpeak hours in between 10 am to 4 pm across a working day for the NDG Auckland Centre, (SkyCity) NZ International Convention Centre (NZICC) and 1 Mills Lane building projects undertaken by private developers. The following parameters were used to undertake sensitivity analysis for the construction trucks: ·
Trucks are distributed evenly during the inter-peak hours for the NDG tower, SkyCity Convention Centre and Mills Lane project. No construction trucks allowed during morning and evening peak period and volumes reassigned to the inter-peak.
·
Additional through phasing at Hobson Street / Wellesley Street intersection for construction trucks exiting the NZICC Hobson loading zone removed and green time reallocated to Wellesley Street.
Table 7 shows the hourly construction truck volumes used for the original and sensitivity analysis for all peak periods. The sensitivity analysis is based on the construction trucks operating during interpeak hours when traffic flows are lower so that access can be carried out with impact on other road users. Table 7
Hourly Construction Truck Volumes
Inbound Construction Activity
Scenario 6A
Outbound
Scenario 6A_S
Scenario 6A
Scenario 6A_S
All Peak
AM / PM
Interpeak
All Peak
AM / PM
Interpeak
NDG tower via Southern
19
0
32
19
0
32
SkyCity West Entry
8
0
13
8
0
13
SkyCity East Entry
16
0
27
16
0
27
SkyCity South Entry
8
0
13
8
0
13
Mills Lane via Southern
18
0
30
18
0
30
Table shows the summary statistics for the general traffic and buses and construction trucks for the original and sensitivity analysis for all peak periods. A negative difference represents an improvement to the overall network performance. Table 8
Summary Statistics – Sensitivity Analysis
Rev 2 C2 SP1
General Traffic Scenario 6A
Scenario 6A_S
Buses and Construction Trucks Difference
Scenario 6A
Scenario 6A_S
Difference
5,860
5,000
-15%
(+1,630)
(+780)
3,040
3,810
(+1,230)
(+2,000)
8,350
6,540
(+3,410)
(+1,610)
3,190
2,700
(+950)
(+460)
2,120
2,440
(+1,020)
(+1,350)
3,230
2,740
(+980)
(+490)
Travel Time (person-hours) Morning Peak Interpeak Evening Peak
10,370
9,730
(+1,410)
(+770)
6,510
6,870
(+870)
(+1,240)
18,450
16,700
(+3,760)
(+2,010)
-6% +6% -9%
+25% -22%
Travel Distance (vehicle-km) Morning Peak Interpeak Evening Peak
181,170
180,130
(+3,790)
(+2,750)
149,040
149,860
(+4,130)
(+4,950)
201,830
199,690
(+6,230)
(+4,090)
-1% +1% -1%
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-15% +15% -15%
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*Scenario 6a_S is the modelled scenario for sensitivity analysis of construction truck volumes. Table 9 shows the forecast travel times for the key corridor for the original and sensitivity analysis for all peak periods. Table 9
Peak Hour Travel Times – Sensitivity Analysis
Route (Direction) Wellesley Street (EBD) Wellesley Street (WBD) Victoria Street (EBD) Victoria Street (WBD) Customs Street (EBD) Customs Street (WBD) Quay Street (EBD) Quay Street (WBD) Nelson Street (NBD) Hobson Street (SBD) Queen Street (NBD) Queen Street (SBD) New North Road (NBD) New North Road (SBD) Mt Eden Road (NBD)* Mt Eden Road (SBD)* Khyber Pass Road (EBD) Khyber Pass Road (WBD) Newton Road (EBD) Newton Road (WBD)
AM Peak Scenario 6A 6A_S diff 560 550 -10 590 570 -20 670 660 -10 610 650 40 320 310 -10 370 370 0 250 240 -10 340 330 -10 430 420 -10 310 300 -10 530 520 -10 540 550 10 190 190 0 150 150 0 120 120 0 40 40 0 130 130 0 120 120 0 300 280 -20 140 140 0
Interpeak Scenario 6A 6A_S diff 420 410 -10 490 480 -10 640 650 10 570 580 10 290 290 0 380 390 10 260 260 0 380 360 -20 250 260 10 210 220 10 520 520 0 560 560 0 130 130 0 140 140 0 80 80 0 50 50 0 120 120 0 130 130 0 180 190 10 170 170 0
PM Peak Scenario 6A 6A_S diff 710 650 -60 790 660 -130 790 730 -60 1,010 890 -120 330 320 -10 460 390 -70 270 260 -10 300 320 20 390 390 0 830 600 -230 640 640 0 880 800 -80 210 210 0 150 150 0 140 150 10 60 60 0 140 140 0 170 170 0 170 160 -10 200 200 0
3
The impacts of the sensitivity analysis by comparing scenario 6a and 6a_S are: ·
No noticeable difference in network travel distances between scenarios 6a and 6a_S for general traffic.
·
15 to 22% reduction in network travel time during the morning and evening peak period, and 25% increase in travel time during the interpeak period for scenario for 6a_S.
·
15% reduction in network travel distance during the morning and evening peak period, and 15% increase in travel distance during the interpeak period for scenario 6a_S.
·
Slight improvement in travel time of 10 to 20 seconds typically for the key routes during the morning peak, except traffic using Victoria Street westbound has an increase of 40 seconds for scenario 6a_S.
·
No noticeable difference in travel time for the key routes during the interpeak, this shows that construction trucks cause less inconvenience during the interpeak period.
·
Significant improvement in travel time (of up to 30% compared to basecase) for the routes along Wellesley Street, Victoria Street, Hobson Street, Customs Street westbound and Queen Street Southbound during the evening peak for scenario 6a_S.
·
Removal of construction trucks has reduced travel time by 120 and 60 seconds for the westbound and eastbound traffic along Victoria Street and Wellesley Street during the evening peak. Reduction in travel time of 70, 80 and 230 seconds along Customs Street westbound, Queen Street southbound and Hobson Street southbound during the evening peak.
The modelled and observed travel time for all scenarios including the scenario 6a_S modelled for sensitivity analysis is provided in Appendix I along with the changes in percentage delay growth.
3
Scenario 6a_S is the modelled scenario for sensitivity analysis of construction truck volumes.
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Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Conclusions
Based on the modelled scenario outputs and travel time analysis the impacts of the scenarios assessed are: ·
Reducing capacity along Albert Street to accommodate cut and cover works has increased pressure and travel time on the Wellesley Street, Victoria Street, Queen Street, Nelson Street and Hobson Street.
·
Reduced traffic on Albert Street due to reducing the north and south approach to single lanes during all peak periods, for all scenarios.
·
Increased traffic on Nelson Street and Hobson Street due to lane reduction on Albert Street during all peak periods, for all scenarios.
·
Reduced traffic on Quay Street due to increasing capacity on the east and west approach of Customs Street during all peak periods, for all scenarios.
·
Increased traffic on Customs Street due to increasing capacity on the east and west approach during all peak periods, for all scenarios.
·
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.
·
Wellesley Street westbound and eastbound has a significant increase of 180 to 330 seconds and 180 to 260 seconds for scenarios 4d, 5a, 6a and 7a during the evening peak period.
·
Victoria Street westbound and eastbound has a significant increase of 160 to 400 seconds and 300 to 500 seconds for scenarios 4d, 5a, 6a and 7a during the evening peak period.
·
Traffic using Quay Street, New North Road, Mount Eden Road, Khyber Pass Road and Newton Road will have negligible difference in travel time.
·
Scenario 8a operates with lower travel time when compared to scenario 4d, 5a, 6a and 7a as it represents the period where piling is complete.
·
Increased pressure on the motorway network for all scenarios during the evening peak period.
·
Increase in construction trucks volume causes less inconvenience to road users during the interpeak period. Removal of construction trucks during the peak period provides significant travel time benefits during the evening peak and slight travel time benefits during the morning peak. Site access to off-road developments should be restricted to the inter-peak period only.
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Appendix A
Details of PJ 4a Scenario
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Details of Pipe Jack Scenario 4a Scenario Basic description Pipe Jack A July 2016 traffic scenario with works Testing 4a (PJ associated with the CRL enabling works at 4a) Britomart, Albert Street and at the
Work
Network Changes
CRL PJ Works
Victoria Street west shaft, Victoria Street east shaft and Wellesley Street shaft in operation Bus lanes on Wellesley Street, Victoria Street, Hobson Street, Halsey Street and Mayoral Drive;
Bus Phase 1
Bus routes shifted off Albert Street (north of Victoria Street), some North Shore services shifted to Wellesley Street
Bus Phase 2
Bus lanes on Queen Street and Customs Street/Beach Road;
Downtown Shopping Centre that includes: 1) Work at all four pipe jack work sites and the second phase of bus priorities
Nelson Street 2) Quay Street cycleway under construction Cycleway and one pipe jack work site open to traffic; and major development traffic included (e.g. Quay Street C1 and Precinct) cycleway City Rail Link cut 3) CRL enabling works at Albert / Customs and cover and consisting of the removal of one WBD Britomart works through lane; and the OMS work site works complete and the interim two lane traffic arrangement in place 4) First TBM drive being to Swanson Street and the east-west lanes at the Customs / Albert intersection reduced to a single through and left turn lane with NBD traffic on Albert diverted to Customs Street and Hobson Street by reversal of Wolfe Street.
Bus routes shifted off lower Queen Street Stage 1 operational on Nelson Street between Union Street and Victoria Street Stage 2 under construction (Lower Hobson Street southbound service lane closed) Under Construction on Quay Street (two lanes each direction during the commuter peaks, with a shared right turn and through lane; two eastbound lane off peak with right turns banned except at Queen Street) Cycle & pedestrian phase (25 + 5 secs) at Commerce / Quay intersection Queen Street closed (Customs Street to Quay Street), except to construction traffic; Right turn into Federal Street from Victoria Street is banned, and east approach reduced to 2 lanes (bus & general lane) Wyndham Street (east) closed at Albert Street One westbound through lane removed on Customs Street at Albert Street intersection Removed bus only restrictions on Halsey Street Updated intersection layout at Halsey / Fanshawe Street intersection Right turn ban from Wellesley Street (east) into Albert Street (north) removed & split approach phasing for east leg, Intergreen time of 8 seconds changed to 5 seconds Swanson Street approach to Albert Street closed Customs Street approach to Albert Street reduced to one lane for both approaches OMS shaft now open, i.e. traffic restrictions removed Wellesley / Albert - Left turn ban removed from SBD Albert Street to Wellesley Street Wellesley / Albert - Right turn ban into Albert Street (north) removed & split approach phasing for east leg, Intergreen time of 8 seconds changed to 5 seconds Wolfe Street – Wolfe Street one way direction reversed Wolfe / Albert – Left turn into Wolfe Street from Albert Street included Wolfe / Albert – NBD through from south approach banned Wolfe / Albert – NBD left turning vehicles from Albert St to Customs St redirected through Wolfe St Wolfe / Hobson – Left turn into Wolfe Street from Hobson Street removed Lower Albert Street northbound only from Customs Street to the HSBC building access; Double left turn from Lower Albert Street into Quay Street;
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Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix B
Construction Truck Routes and Frequencies
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Construction Truck PCUs per hour Route Name Route Description 4D 5A Scenario 6A 7A 8A
WQ (Rev 0) Wynyard Quarter via Southern 3 3 3 3 3
WQ (Rev 0) Wynyard Quarter via Northwestern 3 3 3 3 3
Pre
NDG
SkW
Precinct* 42 40 45 35 40
NDG 20 19 19 19 8
Skycity West entry 7 8 8 8 4
SkE
SkS
Skycity East Skycity South entry entry 15 7 16 8 16 8 17 8 8 4
Mil
C1Q
Mills Lane 10 14 18 10 10
CRL C1 (via Quay St) 3 3 9 9 6
C1C
C2A
CRL C1 (via CRL C2 SP1 Customs St) (via Albert St) 3 6 3 8 9 8 9 8 6 20
*Note: Construction trucks will not be allowed to turn right from Quay St into Lower Queen St during the PM peak. This only affects the Precinct route, which travels into Precinct via Quay St (instead of Nelson St) in the PM peak.
Daily Construction Vehicles C2- SP1 Trucks Light veh Nov-15 Dec-15 Jan-16 Feb-16 Mar-16 Apr-16
0
12
C2 - SP2 Trucks Light veh 16 8 41 8 45 8 56 8 43 8 43 8
Trucks
C1 Light veh
PRECINCT Trucks Light veh
13 13 13
NDG Trucks Light veh
24 24 24
SKYCITY Trucks Light veh 0 17 10 17 30 17 30 17 140 17 120 17
MILLS Trucks Light veh
0 10 25
9 9 9
TOTAL Trucks Light veh 16 25 51 25 75 25 99 58 206 58 201 70
May-16
24
12
43
8
10
30
13
24
120
17
25
9
235
100
Jun-16
24
12
27
8
10
30
50
24
130
17
65
9
306
100
Jul-16 Aug-16 Sep-16 Oct-16 Nov-16 Dec-16 Jan-17 Feb-17 Mar-17 Apr-17 May-17 Jun-17 Jul-17 Aug-17 Sep-17 Oct-17 Nov-17 Dec-17 Jan-18 Feb-18 Mar-18 Apr-18 May-18 Jun-18 Jul-18 Aug-18 Sep-18 Oct-18 Nov-18 Dec-18 Jan-19 Feb-19 Mar-19 Apr-19 May-19 Jun-19 Jul-19 Aug-19 Sep-19 Oct-19
24 24 38 38 38 38 38 38 38 67 67 67 81 98 123 71 99 45 45 45 45 45 17 17 17
12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12
27 47 23 19 19 19 19 19 19
8 8 8 8 8 8 8 8 8
10 10 10 10 10 50 50 50 50 50 50 50 50 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 10 10 10 10 10 10 10
30 30 30 30 30 80 80 80 80 80 80 80 80 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 30 30 30 30 30 30 30
50 200 188 188 250 175 213 163 138 163 163 150 150 188 175 138 113 113 113 63 63 50 50 50 50 50 50 50 38 38 38 38 38 38 38
24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24
120 140 150 150 140 150 160 160 50 50 50 50 50 70 70 70 40 60 60 60 40 40 40 40 40 40 40 40 40 40 40 20 20 0
17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17
45 45 45 65 65 85 85 45 45 45 45 45 45 45 45 45 45 45 20 20 20 20 20 20 20 20 20 20 20 20
9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9
282 562 544 560 612 607 655 565 430 485 395 382 406 470 466 377 380 336 311 257 237 244 216 216 216 199 199 199 167 142 122 102 108 88 78 40 20 20 20 0
112 112 112 112 112 162 162 162 162 154 154 154 154 114 114 114 114 114 114 114 114 114 114 114 114 102 102 102 102 92 83 83 83 83 66 42 12 12 12 12
6 96 90 90 90 90 90 90 90 110 20 20 30 34 18 18 48 38 38 34 34 54 54 54 54 54 54 54 34 34 34 34 40 40 30 30 20 20 20 0
12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12
Scenario 4 Scenario 5
Scenario 6 Scenario 7
Scenario 8
Mili - Mills Lane in*
Milo - Mills Lane out
*Note: In Scenario 8, construction trucks travelling into Mills Lane during the PM peak will go via Beach Road.
SkEi - Skycity East in
SkEo - Skycity East out
SkSi - Skycity South in
SkSo - Skycity South out
SkWi - Skycity West in
SkWo - Skycity West out
NDGi - NDG in
NDGo - NDG out
Prei - Precinct in*
Preo - Precinct out
*Note: Construction trucks will not be allowed to turn right from Quay St into Lower Queen St during the PM peak. The Precinct route "Prei" will travel into Precinct via Quay St (instead of Nelson St) during the PM peak.
C1Qi - C1 via Quay in
C1Qo - C1 via Quay out
C1Ci - C1 via Customs in
C1Co - C1 via Customs out
C2Ai - SP1 via Albert in
C2Ao - SP1 via Albert out
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix C
Development Programme for Construction Works
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C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct
PJ1
Scenario 5A
Redirection 1 Lane each way Closed SBD closed
0
1
2
3
4
5
Stage 1: Temporary western station access and streetscape
Phase 1 operational Phase 2 construction + phase 1 operational Halsey: Gaunt-Pakenham shut Halsey: Vic park TBM Phase 1 cons Phase 1 operational Quay St construction Operational
Phase 2 construction
Phase 2 operational Operational with RT ban into Queen
6
5/12/2016
28/11/2016
21/11/2016
7/11/2016
14/11/2016
31/10/2016
24/10/2016
17/10/2016
3/10/2016
10/10/2016
26/09/2016
19/09/2016
12/09/2016
5/09/2016
29/08/2016
22/08/2016
15/08/2016
8/08/2016
1/08/2016
25/07/2016
18/07/2016
11/07/2016
4/07/2016
27/06/2016
20/06/2016
6/06/2016
13/06/2016
30/05/2016
Scenario 4D
C1 - BRITOMART Lower Queen Tyler St reversal
CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE
23/05/2016
PJ3
C2 SP1 - CUT AND COVER WORKS STAGE Customs/ Albert Lower Albert SBD closed Albert NBD closed NBD 1 lane, LT to Fanshawe NBD 1 lane, TH/ LT/ RT to Fanshawe 2 Lane Customs EBD 1 Lane 3 Lane Customs WBD 2 Lane 1 Lane Reverse Wolfe Closed Mills Closed East closed Swanson West closed East closed Wyndham West closed Swanson Albert St (EBD/ WBD) Wyndham Albert St (NBD/ SBD) 2 lanes
OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway
16/05/2016
9/05/2016
2/05/2016
25/04/2016
18/04/2016
11/04/2016
4/04/2016
28/03/2016
21/03/2016
7/03/2016
PJ2
14/03/2016
29/02/2016
22/02/2016
15/02/2016
8/02/2016
1/02/2016
25/01/2016
18/01/2016
11/01/2016
4/01/2016
28/12/2015
21/12/2015
14/12/2015
2016 7/12/2015
30/11/2015
23/11/2015
9/11/2015
16/11/2015
2/11/2015
2015
C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct
OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE
8
9
10
Stage 2 - CPO under pinning and tunnel excavation
10
Stage 3 - tunnel construction
Phase 1 and 2 operational
26/02/2018
19/02/2018
5/02/2018
12/02/2018
29/01/2018
22/01/2018
8/01/2018
15/01/2018
1/01/2018
25/12/2017
Scenario 8A
Redirection 1 Lane each way Closed SBD closed
7
18/12/2017
4/12/2017
Scenario 7A
11/12/2017
27/11/2017
20/11/2017
13/11/2017
6/11/2017
30/10/2017
23/10/2017
9/10/2017
16/10/2017
2/10/2017
25/09/2017
18/09/2017
11/09/2017
4/09/2017
28/08/2017
21/08/2017
14/08/2017
7/08/2017
31/07/2017
24/07/2017
17/07/2017
3/07/2017
10/07/2017
26/06/2017
19/06/2017
5/06/2017
12/06/2017
29/05/2017
22/05/2017
8/05/2017
15/05/2017
1/05/2017
24/04/2017
17/04/2017
3/04/2017
10/04/2017
27/03/2017
20/03/2017
6/03/2017
13/03/2017
27/02/2017
20/02/2017
6/02/2017
13/02/2017
30/01/2017
23/01/2017
16/01/2017
9/01/2017
2/01/2017
26/12/2016
6A
C2 SP1 - CUT AND COVER WORKS STAGE Customs/ Albert Lower Albert SBD closed Albert NBD closed NBD 1 lane, LT to Fanshawe NBD 1 lane, TH/ LT/ RT to Fanshawe 2 Lane Customs EBD 1 Lane 3 Lane Customs WBD 2 Lane 1 Lane Reverse Wolfe Closed Mills Closed East closed Swanson West closed East closed Wyndham West closed Swanson Albert St (EBD/ WBD) Wyndham Albert St (NBD/ SBD) 2 lanes C1 - BRITOMART Lower Queen Tyler St reversal
19/12/2016
12/12/2016
2017
OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE
11 - Decomission
Stage 4 - reinstatement and station fitout
3/06/2019
27/05/2019
20/05/2019
6/05/2019
13/05/2019
29/04/2019
22/04/2019
8/04/2019
15/04/2019
1/04/2019
25/03/2019
18/03/2019
11/03/2019
4/03/2019
25/02/2019
18/02/2019
11/02/2019
4/02/2019
28/01/2019
21/01/2019
14/01/2019
7/01/2019
31/12/2018
24/12/2018
17/12/2018
3/12/2018
10/12/2018
26/11/2018
19/11/2018
12/11/2018
5/11/2018
29/10/2018
22/10/2018
15/10/2018
8/10/2018
1/10/2018
24/09/2018
17/09/2018
3/09/2018
10/09/2018
27/08/2018
20/08/2018
6/08/2018
13/08/2018
30/07/2018
23/07/2018
9/07/2018
16/07/2018
2/07/2018
25/06/2018
18/06/2018
4/06/2018
11/06/2018
28/05/2018
21/05/2018
7/05/2018
14/05/2018
30/04/2018
23/04/2018
9/04/2018
16/04/2018
2/04/2018
26/03/2018
2019
Redirection 1 Lane each way Closed SBD closed
C2 SP1 - CUT AND COVER WORKS STAGE Customs/ Albert Lower Albert SBD closed Albert NBD closed NBD 1 lane, LT to Fanshawe NBD 1 lane, TH/ LT/ RT to Fanshawe 2 Lane Customs EBD 1 Lane 3 Lane Customs WBD 2 Lane 1 Lane Reverse Wolfe Closed Mills Closed East closed Swanson West closed East closed Wyndham West closed Swanson Albert St (EBD/ WBD) Wyndham Albert St (NBD/ SBD) 2 lanes C1 - BRITOMART Lower Queen Tyler St reversal
19/03/2018
5/03/2018
C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct
12/03/2018
2018
C2 SP2 - MODELLING TESTS Swanson Shaft Victoria 1 Victoria 2 Wellesley Wyndham (East) Wolfe Customs St Lower Queen Lower Albert Precinct
Redirection 1 Lane each way Closed SBD closed
C2 SP1 - CUT AND COVER WORKS STAGE Customs/ Albert Lower Albert SBD closed Albert NBD closed NBD 1 lane, LT to Fanshawe NBD 1 lane, TH/ LT/ RT to Fanshawe 2 Lane Customs EBD 1 Lane 3 Lane Customs WBD 2 Lane 1 Lane Reverse Wolfe Closed Mills Closed East closed Swanson West closed East closed Wyndham West closed Swanson Albert St (EBD/ WBD) Wyndham Albert St (NBD/ SBD) 2 lanes C1 - BRITOMART Lower Queen Tyler St reversal OTHER AT / AC PROJECTS Bus projects WC Halsey St Nelson St cycleway Quay St cycleway Beach Rd cycleway CBD DEVELOPMENTS PRECINCT NDG SKYCITY MILLS LANE
28/10/2019
21/10/2019
7/10/2019
14/10/2019
30/09/2019
23/09/2019
9/09/2019
16/09/2019
2/09/2019
26/08/2019
19/08/2019
5/08/2019
12/08/2019
29/07/2019
22/07/2019
8/07/2019
15/07/2019
1/07/2019
24/06/2019
17/06/2019
10/06/2019
2019
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix D
Base Case Flow Plots and Scenario Flow Difference Plots
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
10
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Colour Bands 0.00 100.00 500.00 1000.00 2000.00 4000.00 6000.00
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1_fam21_CRL_ Basecase.UFS
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1
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490 81 6
Auckland CBD Model: 2021 AM Peak: Basecase 18-11-15
18-11-15 AECOM AUSTRA
30 10 0 30 22 303 2210
51
0
3470
1480 34
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SATURN
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Auckland CBD Model: 2021 PM Peak: Basecase 18-11-15
18-11-15 AECOM AUSTRA
-8 1
55
3
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5
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6
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81
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Bandwidths = 100./mm
6 -33
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17
85
2
50
39 -1
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0
4
0
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22
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Differ: 2-1
28
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6
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108
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Link Annot:
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Scale 14449
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1_fam21_CRL_ Basecase.ufs L_Scenario4D
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Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15
7
1
1 -2
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2
2
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2
23
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15
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2
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261
Atkins Ltd / DVV / ITS
3
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23-11-15 AECOM AUSTRA
-2
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1
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9
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3
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7
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1
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Bandwidths = 100./mm
54
10
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3
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7
4
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1
77
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4
26
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4
4
1
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2
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37
66
58
6
3
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20
84
Differ: 2-1
16 14
4
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3
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16
90
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6
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38
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Link Annot:
3
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Scale 14449
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6
8
-2
-5
-9
-1
3 13
10 -1
9
1
-20
2
9 -1
60
11
-3
-3
6 -3
23
-1
88
-5 2 -1
-2
13
-86
4
64
-6
50
30
-18 3 30
1
7 -8
9
-6
3 -4-1
29
1 42 20
-1
11
-1
-5
4 -1
-88 119
-30 -3 47
-9
13
26
8
-7
-88
26
2
-2
38
-2
20 2 7
43
7
18
-109
7
-5 44 10
-38
-115
-93
-1 77
193
47
35
1_fin21_CRL_ Basecase.ufs L_Scenario4D
-2 8
-1
32
284
39
-39 5
23
9
-3 47
-12
56
16
-47
-22
109
23
-21
-48
36
-51
-28
-49
-7
7
-128
1
-114
2 -59
-4
-128
18
36
3
45
20
-4
-4 4 16 2
1
-3 59
-3 6
-2
114
-200
100
18
100
-87
09
32
-1 0
11
1
-11
9
17
-5
77 -5
-1
94 7
17
7
17 -4
4 64
3
11
73 12
2
-25
-4
7
24 41
17 12
81
28
5
1
-31
-4
25
4
10
139
14
14
4
14
34
-31
-28
-13
11
151
18 3
20
-28
7
16
11
2
3
32 12
1 -1
77
14
17
19
84
26
73
28
76
-2 0
1
-4 4
17
30
5
65
107
16
7
3
30
20
81
17
7
65
76
3 -4
16
8
7
0
4
-2
-2 5
2
3
73
-4
20
30
42
-20
3
-4
31
-10
5
17
1
42
-43
18
-44
10
16
64
-1 1
17
5
-8
31
11
78
-1
27
17
8
-2
10
10 -1
4
-4
-1
2
2
-4
5
6
-31
25
-5
-1
90
-4
9
-6
14
-3
-2
13
2
9
14
-28
10 -1
20
-1
5
6
1
82
-2
23
-431
-36
-34
-4 1
-2 6
-120
-8 -9
7
-3 0
-1
28
28
23
-148 -120
1
27
272
-6 5
22
327
-87
-1 7
-5 6
8
147
-3 5
18
-8 2
-82
-62
-135
72
70 3
16
4 -1
73
2 -7
-1
1
-34
74
86
22
26
85
-12
-58
21 9
15 2
-147
-148
-12 -22
346
-1 46
-14 71
5
-234
-12
-248
-161
3
-3
66
71 -14
-7 8
-1 10
13 0
-5
186
4 -1
70
20 8
71
4
29 -112
2
-1 5
-3 9 -107
1
-14
31
26
-54
27 -1
33
4
-30
9
29
-14
-1
45
20
24
1
-127
321
-181
-14
14
-40
-181
-181 -107
-6
-2
12
9
-1
36
-97
20
-194 1 -18 -14
-194
-91
24
29
1
200
32
44
-105
194
-14
29
-32
-6
-87
-235 4
-104
44
-40
-78
-25
13
58
16
3
99
-33
-16
-166
-1
-279
-2
-94
5
-85
-48
-4 1
-10 2
-14
-7 4
1
405
-41
97
-67 123
45
20
85
112 10 8
5
-75
-1
32
10 6
-121
-6 0 -60
36
34
44
-8
7 39 -9 6
-142
323
-86
40 5
2 -1 54
-3
20
4
-44
189
5
3
-24
-61
-4
56
-112
3
17 5
110
-7 -8
563
-1 1
2
-1 3
-5
23
132
17 3 110
45
-16
24
1
58
-3
132
4
-45
2 20
-2 3
-1
-3
45 7 -16
11
-2 -3
4
Atkins Ltd / DVV / ITS
1
28
-1 0
-11
4
-1 12
5
-2
2
23
-8
-1 42
-1
53
7
1 4
52
2
53
4
1
-7
-3 2
-2
7
0
-1
-7
SATURN
1
-1 6
2 -6
-17
7
4
6
7
-1
7 3
-7
-2
25
21
Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15
23-11-15 AECOM AUSTRA
40
-3 9
-1
-3 52
-3
3
1
-4 8
-3
-4 1
4 -4
50 -5 0
1 37
-12
-3
2 -4
-3
25
52
37 5
42
-126
-293
-1 78
34
-26
10 8
-6 6
76
-2 7 275
-17
209
-5
3
-2
-3
58
-9
-2 8
101
34
18 0
21 8
34
82
4
-5 7
1
11
1
-22
-4
23
-4 7
62 7
-8
5
9
-2
44
6
-9
-2
38
-105
84 163
126
42
19
10 8
-1
-1
-1 7
6
41
6 12
42
61
11 1 34
72
3
-120
-5
39
-1 6 3 12
-11
99
67
37
-2 53
38
-1
-1
7
-5 4
-1
-1 15 04 9
30 7
25 3
45 18
22
22 10
-22
26
33
-2
2
-7
-3
77
11
1
-3
33
42
25 3
7
-2 2
10
48
-12
33
-1
11 -4 1698
71
-4
130
3
15 9
-1
163
-39 4
-34
36
1
-21 3
-259
-1 03
8
-9 0
19 2 -8
1
-3 1 1
67
-3
1 130 16 0
16 0
4
92 49
-4 88
-30
-44 6 -18
-8 5
22 2
-43 7
4 19
-1 0
254 164
-31
2 16
375
-3 1
16 2
-3 1
162
162 283 1 -2
56
12
0
-1 8
-22 12
-1
278
-19
56
26
27
27
-1 6
14
18
2
-31
-5
12 2
-4 12 6
45
-4
-609
60
29 8
25 3
-1
79
-2
271
103 69
92 49 45
60
-7
-56 9 22 5
-2
25
79
-43 7
172 9
-1
4 -2
20 9
1
-3
10 4 68 66
-4
29
-4 8
68
60
17 -5 73
-7 2
-1 24
77
12
39
-1
-159
-73
-448
20 20
4
41
-1
49
51
162
51 29
13 39 44 150
-10
-5 15
19 3
-48
-5 -32 53 3
-2 36 -236
-166
-6 67
-2 5
-5
-8 7
-1 68
-4
29 8
-1 5
-4 2
-1
69
21 3 14
26 2 96
19 6
24 3 -1 5
42
37
280
7 -6
78
8
-19
-4 51
28
29 8
96
14 6
-3
1 10
4
-6
12
3
68
2
2 19
-4
16 0
1
-1
27
25
0 16
7 18
2
8 27
4
-4
-5
-1
283 4
30
27
-4 -5
-26
-4
3
31
82
13
77
6 13
2
50
18 7
17
-1 7
3
43
74
162
3
2
8
14
-31
7
113
1
-14
-4
56
4
0 18
3
-2 -2-1
113
2
-26
-6
78
53
29
-2 79
-1 0
21 3 13
7
133
-40
-108
-1 34
69
2 2
-108
67
4
74
3 -1
2
67 28 3
3 11
11
5
-3 2
4
8
4
64
76
-9
-24
31
5
52
9
1
28
131
6 2 -3
-3
62
-1
10 7
7 -1
-1
10
162
4
13
160
1
1
46
47
9
28
160
-1 4
17
9
46
1 -1
27
3
1
-2
0
1
42
-16
4 10
-19
4
-3 -50
1
-27
7
84
56
-52
-2
Bandwidths = 100./mm
13
67
1 57
Differ: 2-1
3
33
-4 7
1
10 0
3
-9
-1
-19
-71
1
1
-2
-116
8
162
32
-51
6
-126
24
-31
32
-1 -5
-4 3
55
2
53
54
-1 3
32
7
55
6
+ Demand flo - Demand flo
3
62
22
1
-126
24
7
-1
18
69
-17 19 2
34
-2 1
4
-2
-17
-3
-6
8
-3 5
162
55 29 29
14 0
-4
2
29 33
-3
27
-1
4 -3
4
-2 2
28
102
174
31
31
4 10
-6
57
28
29
44
2 10
17
-1
-5
-111
1
45 186
8
1
3 -2
157
205
-1
12
17
10
0
6
5 27 1
58
75
75
-23
53
-2
58
34
12
8
1
1
-3
9
6 12
47
-5
157
-23
102
55
14
37
33
32
-7
1
33
-1 09
0 18
1 -20
10
16
6
-6
14
8
1 14 3 -2
12 2
20
55
21
-2
1 -3
-27
5 37
186
82
1
52
24
5
22
63 -8
19 4
66
19
7
44
-8 4
33
73
-
69
19 -1 07
-4
73
81
-1 07
81
-72 73
-6
6
-1 2
82 -3
82
81
13
73
10
41
10 9
1
65
2
13
196
22
8
1
81
4
13
35
-2
2
41
76
-1 2
26
-13
67
37 5
129
1 -6
-2
135
-16
9
69
-26
-5
10
-1 03
43
-1
66
78
247
8
-29
43
12
36
-14
66
10
10 3
15
-4
7 -15
-1 74
23
29 29
3
78
154
91 2
6 -6
8
-48
6 -3
31
7 -5
95
-30 34
22 7 21
-12 3 3
33
164
1
11 8
-1 3
64
7 -9
-5 3
-1 74 -1
-2
-6
-6 0
-18
-3 85
-5
77
1
2 17 1 31
3
2
-8
-3 5
12
Link Annot:
12
196
102
28
28
-4 20
12 8
67
-1
13
-7
-5
06
2
17
9
-2
-5
15
5
9
-2
8
-2
3
1
-228
483
-3
-4 09
12
7 14
Scale 14449
33
69
26
-73
3
4 81
13 0
1
7
7
-40
-1
-35
2
-1
60 -1
-3
-1 09
88
25
-58
4 -6
20
89
7 14
-104
-4 6
-195
15
2 -2 5
67 1
1
27
-33
4
-64
22 0
-8
-103
32 26
9 -3
29
2 -1
18
-2
9
91 74
1
1 -29 1
-29
29
2 49
49
7
2 2
3
-6 1
12
-7 4
22 5
-9
2
9
14
-2
3
0 -4
105 -2 7 4
86
-8
8
39 48
-6 1
-7 1
14
4
15
156
-2
24 1
39
6
2
76
6 30 -1 -14 -1-2
-3
-59
60
6
229
39
-4
8 18 -3
-10
280
1
76
483
-2 63
3
22
86
-4
7 -1
-8
44 -2
-1
09
15
4 -2
5 18
-2
15
-6
3
125
20
30
-
88
44
19 53
2 19
-21
88
-3 70
183
-3
136
32
32 -2
21
47
4 -4
4 84
38 7
2
108
-1 25
-28
-268
-291 -4
-2 -8
4
107
94
5
91
2
-19 -2
10 7
85
-3
3
-12
-1 03
-105
137 -2
44
-16 9 4
173
34
-3
-1
-7
1
3
4
-28 -23
49
69
-28
28
7
-8
-5 1
-7
5
9 -1
8 -7
1
76
483 -59
-71
-3 03
-168
-10
-4
49
-221
-181
110
-3 -472 92
-30
-21
10 0
19 0
-2 50 3
33
-17 16
82
5
1
-2
-1
6
40
21
8
22
7
-2
9
250
35
2
-4
-2
63
13
50
29
50
3
131
-1
61
25
4
7
17
62
66 3
36
18
-1
2
50
-18
78
40
0 -3
22
23
-17
-5
15
7
-2 8
9
19
2
4
-9
-10
-11
5
-4
21
5
-3
-9
9
-4
13
6
-8
-4
33
1
2
5
-4
-4 7
60
7
-9
11
-23 136
10
31
-2 2 81
135
8
3
7
64
7
5
-16
13 36
17
17
Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15
-14
6 -4
-5
-199 -189
-221
55
1
5
21
8
26 17 4
149
10 8
-5 1
-49
-245
1_fpm21_CRL_ Basecase.ufs L_Scenario4D
-7 6
-472
-7 41
50
17
-4
1 -4 -75
21
-46
-1 41
-235
-1
29 8
26 17 6
4
-1 1
-4
13
100
-45
-3
47 5
23
4
9
-2 0
17
-295-52
11 7
-4 2
12
-46
75
35
-763
-56
75
-30
-136
4 -7
66 -3
19 0
13 2 -1 22
-76
-389
-114
1
-1 90
-5 0
-2 0
67 2
-1
23
-225
-72
105
19 9
-3 17
-46
-50
21
6
1
149
9
-7
-346 -52
91
4
6 -5
15
-1
73
1
-74 -7
1
76
483
14
-1
-169
2 -235
9
-122 8
-481
79
0
-134
-178
-360
4 -76 -8
-1 34
-156
-156 -74
14
27
-74 -156
-54
61
36 2
-180
-13
-54
-84
18 8
26
-209
98
43
-99
129
-13
-376
8
-113
-13
-17
-383
-683
-1 84
81
435 -247
-4
356 -182
-129
181
-173 6 -24
-246
-3 89
-37
-113
287
-1
-1 4
-7
51
149
-29
-309
-204
6
43
-247
10 5
25 -2 5
-25
-25
-185
129
-50
10 1
25 131
-2 5 143
9
-32
-109
-77
66
91 43
-3
15 9
-394
28 7
2
20
-9 8
-9
291 -15
-1 84
5
-1 99
20
36
1
-148 33 2
14
75
-15
-129 -184
-478
483
37
-64
35
180
-36427 9
1
3 48
-13
78
96
3
-4
8 34 -178
34
-157
112
30 8
-194
76
-1
-50
-9
94
97-52 -200
1
-11
-1
51
48
662
292
450
-38
-1 96
-1 337
260
47
-3 09
475
222
1
0
-47
-2 0 -10
-8
23
-3
-8
76
483
822
25 24 8
9
-6 6
292
129
73
10
66
22 1
375
-19
-3 -97 6
25
24 4
12
225
332
52
-80
18
225
91
-43
1
50
22
-3 1 5 76 2
-45
101
97
9
37 5
-28
Atkins Ltd / DVV / ITS
-3
8
64
-8 -8
-31
-6 6
-2
-48
-30
40
42
50
-3
5
52 -31
SATURN
39
11
3
4 4
-1
4
23-11-15 AECOM AUSTRA
-8 2
-1
36
3
50 -7 7
-7
-1 2
4
-1
8
4
-2 4
6
-1 9
50
-2
39
-4 0
SATURN
82 87
50
-1
-19
1
-1 50
6
-1 43
-314 -2 16
30
14 5
47
-9 1
9
6 -9 6
-1 6
229
198 62
-1 06
5
22 9
10 2
1
-2
-7
1
75 78
24
32
74 79
-11
5
3
-1
1
7
21
-104
137
52
56
-1 -5 3
1
2
50
60
2
39
-5
71
2
51
-52
2
28
-1 6
81
4
5 16
51
28
61
27
-7
13 5
35
31
-2 1
-2
28
21
53 -12
4
-3
12
30
1
73 34
17
-6
82
3
11 9
67
49
31
12
59
-6
71
-4
64
-5
8
-3 2 -6
36
3
2
52
-48
-8 0
74
90
14 6
11 9
-2
-3
-1 2
53
-5
43
-64
-4
-4 59
3
-5
5
-4
15
-5
59
73
19
5
20
-7 0
38
-4 -8 -5 6
58
56
69 109 172 17 2
13 7 9
17
65
9
6 -1
-3
54
175 1
5
83
154 15 4
10 969 135
21 0
14 2
11
20
-1
5 -2
-1 07
-14
-1
-1
2
3 14
-78 -6
9 20
10
-176
75 12 8
12 8
15 4
-9
6
7
-10
-31 9
-30-139 3
-2 56
2
-4 -2 12
-1 06
62
33
-20 62
-5
42
42
-13
11
14
6 -1 7 -11
-17
-207 -2 61 -261
63 63
-3 70
13
10
-258
-4 18
-6 -1
-37 3 -26
51 9
-1 06 7 33 -1
-1 00
33 7
-4 4
369 149
38 62
38 38
150
38
136 62
38
62 62 131
15
-2 83
64
-1 6
70 -1
-1 12-1 81 9
-1
-35 2 -35 2
36 4
-3
11
58
25 -1 69 -4 9
22 -259
121
121 19 3
-170
53
10 2
6 -1 52 0
-50 7
36 9
10
-1 1
2
-1
-6 -79
-80 20
59
64 4
82
-6
-5 0
27 -1
36 9
-1
-5 80
-1 -1 0
-3
78 4
8 11
2
29 -5 2
-203 14 7
55
01 -2
9
23 -2 60
27 -2 8
50
-25
102
8 20
4
2
-3
7 10
9
12
11
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67
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62
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61
7
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38
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59
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2
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1
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2
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4
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Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15
-3
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3 2
37
3
5
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1
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10
90
2
38
22
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62
42
62
2
34
32
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24
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7
3 77
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31
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100
17
81
6
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5
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6
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2
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3
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7
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53
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8
2
12
1
38
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73
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87
3 -2 8
15
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30
7
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Bandwidths = 100./mm
0
1
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82
59
4
5
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13
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-8
130
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7
98
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68
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3 12
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Differ: 2-1
3
49
8
2
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14
37
43
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+ Demand flo - Demand flo
7
8 16 -2
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58
17
8
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59
6
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88
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Link Annot:
-9 155
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54
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Scale 14449
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7
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1_fam21_CRL_ Basecase.ufs L_Scenario5A
-1 12
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88
7
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52
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34
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1
Atkins Ltd / DVV / ITS
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23-11-15 AECOM AUSTRA
1
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69
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SATURN
7
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5
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1
60
59
60
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Bandwidths = 100./mm
55
80
14 3
1
23
88
2 10
5
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Differ: 2-1
63
10
43
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3
63
43
10
5
56
80
33
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+ Demand flo - Demand flo
5
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Link Annot:
7
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104
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Scale 14449
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59
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3
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23
-4 1
1_fin21_CRL_ Basecase.ufs L_Scenario5A
-5 9
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3
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36
-105
51
111
-9
-6 0
1
0
-1
-1 0
52
112
-16
-1
21
33
2
4
76
71
50
6
7
-6
9 -72 -63
4
5
8
2
12
-11
2
160
46
3
96
4
2
2
60
-72
8
15
5 12
2
-2
36
-107
-7
3
3
Bandwidths = 100./mm
8 34
-2
15
-1 2
-107
114
111
Differ: 2-1
1
3
1
46
61
112
118
71
-4 10
-11
-1
7
-48
46
46
1
-7
6
-5
2
84
2
4 -1
-84
2
6
58
4
3
4
49
11
1
-7
105
-7
6
3
60
66
-7
11 4 -1 22 2
70
23
126 122
34
-1
2
-2
+ Demand flo - Demand flo
7
21
70
23
62
113
6 10
-3 -4
4
-2
6 -2
60
-74
90
115
-8 13
2
3 125
8
4
37
36
2
84
-1
0
38
17
1
20
22
44
8
24 9 18 8
-1
-3 0
88
9
-3
54
68
68
-3
-1 52
55
11
15
8
-7
26
7
46
-3
1
7
38
-5
1
12
3 16
4
1
17 9
3
85
-61
31
2
97
10
1 38
35
-61
7
10
-65
9
-61
23
-7 29
1
10
-6
-1
44
-2
135
26
29
8
88
-1 8 161
90
6 -6
253
-1 -33
13 1
1
46
91 1
-21
-5
17
27 74
-1
-6
3
-44
2
90
-3 23
1
63
30
15
6 -6
36
-3
-3
22 1 -8
-5 6
-56
-1 03 -6 15
108
9
15
40
1
6
-1
3
-24
20
17
1
51 39
2
Link Annot:
-10 121
-5 -5 -7
31
1
-7
9 12
16
-3
-2
4
22
57
47
-8
-1 03
-25
-1
-2 45
9
14
-1
-260
4
-2 82
1
9
1
161
3
90
-2
11 3
19
53
-4
-7
-6 1 -2 60
4
11 6
13 53
-217
13
-82 -4
63
-29
3
-1 64
-4
0
48
48
0 -148
-1 20
Scale 14449
-1
-9
-1
-3
-49
-7
7
38 -1
4
1
47
1
-2
6
89
-3 1
5
2 13 -1
-1
-3
32
-1
2 13
17
74 1
13
-1
1
-5
97 0
16
6
100
22
-4
16
49
-6 5
2 6
-3 73
-3 7 16
-5
-15 -4 9
75
81 -1 90
4
44
-4
92
42
-6
-2
4 33 -38 -7 1-5
-1 5
8
-4
-1
-4 4
-3 33 11
-10
3
156
90
-4 9
32
4
83 -2
-7
37 -1
16
-2
78
-4
-4
6
-19
3
-1 9
-1
-5
96
14
31
11
1
31
14
-6
25
12 9
-265
1
16 8
-36
6
-285
4 -1
-247
-168
4
203
0 -2 -4 4
-20 17
1 12
5
-20 -1
6
1 -1
-100
-139
16 -7
12
3
100
-6 4
0
-4
99 -8 -2 12
-1
184
-3
-2 20
-5
-3
8
-41
222
-2-2 3
165
2
-20 -37
-7
36
-12 2 16 5
89
5 -1
17
15
28
-10
14
1
-16
-14
14
-13 8
6
15 8
1
18
-24
25
7
-3
-2 51
-2 21
39
1
3
-44
1_fam21_CRL_ Basecase.ufs L_Scenario6A
-5 0
-86
-4
-6
18 5
-18
24
-90
-144
4
80
-6
-5 8
11
9
4
7
-3
3
-2
3
156
90
-118
-92
-144
-126
-8
-1 24
-4
-21
10
-1
-2
12 6
1
-6 -89
-173
1
-2
1
-1
-133
5
3 -2
3
-73 -3
-129
-170
-129 -58
-58 -9
-5
-4 5 -2 09
-440
-59
-7
22
2
24
-27
-138
-61
6
-416 -300
44 3
1 5 -4 73
1
17 0
-1
93
2 32
34
-216
-129
11
48
-56
0
1
7
48
-6 5
-266
59
10
-5 7
16 4
15
47
-1
-186
-142
150
14 4
7
-18
35
-4
8
-2
-25
-43
-31 176
-2 46
-25
-1 8
118
-2
101
-2 5
-23
25
18 3
-1
5 -2
15
-251
-16
87
1
3
90
15
73
16
-2 18
108
-11 107 -11 107
25
72
106
-1 57
11 2
-7
-32
322
-5
-2
16
8
-11
-1
156
-77-143
25
-130
-2 9
-18
-143 -77 -182
142
-143 -228
10 7
-5
11 4
41 -5 0
-50
-69
225
-77 -255 2 -14
-212
-26
184
-343
-4
1
90
6 -2
-67
83
50
96
-4 1 96
-45
-76
-77
73
2
-1 96
2
-119
-142
142
-35
10 6
80
249
-189
3
-8
90
29
-77
-79
-183
-4
182
23 6
15 6
48 -148
63
-5
-124
3
-96
-233
-9
-1
3 -96 33
29 32
-56
-3
2
21
18 0
-3
90
-14
-115
18
90 -8 2
-78
404
5
4
-8
3
-1
32
235
47
00
32
1
-2
239
Atkins Ltd / DVV / ITS
5
1
-2 92
414 41
11
15 50 22 7
2
-190
-11
41
9
-3 2
145
-9
-40
0
-2 5
-1 7
-19
-11
8 -5
3 10
100
-2
6 15
-23 0
33
-3
235
40
42
20 3 106
90
48
190
3
3
8
-23 0
190
48
13
92
-1
5
156 -20 -2 0
-1 10
-15
13
-1 41
47
38
45
3
-39
8
-21
-141
28
15 1
-1
43
-14 1
-16
49
-2
-24
76
-79
45
3
SATURN
87
-4
-3
1
2
10 9 1
-4
23-11-15 AECOM AUSTRA
-1
-1
1
-3
7
8
17 3 -6
-1
2
3
-1
-7
7
-2
-1 -7 1
-7
-1
7
-2
12 8
-22
3
1
128
-1
8
-206
-158
1
32
64
23
72
-4
35
-13
8
26
69
-4 9
68
43
98
6
68
3
-1
-1 3
1
19117
-1
-6
145 1819 1
24
5
1
36
143
6
12 7
2
-1
45
3
20
-1
-2
25
77
46
10 1
-3 4
143
4
100
-2
6
13 1
2
3
10 0
4
47
168
2
4
73
13
-8
79
-23
162
132
18 4
85
-2
19 8
19 0
-2 3
57
82
8 19 54
18
85
33
-3
-2
-5
5 1
30
89
12
-1
15
63
-8
19
-3 2
-1
50 63
14 19
39
-13
34
31
77
20
8
13582
97
13
-3 2
2
80
1
80
-1
73
34
-1 2
1
-2 7
33
34
43 -14
-3 1
16
35
94
30
-8
-1
-2
97
-86
-1
13 0
44
-21
6
-1224 2
25
-64
54 62
14 3
14 3
6
53
11
36
-2 18
-1
-4 0 -1 27 1
26
-4
2
76
28 -3 2
3
-19 57
1
24
1
130
-1 00
-82
-50 -2 35 -13 -97
50
-62
-116
0 -16
21
-4 79
12
13 -259
-3 52
-2 -32 8
-43
8
-28 9
-18 -108 1
-2 3 7 16 18
16 7 19
99
-7 3
-248
-255
-9 8
16 9
-8 1 -81 21
-3 48
-287
-3 66 27 9 -32 5
-23 7 27 8
-23 7
12 0
121
9
44 29
44 44
214
19
-1
99
91
35
98
11 3
2
-4 50
-1 31 37
64 -2 -264
7
15 1
38 10 9
10 9
-17
14 5
42
44
29
6
8
44
45
14
214
29
81
93
30
-5
-37 81
93
29
1
50
9
2
5
-3 8
-1
-7
11 1
Bandwidths = 100./mm
78
68
2
-1
29
74
-2
-3 32
3
-34 15 2 -34
78
74
-1 1
-1 1
17
30
-30
-1 36
-7
19 0
20 4
11 2
5
1
-3 6
4 -1
14 0
89
4 14 21 9
-1 0
19 0
23 103
-116
36 43
10
7
7
1
3
111
74
3
7
89
10
-3
-1
77
21
53
19
43
29
4 11
-9
8
1
88
14
15
68
-34
67
-6
10
68
3
26
4 24 3
3
-1 5 61 -1
20 4
93
-102 14 3
64
1
84
9
-1 4
19
1 38
12
1 -14
11 6
3
35
25
-3
-2 4
-1
-1
6
1
-4 1
34
4
-2
3
-14
29
99
9
29 -2
116
66 9
43
47
-1
-1
-7
83
25
39
5
29
-1
44
1
-31
24
2 35
12
-4
4
1
10 7
-3
4
29
38 -1
-3
3
5
14
15
43
-9
-2
5
77
5
32
-9
79
-5
11
63
47
1
60
6
-10
68
78
-1
-1 3
74
93
13
87 -1
Differ: 2-1
6 -2
6
-1
8
-1
-1
24
-35
9
21
10
-6
1
13
-26
85
1
-24
3
-33 -2
29 8
5
0
10
13
-3
44
5
31
4
-1
1
-3
88
-3
7 114
1
10
4
-10
-3
0 19
14
59
-8
-10
8 -33
1 -1
4
16 9
2
-3
5
5
-5
7
1
1
29
25
43
68
0
14
11
3
12
1
1
5
1 -1
-1
107
2
122
-3
-3
5
106
68
-2
9
159
-9
66 56
9
5
38
-2
-1
3
40
-1
40
6 3
9
-9
25
7
79
8
+ Demand flo - Demand flo
45
1
80
83
71
1
-2
-1
3
-1 -1
75
30
45
4
59
2
42
39
-3
2
-5
-9
12
-9
38
13 5 20
159
21 18
9
20
3 -1
5
6
-2
-7 19 8
44
20
45
9
-1
-11
-16
42
-5 7
3
69
66 3
51
36
11 2
12 6
119
717
-1
242
27
123
1
24
-6
12 3
2 -3
2
7
24
4 21
93
-74
-3 -1
-3
43
2
44
Link Annot:
3
2
-1
52
13
42
36
24
18
-74
15
9
2
-10
-74
26
9
13
25
25
84
12 3
16
4
-30
5
9
-4
21
30
12
9
9
-1
-5
13
99
28
214
40
96
73
Scale 14449
-7
-6
4
1 -1
58
22 25
-8 1
-5
-2 -8
28
23
16 0
63
-1
-4 7 59 -1
-43
22 0
1
1139
-13
-5
-1 5
42 24
61
8
-4 7 37
-3
2
0
24
-6 9 -1 19
12
73 0 -3
96
-159
11
12 -8 2
43
1
22
-2
-5
-9
-1
-9
3
1
7
22
22
-1 7
16
-16
11
2
-1 70
-1 4
-1 51
17
39
39
14 -2 50
-2
2
-2
13
-9
25
-3
39
51
1
-2
96
17
30
05
12
2
40
96 14 0
-7 -1
2
11
1
-1 50
-5
-7 6
-1
-2 32
10 9
97
-7
-3
7
50 95
28
1 -23
36
96
2
41 -3
94
-3
5
7 -9
3 33
1
-1
3
4
-5
-107
67
2 -3
6
23
-1
29
-1
192
43
18
21
-1
-1
-2 14
185
-18
-5 1
-22 3 30
1
212
-1
-9
-1
32
-1
2
454
-4 -46
175
152
28
13 27
-30 -3 17 5
22
3 -1
-2
27
15 0
-3 39
06
11
9
-1
-51 10
1
-1
-2
8
16 2 2
48
-218
-183
-1 0 96
-148
96
-1 84
1
14
39
-44 8
-9 2
1
39
-138
-8 9
1_fin21_CRL_ Basecase.ufs L_Scenario6A
-6
131
44
-9
8
25
76
-1
-13
13
13
-71
11
48
-53
-54
25
8
-94
-22
-112
112
-25
-6 -5
-8 9
3
24
4
5
-4 1
-1 4
-83
-8
-20
134 -8
-61
15 3
-5 4
3
-3 59
-4
47
-114 -83
-42
38
-220
-61
1
-30
11
9
-92
-6 9
1
-2
192
43
-56
-48 -5
127
1
24
21 9
-1 50
12
42
-6
214
29
1
-8
9 25
35
17
-8
44
9
17 -3
79
-4
50
8 78
1
80
92
17
36
22
66
1
-28
7
6
17
22
21
16
34 -9
36
39 25
87
5
23
-2
194
15 8
21
9
-4
-32
-30
5
11
32
35
29
18
-6
99
24
79
26
53
92
-2 2
-1
-4 8
17
9
80
21
9
53
-5
87
17
6
79
29
22
12
21
2
5
-2
-2 8
3
9
53
-22
-5
9
1
3
35
-6
44
1
43
29
25
-48
66
34
44
44
-1
5
116
5
-1
52
-15
17
-9
44
-9
12
-2
187
15
3
-1
9
11 -1
1
3
48
-1
-2
88
15
19
-32
20
31
-30
21
5
5
8
-5
-1
-2
Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15
-2
-4
28
-32
108
-1
-1
29
28
-5
15
-7
7
-2
-2
18
8
1
9
20
-30
8 -1
-1
31
4
-138
-5 2
-4 7
-1
29
-138
-128
-144
-61
-453
-37
-4
-11
-22
171
-114
11
152
41 29
-44
-23
179
78
-1 18
154
31
-1119
-18
54
-101
189
154
69
0
-9 9
-3
1
8
26
14
189
-14 189 -14
20
54
-36
-1 3
5 11
4
-14 -102
26
41
-1
43
192
-118
29
-5 3
-14
4
43
-14
-34
29
19229
-86
-234
41
63
-79
-8 2
1 -3 7 -104
-74 355
1 3 -23-188 -14
-233
-234
11
44
-1
-1
30 4
69
186
-319
-14
-8 6
-1 27
34
244
1
-95
10 1
-1
-117
19 2
47
-8
43
7
-18
-14
217
-85
5
-37
120
-291
-30
4
-74
4
-94
45
4347
-7
51
-210
-9
14
-56
9
0
-41
-100
115 10 6
-44
-4
3
-3 9
-35
12
35
10 4
10
-93
-66 -157
21 7
-6
-2
39
52
3
-1
99 92
-147
320
-1 54
1
-1
36 2 42
-43
186
96
2 19
-27
-4 369
3
-29
4
17 2
51
96
-1 5
-1
5
125
17 0
33
2 43
29
1
-1 1
-5
-11
125
2
-27
-2 3
-1
-3
-19 8 2
15
17 192
32
11 -3 -4
62
-8
-13
5
5
-8
-1
2
33
41
Atkins Ltd / DVV / ITS
11
-1
28
1 17
-5
-1
-7
-6
8 17
SATURN
1
-1 4
6
7
-1
7 3
-7
-2
-1
23-11-15 AECOM AUSTRA
43
-4 6
-1
-8 53
-4 4
-2 0
-3
3
-4 8
-3
22 3
27
53
-20
-309
-3 7
2
-22
10 2
-4 2
47
39
-2
41
-1 24
54
222
28
12 12
3 22 2
-1
261
265
1 13 8
-3
-5
-2 7
-4
12 5 70
8
-1 0
78
54
-9
112
-2 0
-107
-6
90
-4
71
-3 4
-1 0
14 2
4
2 16 198
-5
134
40
21 3
142
94
13 9
112
14
2
42
-5
94
98
1 90
7
-2 84
198
63
24 9
40
93
2
-6 3
3
13 5
8
18
2
61
-22
13 44
-1
-5
46 -1
29
22
26 7
1
48
10 7
15 -7257 7
-2
-19
4
12
46
-2
3
-8
-4
90
26
1
-5
55
45
9
-4 7
3
13
10 7
9
59
26 7
11
3
57
-17
41
1
-3
33
75 125
-2 34
-4 5
101 52
25
25
71
-10
12 4
31
42
-1
-1
10
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Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15
2
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Bandwidths = 100./mm
14
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Differ: 2-1
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Link Annot:
11
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1_fpm21_CRL_ Basecase.ufs L_Scenario6A
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SATURN
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2
23-11-15 AECOM AUSTRA
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Bandwidths = 100./mm
2
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20
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7
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Link Annot:
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Scale 14449
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1
1_fam21_CRL_ Basecase.ufs Scenario6A_S
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58
23
21 11
63
1
7
4
60
-9
8
7
31
11
5
1
-14
2
3
88
65
2
8
23
4
-36
63
16
18
23
4
19
5
4 4
28
4
Auckland CBD Model: 2021 AM Peak: Basecase 25-11-15
-2
-15
-36
-16
5
5 16
16
3
3
65
-11
-1
97
70
2
9
19
29
2
-3 -15
18
1
24
16
0 -2
-5
-200
-4
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-61
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18 1
1
-80
-9
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-1
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8 -1
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46
46
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1
-408
-40
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1
0
-1 98
23
-18
-2 0
118
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12
14
2
-2 7
1
70
1
58
33
-7
-20
20 3
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0
1
-1
166
98
-8 82
217 -56
140
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20
66
12
-2 14
98
97 -11
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20
2 85
12
5
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1
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144
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-270
20 9
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302 -25
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-5
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91
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11 1
223
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183
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92
1 43 7
9
11 0
43
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-74
144
240
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2
32
98
-2 07
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82
98 -6
0 -2
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82
50
97
-55
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2
32
20
10 6
64
-77
66
181
-183
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30
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6
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-9
22 8
16 6
62 -162
6 -95 31
27
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20
3
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21
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2
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06 -206
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17 0
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413 41
-6
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222 32
45
98
402 -5 0
1
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237
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8 -2
93
6 16
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141
-8
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10
15 50 22 5
2
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9
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20 1
222
34
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29
8 98
39
43
13 2
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-1 5
188
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188
106
53
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8
1
2
166 -19 7 8
23
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10
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42
37
11
91
2
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9
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8
-8
Atkins Ltd / DVV / ITS
39
-3 2
-70
23
11
39
7
-3
42
-70
37
-18
36
7
1
-78
42
2
1
SATURN
85
-3
-1
2
7
1
7 1
1 1
25-11-15 AECOM AUSTRA
-2
-1
1
-3
7
8
21 2 -5
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2
4
-1
-7
7
-2
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-7
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7
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14 9
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2
1
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8 21
SATURN
1
-1 4
5
7
-1
7 3
-7
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149
1 8
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59
36
1
25
-6
38
72
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31
69
8
-8
10 2
6
83
31
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1
2
3 83
146
5
146
11 3
1
88
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43
19 -1
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45
20
1
12 8
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6
13 2
2
4
54
176
4
4
78
13
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65
98
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182
24
134
4
21 8
82
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1
26
20 176
1
17518
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-5
25
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2
44
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152
5 101 15 2
10 2
3
15 2
9
19 7
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70
8
10 8
21
24
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33
85
13
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60
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66
39
82
1
1
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-7
20
1
40
33
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19
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20
42
33
92
13
21
84
-1 8
25
60
91
-8
-1
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8
156 84
5
25
75
-2 2
49
71
32
4
22
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1
79 -15
-87
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34
6
-6 -91
55
-55
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-49
57 67
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10
42
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-1
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21
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71
42
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91
97
71
110
91
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4
11 7
-1
29
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27
2
13 2
32
-18
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19 2
3 -15
24
15
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8
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19 6 -1
1
2
92
2 92
132
76
34 -3 2
14
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30
52
3
-7 9 -75 25
15
40 -3 75
33 5 -33 5 -25 3 -25 3
20 4
204 76
45 96
45 45
219
96
45
50
10 3
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-256
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1
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10
19 0
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19 1
19 1
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15 6
33 5
7
1
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2 -31 14 7 -31
12 3
12 0
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17
30
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18 4
21 4
11 2
97
1
7
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4 -1
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76
5 14 20 9
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18 4
23 96
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43 45
48
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96
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90
3
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11 4
34
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5
96
82
3
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82
10
7
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90
26
88
43
58
42
91
14
40
82
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85
19
21 24 3
4
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58 -1
4
1
86
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70
4
20
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48
14
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4 4
40
4
3
219
29
1
11
48
34
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36
4
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4
66
177
26
29
92
8
54 -4
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89 8
42
42
96
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34
91
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6
45
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24
17 7
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5
79
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36
45
16 77
9 -1 63
1
35
86
7 11
7
87
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91
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-7
7
8
5
5
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219
45 96
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44
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86
19
-1 3
-4 2
-2
1
40
8
-33
-2
91 -1
-1
1
87
-3
65
22
Bandwidths = 100./mm
2 -4
0
-1
2
13
1
-1 -1
6
-3
7
-37 -2 -39
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1 12 24
-1
4
-6
1
-41
26 7
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82
12
4 -1
-8
1
6
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1 12
-1
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-8
4
1
91
17
96
45
38
110
3
1
61
11
2
125
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8
33
4
17 4
20
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1 -1
145
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62 123
8 117
3
-1 5
7 19
1
1
5
61
40
-1
-1
86
6
10
44
79
6
-5
-4
-8
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3
-1
2
-1
-3
Differ: 2-1
1
37
-3 2
22 9
22
4
12
52
86
3
-39
145
24 18
3
12
4
-3
-1
22
4 -1
2
5
5
-2
-6 40
45
20
50
40
65
37
14 2
14 1
-1 8
31
-14
32
1
13 9
+ Demand flo - Demand flo
45
-1
37
94
76
-8
250
-3
139
32
69
74
50
52
36
44
41
39
-2
2
11 4
93
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31
-39
28
23
9 21
32
21
-43
64 3
2
45
14 8
50
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25
5
0
3
28
85
13 9
74
15
24 -32
2
9
13
3
67
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42
-6
-5
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82
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17 16 9
Link Annot:
2
1
-4
21
30
663 -1
36
96
69
Scale 14449
5
35
4
0 -1
51
21
5 10
-159
11
219
53
-7
-2 -8
-2 5
29
-1
-4 9
22 1 22
27
-1
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63
76
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36
73
10
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12
7
6 34
2
9
6
33 36
18
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5
8
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-6
18
20
15
15 5
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6
2
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23
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24
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5 -3
24
8 34
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2
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42
1
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39 -2
48 90
24
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2
89
3
25
1
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2
11
1 -2
3
3
4
4
55
2
1
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90
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24
4
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2
1
25
15
27
10
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9 -1
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11
16
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43
96
17
37 98
60
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191
53
36
93
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4
38
54
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93
13 9
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33
8
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14
7 -5
22
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25 08
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10 8 -7
141
61
90 -2
28
89
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6 -6
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11
5
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203
2 -1
99 4
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67 3 30
1
216
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99
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10
29
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-5 -68
162
33
29
67
26
11 2
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1
41
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13 6
-7
5
6
1 1
1
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12
12
9
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45
16 9
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112
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-55
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3
23 -40
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8
1_fin21_CRL_ Basecase.ufs Scenario6A_S
-1
141
31
1
0
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25
75
8
14 6
-8 5
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191
53
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25
52
12
1
-8
8 26
2
48
17
49
5
9
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53
4
94
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1
11
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-8
54
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89
1
10
48
73
96
49
46
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34
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36
45
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49
11
177
5
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54
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72
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49
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81
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9
54
-8
10
92
36
69
96
17
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94
31
8
12
1
21
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2
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31
21
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7
62
21
34
3
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96
36
7
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92
8
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68
94
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71
95
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89
68
55
10
-8
31
84
17
39 23
92
77 271
-2
-6
18 4
23
19
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279
14
61
5 7
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-2
Auckland CBD Model: 2021 IN Peak: Basecase 25-11-15
-1
-19
9
19 20
4
5
-3
-4
-29
-32
-1
1
22
24
-19
9
-4
5
-6
27
8
80
1
6
21 102
22
3
18
14 -1
83
1
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88
-4
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21
80
32
-32
2
74
4
-29
10
-13
-32
10
22
33
-4
-31
-49
-5 6
10
-4 1
-5
-81
-8
-20
-92
-6 4
1 3
-94 -81
146 -8
-48 -8 8
36
-3 56
135
-48
22 4
-1 45 -4 2
-197
-137
1
20
1
-467
-33
-44
-5 2
76
-1
25
25
33
171
11
7
169
40
149
-94
11 -11
-22
-2
179
-96
-1 13
-13
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-18
67
209 11
1
21 4
8 14
4
22
149
75
7
-9 4
180
5
67
-3
120
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53
191
181
-14 180 -14
16
23
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22
24
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8
53
-14
40
69
234
-91
-235
-124
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4 -95
-68 355
2 -181 5 -23 -14
-235
-235
40
-31
-1
-64 -1 3
-70
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34
30
-98
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231
11
41 -3 4
16
1
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56
10 1
184
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75
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-8
19 1
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53 48
8
5
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119
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21
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1
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117 10 5
7
9
41
5348
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14
4
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11
35
10 2
11 -211
-8
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23 1
3
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52
3
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99 92
38
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1
-1
-136
317
367
36 1 42
-43
186
101
1 19
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4
-27
5
17 1
56
101
-21
-1 4
-1
5
127
16 9
30
2 53
27
1
-1 3
-5
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127
2
-32
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-1
-3
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26
11 9
-4 -5
21 191
Atkins Ltd / DVV / ITS
53
-9
-13
5
5
-2
2
31
26
-7
67
-1
27
21
-1
25-11-15 AECOM AUSTRA
-2 5
1
6 0
-3
-1 41
2
-3 9
-3
-1 3
4
-2 6
52
0
-15
-13
3
18 7
-39
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-1 0
26
18 2
-297
58
-20
10 2
-1
-4 7
-1 2
54
-2
41
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8
162
53
-4
-1 24
8
211
37
8
3 21 1
-1
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218
221
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98
9
37
120
-9
-115
-52
60
-3 3 5 14
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139
20
80
10 3
174
8
16 8
16 7
174
8
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16
-8 6
60
8
16
26
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3 53 30
15
24 6
11 -9 230 1
21
13
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6
10 40
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8
47
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27
90
23
53
60
48
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3
-8
-1
-2
10 4 70
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103 75
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10 3
5 -9 103
95
12 -5
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42
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-3 9
16
39
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44
8
61
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39
89 88 39
15
15
57
16
11 1
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53
10
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3
24 6
4
6
30
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46
1
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10 -61 10
273
4
142
2
2
3
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6
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2
-7
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67
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24
98
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3
13
9
1
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3 27
277 10
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8
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29
127
2
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71
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1
98
24
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2
0 24
24
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13
98
98
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71
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0 24
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68
2 -1
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1
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44
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132 -46
-4
29
36
70
44 44
74 10 5 1
11 7 -6
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13
-1 07
24
-1 25
118
-12
24
35
28 26
-1 8
-8 -7 09
18
18
44
11 2
-10
-1 15
24
1
11
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31 6 -1 1
1
-1 2 -1
2
142 -1 118 23
23
-9
-43 0
-22
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-24 4
-278
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6 31
-1 0
215 131
-12
7 12
381
-12
12 7
-1 2
127
127 277 1
-1
-140
-54
15 16
-5 40
-31
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51 8
-36 7
-1 13
21 5
-1
75
-12
65
10 -46
99
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8 -389
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-42
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-54
-629
51 8
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175 6 -2
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16
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57 8
-4
2
62 9
77 45 1
-9 1
-1 88
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23 4
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16
28
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10 9
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7
66
66
17 7
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57 8
23 2
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25 0
2
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4
54
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7
183
5 -3
7
6
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8
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5
2
10
68
34
6
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7
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7
22 5 4
28 5
-7
51 9
23 2
-47
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36
14
2
51
3
7
87
-1
29
-9
27 7
-8
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33
23
8
91
13
78
-1 7
4
-4
1
1
13
38
24 78
1
-1
4
-17
-4
26
-4 4
-15
28
10
62
91
35 18
4 -1
78
13
118
1
8
39 13
16 35
14
24
23
35
49
1 -4
-76
-15
-46
6
-13
86
33
40
20
3
86
15
2
67
41
23
8
8
21
-5 3
16
83
-1
15
-17
27 35
-1 1
-6
22
-5
2
87
38
-5
26
-4
15
71
-42
28
2
2
-1
-1
1
-3
21
13
1
41
1
76
70
1
34
12 1
4
Bandwidths = 100./mm
-27
-8
-7
-1
-33
-9
-5
-1
-8
11
-1 16
92
10
8
41
118
9
-5
1
Differ: 2-1
5
11 -8
1
127
-2
24
23
3 -1
4
15
-8
71
2 -8
-8
11
-12
11
-34
1
+ Demand flo - Demand flo
55
14
2
8 14
-1 9
4
41
23
-38
65
9
-2
-59
-50
41
-64
-35
-2
90
-1
3 -1
3
-68
-24
1
9
-1 4 -3
5
-6
21
-1 5
14
-39
3 -2
-2
13
69
-3
142
127
31
27
-3
8 26
9
-2
85
-1
-3
-5
31
29 13
9
-39
-13 10
16 7
9
1
-12
-13
-7
-5
-2
-68
127
29
36
-
-7
-7
29
65
-1 3
35
54
60
8
-1
8
-10
35
13
28
30
0
65
-1
12
-24
35
-7
8 16
1 71
-13
31
11
-62
18
1
6
11 3 -1
13 1
25
90 -3
70
-1
11
1
3
75
65 54
60
16
19
0
10
0
51
75
36
29
34
-4 7
-8
90
15 9
14
4
2 -3
11
31
32
8
54 10 9
20
2 -1
-4
1 38
45
-1
-5
90
-1
25
7
3 10
41
-1 08
0
6 19 6
25
-1 08
-3
30
-5
-1
83
41
1
297
32
10 2
-7 4
9
9
-1 19
-5
31 64
12 9
32
97
12
33
8
-1 2
73
-1
46
-7
97
3
24
-7
32
-7
13
-11
83
20
0
2 14
-1
1
-13
-7
19 47
6 16
25
350
27
38
9
13
109
13 1
-63
47
40
5
6
9 -1
-35
271
10 38
48
42
10
-7
71
-10
121
27
-1 78
30
-29
-3
-1
-51
5 -2
19
-211
95
-31 22
25 7
4
28
34 4
-9
32
3
72
5 -2
88
16
8
-1
-3
69
-11 3 3 11
119
2
14
5 -7
14
5 17 2 31
-7
-3
-1 7
-1 78 -1
-10
Link Annot:
11
-2
19
-2 7
-3 72
13 -1
-9
2
3
-5 1
-249
88
0 13
81
25
49
-3 71 21
27
27
58
-195
13
-1
142
487
93
-2
-3
81
271
-36
3
36
-9
-2
73
-3 36
16 -2
-2
-61
34
-10
36
-3 26
86
-1 6
1
-60 -8 5
Scale 14449
26
15
80
-55
4
12
9
27
8
3 -9
13 -2 2 -2
-2
9 8 -1
9 12
2
-1
-1
14
26
-61
-34
-18
-6 9
18 0 -1
-4 5
18
13
14 -26
-26
26
53
53 8 -1
25
1
53
-13
245
-1 3
-16
31
15
19
38
13
23
2
8
-17
60
-17
46
21
11
-5
-9 8 2
11 9
-4466
31
10
-9 6
1
184
-4 0
-53
-6 2
69
3
27
-1
140
487
-2
-2
12 8
9
-6
-1 32 -3
-53
-3
2
2
3
2
-1
11
1
119
7
25
3
26
32
54
2 18
84
-1 2
16 8 -1
13
-2 08
221
20
144
89
40
2 -2-1
22 145
-1
-1
55-3 2
55 -1
-18 -2 14 4
6 21
-81
14 1
62
3
-244
-275
-5
23 6
1
1
-1
5
51
-1
20
20
-167
3
66
70
35
1
122
11 7
-2 87
30
1
-316 -4 32
14 7
24
1_fpm21_CRL_ Basecase.ufs Scenario6A_S
-5 7
50
-35 3
17
-1
3
17
-81
-24
5
-8 7
9
-1 27
146
27
-7
-1
1
5
51
-2 64
-155
5
5
7
-121
5
-153
20
-20
-176
-153
-132
12
22
-50
-137
1 -4 -150
-1 1
-316
20
15 5
-2 37
585
20 -7
-1
140
487
-184
-397
29
-1 9
-159
-190
2
2 -2
4
-6
Auckland CBD Model: 2021 PM Peak: Basecase 25-11-15
-39
-15
-1
15
6
-16
24
-3
25
25
-16
11
-1
-42
-21
2 15
54
15
-19
-5
23 -3
38
16
71
-12 112
-5
-2
-19
21
-14
-9
7
-144
86
-30
-18
20
26 2 -1 77
-665
7
-122
20 5
88 -3
4 -7
1 3 -7
51
-275
-7
-9
-60
5
-190
86
-175
-1 4
-9 9 -99
-243
-1
-1
1
11
-300 -446
1
-7
12
-5 3
-2 4
-7
-108
14 -98 8
-276
-275
-74
24 7
155
-108
-185
65
4
2
-470 -454
2
2
-74
-7
-6
487
-1
140
-13 -74
-6
-7 75
-2 05
56
1
-175
21
-13
-4 73
-15
27
6 -3 92
147
2019
27
33
436 -549
-513 -455
-17
-324
-1 4
-85
-13
-1 7
7
285 -177
-147
176
9 -30 -178
-311
2
40
11 4 47
-130
76
-25
-157
120
5
-309
-311
-4
4
-14
-204
-67
-147
147
-454
327
-15
14
11 8
72
-7 6
25 111
162
7 -24
-8 2
51
51
-104
175
-172
49
487
37
-30
-425 31 5
-15
14 0
7 48
-13
23
7
-5
-1
48
2
14
-1
665
53
32 7
17
-17 27 63
1
-78
-11
-7
174
6-52
27 28
66
-1 23
-1 337
-35
-2 5
-7 358
83 -283
164
-103
-2
12 -202
407
-12 4
-1 84
156
-64
358
49
-5 3
-17
77 43 -1
-1
818
252
Atkins Ltd / DVV / ITS
4 -76
116
-1 2 -6
-7
0 14
487
-40
-9
-76 24 0
7
76
-275
41
27 8
12
-82
-7
20 5
321 -5 3
55
6
25
53
-8 9
207
278
-1 04
-3 2
207
99
140 41 14 9 -1
10
12
-3 2
-43
32 1
-12-46 0
1
-84
24
29
-71
29
-1
7
-7 6 52
11
-1 0
-32
70
187
41
32 1
-1
143
-5
7
29
1
-1
32
13 41
-32
SATURN
25
54
3 -5
52 -5 2
12 13 -6
1 1
25-11-15 AECOM AUSTRA
-9 3
4
4 8
93
0
-1
-50
-21
8
60
-3 -321 02
15
7
30
10
205 54
153
70
-2
15 4
70 -1
4
-5
18 132
1
1
3
99
9
11
6
29
53
5
1
-5 -3
-2
1
3
83
-3
2
2
64
22
-1
118
85 85
1 37 -14
-1
78
34
2 17
37 -14
80
48 -1 5
-4 8
1
-1 -1
28
-2
-1 2
30
7
-2 6
31 3
63 57
30
24 7
19
11
-11 3 55
-1 4
37
-3
22
11
30
14
23
8
-1 9
-1
-5
-1
2
-19
27
-1 1
8 81
51
93
34
81 81
63 64
-1 9
23
-1
-5 4
2
-7
6
-1 -1 6 13 -6 -11 3
4
19 129
87 -37
36
101 33 94
105
13 1
-1
10 9
55 57
9 7
60
-1 23
2
186
70 42
60
31
24 -5
41
37
-7
-1 8
42
-5 3
-40
14 1
53
-1 0
49
-18
-1 8
-5
45
45 -11
9
2
3
-56
-2
13 2
-3
7
-3
1
-2
7 93
44
1
3
-1
49
3
49
42 70
103
3
-41
3
49
-1
-2
79
2
-1
-2
3
42
82
-1
39
105
-39
2
88
-10
-18
-10
7
75
88
45
49
78
1
2
17
-2
-4
-40
-1 5
58
2
-1
-5
46
5
21
1
0
51
6
10
-40
42
-3
4 28
-4 5
-1
47
110
1
-4
13
50
184
23
4
10 8 -13
-56
2 -25
67 98
10 1
42
-5
-4
-10
7
-22
-12 -788
-1 16
1
-1 0 -1 38
24 7 6
2 2
42
20
21 7
-1
10 2
1
21 -2
-216
43
98 -1 11 -96
-82
-1 43 7 24 -1 -6
-3
286 126
-17
-1 41
58
-1
43
14 -1 74
12
-55
-131
-59 4 24 8 -47 3 24 8
-47 3
28 4
-6
-1
11 2
54
-1 06
10 1
26 2
6
-8
-12
11 6 -12
-158
37
78
-2 40
-1
26 3
-1
-6 77
-6
-5
40
-21
17 -1 23
-4 4
74
30 13
5
1
6
1
8
11
16
19
-2 48
11 2
-2 5
30
-3 7
-9
-42
76
12 3
-1 -1
-5
7
5
13
15
9
2
3
89
-8
95
23
9
-33
76
30
-1
-9
-1
-4 4
89
39
4 10
16
33
7
-42
-2
27
26
4
-1
33
-3 1
2
41
31
2
5 -1
11
105
44
-32
-4
-4 1
-1
4
3
-1
10
1
6
0
3
-1
2
13
19
1
188
42
1
34
76
72
5
18
1 4
7
-40 11 -29
-11
-1
-1
-9
2
-1
-12
59
1
-40
Bandwidths = 100./mm
4
2
-7
1 -9
-4
-1
-1
-100
-1
-12
-12
Differ: 2-1
-1 -1
1
-113
77
62
-1 2
29
82
-6 14
-1
4
5
-7
-113
42
59
111
-1
-1
0 -2
50
50
-64
4 -1
29
-5
-5
2 -1
-2 68
0
-5
36
72
4 10
-34
3 18
5
6
-90
-4
-5
78
38
29
-8
39
-11
84
-2
3 -5
-10
2
37
-1 1
40
5 -2
-3 75
31 -2
-7
2
2 30
3
25
80
-7
29
64
20
33
83
1
36
25
31
59
111
30
11
5
-1
96
1
-5
-1
8
22
-7
68
-2
-2
-7
50 31
+ Demand flo - Demand flo
4
-7
67
75
-1
19
78
-1
2
65
-84
70
77
17
9
-1
96
1 0
83
10
-1
6 10
10 -1
83
-1 14
10
67
31
1
63
-1
8
-9
45
-1
4
78
-1 32
40
-1
-4
4
-8
15
-8
83
3
8 8
15
31
22
-1
-1
-1
34
-7 8
-82
1
64
24
34
33
-82
62
71 1
65
16 1
1
Link Annot:
-9 -4 -4
69
11
-66
-7
7
-82
-1
-5
-6
-1
5 8
-1
7
6
-21
2 -3
45
5
-8
2
-8
76
77
-5
-1
320 -1
18
-5 22
2
-9 186
70
-34
26
55
48
31
100
-1
-41
5
-1
-9 -6
-45
22
-7
5
6
11
6
1
6
40
-1 0
-12
17-1 3
22 53 -1
-5
41
-48 2
-34
-1 31
8
3 -3
-52
-8
-1
29
-25
-3
18
-5
-5
6
-1 -1
-2 21
-1
-6
-2 -1
79
0
-2
-261
6 80
6
25
14 61
-7 1
38 -1
42
32
1
-52
-153
1
1
-7 2
-1 12
21 8
-2
36
-9 9 -1 18
-6
-3
-5
8 4
72
186
69
-7
-1
-4
83 -1
-1
7
10
77 -5
-2 5
83
20
-8 5
-1
21
-1
19
4
Scale 14449
-25
3
36
6
-8
18
14
-6
-4
17
-9
2
-1
12
44
3
52
-3
1
10
65
-26
-1
5 33
14
1
6
-21
12
75
18
-1 6
-1
-4 7
-8 3
5
-2 16 -1
-17
25
-1
-1
13
-6
11
6
5
-1-4
7
-1
-1
36
47
54
2 23 11
-19
-7
10
32
4
-2
18
-1
-1
1
-5
82
33
51
2
127
-9
-27
9
-2 6
-273
-266
1
14
1 -2
1
-1
178
69
6
-1
4 -1
-228
5
18 6
1 31
-1
188
1
80 -4
-1 -7 -2
6
-5
-146
0
8
51
17 1
26
-55 19
-1 76
-5
-2
4
-51
-2
-31 -1
17 1
-2
6
-18
-6
3
-97
1
-5
18
9 -8 5
171
11 1
1_fam21_CRL_ Basecase.ufs L_Scenario7A
-5
-2 9
-2 26
67
-12
22 1
-77
4
-19
-51
-61
-30
-2 40
-15
15
-55
14
-2
-1
-77
5
2
-72
-5
-23
-1 9
37
-6
7
5
-5
-30
-37
6
-9
-107
-80
-62
-34
-1
-1
-1
-9 2
10
1 2
-5
1 20
4
7
-3 -61 -18
92
-4
-3
-1 03
45
0
31
5
3
-42
-2
14 7
-68
-109
-18
-4
-121
-107
-52
-8
37
-1
-3
-7
178
69
-3
-9
-85
-426
-166
-84
-103
- 5 -1
1 -2
-1
-6
-45
24 -2 40
-2
-104
-56 21
77
-2
1
-2 25
-1 30 -3 01
15
-24
-3 3
58 -1 74
-203
-1 75
-68 -6 6
149 46
0 18 0 -8
38
-8 2
-84
40
-103
-107
-4 5
1 -1
-61
160
12
19
-12
6
37 4
-154
1
81 1
-8 4
-1
21 -2
7
1
40 -86
-18
167
3
-1
-21
-73 3
8
-131
43
3
-2 3 -1
-1 99
1
231
-416
2
5
12 7 20
-41
-186
-143
28
5
7
-79
6
-2 72
-18
-1
13
-86
-1 9
136
-29
7
-4
80
29
-266
-1
-1 3
-21
13
1
3
32
9
24
51
7
17 42
4
25
66
70 18 2 14
57
45
3
13
-4 2
3
-2 3
7
30
26
7
42
14 2
64
37
15
2
-1
59
30
-1
-1
51
-2 4
11
45
3
1
16
39
-1
64
34
-42
40 1
-1
-1
63
1 -2
88
42
-1
77
2 -1 41
8
58
-1
16
49
2
53
14
50
64
26
-3 5
24
30
8
50
-42
-1
7
-1
-1
9
-2
48 -3
-2
78
14
8 26 5
50
-35
3
5
75
-4
17
2
36
88
-7
-1
12
44
-3
1 21
66
13
13
-2
-1
17
4
-1 -9
23
188
44
70
-1
4
59
2
52
157
26
-9
-5
4
2
9
24
-2 2
20
10
-2
-1
3
7
-4
4
Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15
-4
8
2
7
7
2
15
-1
25
-10
37
-6
4
-47
2
23
14
24
2
-9
78
-2
7
25
54
4
-1
27
6
4
-47
14
-1
12
18 41
229
11 5
-2
-1
61
20
-47
2
18
107
-1
136
-70 19 2
-1
8 -1
-21
-329
-185
-13 -170
8-1
101
-2 69
63 62 -11
-8
59
-10
-37
78
-1
-77 -182
1
-1
143
-1162
-8
8
-11
-1
-7
1 -2
-18
-272
-208 -192
-1
2 -27 -77 -248
-272
15
-129
-77
178
69
8 -1
-4
61
32
-30
221 -272
69
-18
184
-78
12 7
-77
-4
-63
-1 0
-9 9 -1
5
-1
-1
-124
-1
-7 -1 50
-444
7
-2 2
1
-107
-143
143
-59
12 5
9
257
-193
-4
69 70
-18
-291
-77
17 8
-107
-11
-1
07
23
9
27
6970
-1
12
49
29
-3
182
24 5
-25
-90
54
1
-9
-36
-7
-3
28 -113 9 24
20
-3 0
101
-3 2 55
32
-3
18 8
89 -289
-16
-15
-2
287
-90
-56
43
71
32
225
372
2
-1
236
1
-2
21
17
29 22 4
1
-1
7
125
-2
8 17
-37
-3 2
19 9
225
-2 92
67
-2
-8
-2 6
-2 2
-36 20
8 69
-4
187
8
-1
187
39
8
32
-1
-7
-37
-1
1
178 -22 19 1
-1
99
9
Atkins Ltd / DVV / ITS
-23
-17
32
107
-1 27
25
30
23
-1
-2 4
1
-48
20
8
-1
60
-5 0
32
11
-5 2
-1
32 19
-3
6
32
-24
-2
4
19
-1
-1
4
2
-80
25
3
SATURN
99
-5
-3
-1
32
-2 1
5
-2 4
19
-1
0
-8 0
-5
8 -2
-2
21
-2 1
2
11 11 1
-3
23-11-15 AECOM AUSTRA
-1
-1
-7 1
-3
8
3
1
-7
7
-2
10 7
1 -2 8
-75
77
39
37
-7 1
10 8
85
24
105
28
8 -4 9
61
59
15 0
8
-8
18 0
8
59
23
180
96
22
15 0
-3 2
-13
-35 67
5
-39
61
-1
-3
36201
102
-1
-2
-9
93
20
12 0
-3 0
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Bandwidths = 100./mm
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Differ: 2-1
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33
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Link Annot:
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1_fin21_CRL_ Basecase.ufs L_Scenario7A
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Atkins Ltd / DVV / ITS
137 -28
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7
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73
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SATURN
1
-1 5
3 -5
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5
23
5
7
3
7 3
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10
9
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Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15
23-11-15 AECOM AUSTRA
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144
2
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3
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41
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4
15
2
Bandwidths = 100./mm
19
119
5
Differ: 2-1
53
63
1
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81
8
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38
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1
8
3
25
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5 26
0
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2
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1
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Link Annot:
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9
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1
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1_fpm21_CRL_ Basecase.ufs L_Scenario7A
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21
Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15
3
-8
7
6
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1
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Atkins Ltd / DVV / ITS
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SATURN
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23-11-15 AECOM AUSTRA
-9 2
47
3
SATURN
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8
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2
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7
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Bandwidths = 100./mm
5
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2
4
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2
7
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6
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52
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1
2
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1
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Differ: 2-1
11
11
3
6
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75
5 85
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1
1 -12
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1
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2
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20
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+ Demand flo - Demand flo
1
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38
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6
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2
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Link Annot:
-8 -4 -4
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50
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9
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2 -1
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4 -4
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2
1
2
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1
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7
19
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2 -1
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Scale 14449
80
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18 54
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38
54
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6
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2
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1_fam21_CRL_ Basecase.ufs L_Scenario8A
-1 4
6
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3
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1
7
7
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Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15
-3
-3
5 7
8
3
3
6
-7
5
16
15
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94
3
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4
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18
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0
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218 -320 -320
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2
32
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303
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14
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140
11 6
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41
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3
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4
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41
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Atkins Ltd / DVV / ITS
23
8
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37
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24 -1 2
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27
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47
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78
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27
2
2
6
2
7 1
1 1
23-11-15 AECOM AUSTRA
-2
-1
-7
7 3
1
3
-7
-3
-1
3 -7
-5
-1
3
2
3
-8
7
-2
-1 -7 1
-7
7
-2
9
-7
-17
3
-1
-7 3
-12
-2
5
SATURN
1
-8
9
5
7
5
-2
55
1 -1
55
76
1
75
24
28
8
1 53
105
16 1
1
28
36
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53
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43
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28
42
4
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7
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4
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7
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21
23
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4
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50
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26
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52 -22
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6
105
50
2 116
11
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38
22
42
80 -1 11 6
2 11 6
11
2
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91
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38
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-1
1 -1
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48
1
25
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49 61
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9
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21
-8
16 7 -2
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103
4 160
62
4
2 4
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4
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23
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1
10
94
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9 -11
2
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1
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50
160 2
38 -171
7
2 2
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3
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88
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84 -1 4 -1
186
96
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161
-4 9
167
8 52
3 17
3
52
-37
-6 7
3
-1 7
89
-1
83
-69
16
-6 26
-7 7
-2 13 -84
-4
-1 96 -19 6
-7 2
-5 7
-57
-48
64 7 -2
64
64
9 64 -2 7
30
5
186
-27
55
77
-1
3
79 -1 7
4
7
-1
-13
6
-2 2
30
22
-4
-27
16
-18
-2
2
-2
-13
75
64
11
10
3
84
1
64
-27
-1
67
9
-13
-27
54
-3 2
-10 -23 62
9
2
-1
-37
14 6
-2 -2
11 7
49
-1
-149
-2 13
-3 6
13
38
88
-24 -17 5
-1 66 -4 3
-42
90 -42
-9 4
-8 2
-166 -8 2
-82 7
-3 72
16 8
13 9
-1 1
-9
13 9
-6 2
10 1 -7 2
-17
96
-3
-50
-1 39
-1
-1 13
1
4 -1
13 -1 4
-1 4
17
27
-16 7
2
-1 00
-119
2
-1 81
4 -1
-5 0
10 4
98
4 -6 3
-23
-133
-13
-147
44 32
66
7
-78
-248
14 3
1
-2
-4 2
99 15
-1
-95
51
32
12 -1 -96
-35
-88 -64
1
16
-1
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-58
13
21
3
85
41
2 10
72 10 1
70
-1
5
2
-1
-1
7
-1
10 4
14
2 11
-1
-1
-4
56
78
19
11
80
-8
19
103
67
1
1 -2
14
5
-1
-7
79
25
98
42
-1
-8
-16
1
29
-4 14
20
-20
67
2 23 11
16
81
-11
-3 -29
78
-1
7
1
81
-11
-2 9
56
3 6
5
-1
22
-22
10 2
-1
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9
44
-2 3
-3 8
-3
30
-1
36
-1 3
-2
-6
-4
102
20
4
18
3
-4
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11
4
96
-1
6
14
-1
76
13 8
64
9
-27
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5
56
13
1
11
37
5
3
2
3
3 -2
-2 1
6
31
24
19
3
4
4
-1
36
-5
56
Bandwidths = 100./mm
-1
-28
-1
-1
-2
6
-5
1
-1
10
21
-3
35
5
39 -6
24
-5
-3
1
5
-55
53
-5
-1
1
-27
15
-19
-2 35
6 18
-8
-5
-5
-9
35
-54
5
-6
1
-1
57
56 35
-58
-1 1
13
-1
17
-58
5
-2
75
-82
-3
-7
29
35
8
-58
1
-2
18
-9 -5
44
18
3
13
-1
75
-82
15
-19
42
9
-9
-2
-1
-1
-5
40 28
-1
35
4
52
18
-2
-4
10
-2
5
-5
-1
1
Differ: 2-1
-3
-2 73
1
1 -7
-7
-20
30
75
64
21
-4 1
12 6
-6
11
9
17
-1
-1
-1
73
19
1
-4 -7
-11
47
11 4
12
28
82
4
21
+ Demand flo - Demand flo
33
1
8
-5
25
-1
94
40 -7
94
30
5
2
47
67
-28
58
40
-28
3
63
6 18
9
10
10
-1
67
-9
1
1
28
-2
5
94
-25
-28
-1
48
27
-28
24
4
50
90
19
94
25
14
-1
-19
-1 -38
2
20
43
87
96
27
21
-1
13 148
-7
0 -1
20
-6
44
-2
6
22
-2 3
-1 -2 -2
-2
48
-3
-3 4
24
-1
46
Link Annot:
1
-2 18
-20
1
1
6
-7
5
23
46
7
49
6
14
61
13
-3
2
-2
18
27
24 6 -1
-1
57
-2
-1
-7 7
-2 8
18
157
2
-37
-5 65
4
13
186
9
-1 39 -1 7
5
21
-1 -1
16
0
2 21
13
5
1 90
9
Scale 14449
-28
-2
99
-2 9
84
-2
61
17
12 3
-1
-5
39
-1 37
72
-7
8 68
37
7
90
2
-15
8
9
3
3
45
9
1 -1088
-10
9
68
-1
-3 0
4
108 20 2
10 1
15
35
96
63
-7 -1
-1
2
13
-15 -2 11
-23
44
14
24
12
4 -3
88
107
25
-1
-8
2 32
-2
-7 -2 6
20 2
32
28
-12
-1
9
-1
-2
3 -3
-3
45
43
72
92
2
9
166
-1 21
-32
6
14
32
-1
-3
5
2
-4
10
20
5 -4
-1
19 6 -1
13
-6
81
-3
-3
3 -4
1 -1
64
21
36
83
83
55
3
29
49
2
-20
21
34
36
-2
-1
25
34
-3 3
6
-4 -8
27 2
-54
2
6
207
15 4
18
-1
-1
51
-6
27
-34
-42
-1
33
15
7
170 1
-1
-11 -72
-6
-3-2 1 -6
-107
-101
11
11
262
17 6
-1
1
19
-7
19 6
176
20 1
1
-5
-96
16
-34
-49
-1
31
-12
101
65
1 -34
-9 9
-5 4
-1
-2 09
-1
3
46
-60
-53 5
1_fin21_CRL_ Basecase.ufs L_Scenario8A
-3 7
124
52
12
-1
-1
-1
13
2
2
-60
-56 12
-25
-3
-114 -3 4
-9 6
-1
166
9
2
-23
-4
-114
-3 9
49
10 34
-12
34
-152
33
01
13
-2
127 -24
17
33
-1
-331
34
-200
2
-1
-1
8
-1
-21
-40
-4 1
159
-92 -200
36
-8
-65
-33
-2 17
11
-5 0
8
13
-7
-2
-1
257
9
117
29 -1
-1 3
4
186
-2
79
-6
4 20
-1
-1 8 51
-1
74
2
1
17
37
-29 -4
0 -1
-3
3
18
-2
-1
13
-13
30
81
3
44
-27
-42
-2 3
14
18
36
64
-1 9
18
8
-2
102
-5
30
-1
17
18
-20
-1
-5
25
66
74
-2
65
7 -2
-2 4
4
6
9
-1 6
-2
-2
-18
17
12
82
36
82
-1
66
6
-1 8
-25
-1
25
37 48
2
-1
1
82
-8 -6
43
5
-18
-1
7
-28
12
2
-1
4
-16
7
51 2
35
10
-2
-1
96
44 4
14
74
1
47
65
-2 9
-4 2
138
-25
25
-1
82
17
3
176
5
20 3
-27
5
7
-28
4
39
51
5
176
39
5
31
Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15
-2
-3
-1
1
2
-12
-28
7
2
-1
99
1 -27
-24
-12
52
-2
9
2
6
30
17
1
6 -1
27
17
-2
29
-1
-6
83
1
-3
52
17
-2
-26
-1
-1
9
-2 64
8
12
-182
-22
2
-2 49
-1
-92
12 -21
9
-54
-3 3
-228
-10 -14
-24
-220
36
16
-1
-18
-7
155
-5 8
6
-2 27
-14
9
7
16
-1
-10
-1 4 -1
166
-11
-14 -113
7
-1
42
3
-3 3
16
-1 8
-2
-19
2
2
15
52
72
22
-2
287
-14
9 -129
-7
163
-14
-14
-18
-1 15
13
24
-68
-370 15
-44
-195
-2 87
-3
49
9
-174
47
-20
-41
0
-430
-43193 0 -430
-14
-43
-273
47
-94
99
-111
-10
-413
-2
16
-34
1
2
2
-296
146
-6 2
-18 -1
-4
-88
-385
-14
16 6
-2
78
10 7
38
49
-10
16 63 91 -2
10 5
-3
20
-84 4 19
-108
282
32
9
-4 9 -49
202 -43
174
-1
6 16
39
-2 -1 54
-9
26
13 5
41
-2
119
105 -2
-3
2
13 3 105
04 -304
-9
9
1
Atkins Ltd / DVV / ITS
80 -90
-1
2 9
-2 3
-1
-3 119
-1 6 -26
-5
5
9 166 -23 9 5
-9 0
-1 5
-20
2
29
2
15
-8
53
-7 3
-2
5
1 9
12 12 -1
23-11-15 AECOM AUSTRA
-7 6
9 4
9
-4 7
-3
SATURN
-1
8
-9
-7 6
-4
9
-60
-7
55 -5 5
76
-7 80
-1
-47
86
-141
-295 -2 28
58
3
-17
10 7
-5 1
1
87
41
-7 2 -1 24
52
96
225
-62
-3
10
-1
3 22 5
-1 -3
-2 -2
221
-3
85
82
-9
-130
28
-3 2 63
94
11
1 -3
64
-1
84 69
-1 91
-31
-50
-3 1 -3 1
84 62
16
40
16 7
69
4
-3
84
34
35
-2 7
30
1
-3
224
-1
59
50
26
55
-1 45
10
-1
62
-7
41
52
-16
13
25
48
36 -205
9
47
-11
30 21
21
30 15
-3
13
-17
7
-78
9
-1 6
9
24 68 88
-225
1 17 1
1
14
-25 1
40
-19 7 -19 7
-7
-17 2 6
14 3
-2 -2
12 2
70 36 -1 20 21
32
-7 6 152
-43
-3 84
-1 1 -1 1
15
8
95
3
140
34
-92
-124 80
14
-1 80
-2 21 -1 97
2 2
-54
18
-7 6
32
29
-1 83
23
73
42
91
4
27 -2 4
16
19
17
2
-3
2 2
-18
-38
32
24 1
9 -1206 9
-66
-15
32 18
27
- 14
51
-5
-3
-17
- 53
-3 -47
1
3
-30
16
1
-2
29
-30 -3
-9 5
10
-2
2
-53
-1
20
19
1
-17
-17
2
32
-4
3
-5 -1
-1 09
-1 -1
1
21
32 -14
-3
60
10
78
4
11
4
9 11
-39
107
11 9
24 1
-1
4
-1 3
14
11
16
-31
1
-31
-1
-1
3
2
41
7
-2
16 3
24 5
15 7 -2 0
-2 5 -2
5
112 -16 107
-5
10 4
7
10 4
-1
20
-4 114 102
-25
7 12
364
-25 12 7
27
21
1
-1 7
21
4 21
-17
267
-1
1
-1
83
-1 83
1
13
76
4 10
-2 5
31
-25
8
-2 7
4 21
98
128
-1 23
2 -1
1 -1
-4
7 26
1
5
-7
3
-1
266
0 18
7 2
29
98
45
-1 0
48
-8
29
4
73
38
87
4 12
12
18 0
-8
1
11
7
2
-1
-32
22
3 -1
-2
10 4
-13
83
4 -1
1 -1
98
98
-1 -1
2
116
7
-1
16
83
76
-2 4
-3 0
-6
38
13 26 6
16
83
13
31
-3 4
13
-1
37
7
102
-6
0 -1
104
-16
128
-1
19
14
6
-3
3 27 1
-1
-2
-2 5
67
14
-1
7
-4 4
Bandwidths = 100./mm
13
128
-9
5 -1
3
-1 4
13
128
87
-38 -1
6 -1
0 -3
6
16
266
-32
7
4
1
-2
6
16
104
-2
Differ: 2-1
14
31
-7
-1
-1 4
7
7
74
3
2 -1 14
116
59
30
-3
-2
-25
10
-80
167
37
-1 90
-5 0
-225 26
-1 44
5 51
96
14
97
15
26 10 8 26
-1 4
-1 4 73
5
-14
11 3
-14
-5 12
-4 9
-389
-4 55
0 12
4 -7
30
31 88
98
14
-4
186
-2
4 -7 -1 5
14 -4
23 6 -1
2 -1 2
-80
-216
221
6
-9
27
12
-3
12
-127
14
-2 24
83 75
11 5
82
-141
-142
-264
141
-90
-154
84
13 6
42
12 1
61
13 2 56
56
-15
-195
4 -7
52 -8 8
37
-1
-2
-1
62
68
51
-1 1
-1 6
3
61
6
9
-1
+ Demand flo - Demand flo
2
42
86
-4
-15
-134
39
-3
-32
19
2
-1 4
-1 31
3 -23
-2
1
3
226
31
10
-1
2
25
6
3
4 -1
15
0
-7
-1
3
29
-4
1
0 -2
16
-1
4
1
9
19
26
1 4 -1
5
-25 128
-2
25
1
-3
60
86
9
7
22
5
7 -7
23 -1
36 -2 3 -1
94
-1
-6 7
-30
-1
33
130
6
0 -3
7
3
-24
79
128
28
66
-2
25
-20
18
29
-2
3
13
3
29
48
84
41
-1
-1
79
-22
80
4 -1
-3
42
2
-23
20
-1
44
-6
-3 3
18
2
1
-21
-2
1
-5
7
43
-5
-1
-1
-18
4
-16
20
-7
-1 7
29
2
27
28
-3
7
-1
-3
-27
-2 8
5
73
3
-24
127
-8
6
29
-7 9 1
24
14
72
-1
25
5 -2
66
28
22 17
11 0
12
-6
-5
7 16
3
-3
24
18
-7
17
4
10 4 -1 10
18
17 -17
-1
75 59
-1
-1
9
21
3
7
4
-1
-7
-1
4
17
114
91 30
46
18
-18
-7 9
80
31
4
15
-2
-11
113
23 62
9 12
55
41
3
7
-1
-2
-67 62
-5
72
51
44
-9
71
81
226
-6
18
11 9
75 -4
-52
4 36
120 5
13
3
20
68
-1
73
58
6 -1 75
-1
-1
-12 3 3 12
-6
24
Link Annot:
12
-1
23
2
4
-3
89
-1
21
-76 -3 5
Scale 14449
-3
40
11
12 2 11
-4
36
-3
-32
-6
-1 37
-35
-3
-1
46
-2
11
1
8
1
70
19 2 11
2
6
20
2
-1 2
60
56 -1
-1
30
-11
110
98
-1
-1
25
2
-7
12 -4
-23
8 -8
6
84
-1
-39
9 -8
-159
-1
2
-1
-1
-18
-2 7
1 -4
11
79
19 19
-61
9 -8
160
-1
4
68
11
108
1
49
10
-21
-4 0
6
-17 -1
02 -1
0 -1
-2-8 7
13 1
-3 1
3 69
11
-1
-1 78
16 8
-2 4
88
3
23
45 1 -1
2
147
-3 9
-14
-4
2 11 33
20
-1 -1
-249
-4
66 1827
33
35
1
-3 33
208
28
47
38
-5 5 -2 49
13 6
4
28 -49
-49
47
58
-86
14
112
-16
463
2
1 -4
21
-3 20
5
3 55
-1
9
18 -1
-4
11
25 2
-1
45
-80
23
10
117
1
-2 47
97
-1 4
7
38
16 6 -1
30
-5 14 4
5 7
6
49
14
-1 -20
24
17
-4
-1
109
3
-19
9 -1-3 8 3 32 -3 -17 -1 2
-2
14
95
-1
-50 17 2
2 -1
3
81
71
32
-1
19
221 -1
17 6
30
-12
5 67
-2 09
72
3
-6
14 6
51
117
-16
463
-51
-
-36 25 2 -8 1
-3 -2
14
-3
-7
3
8 17
66
3
-1 68
7
3
-1
86
39
29 63
5
-4
2
-1
1 -4
66
4 68 -3
40
-13
62
153
4
24 4 -1 17
-7
-5
-1
15 3
188
71
42
-2
11
18 1
-1 7
28 3
-2
-10
-3
-145
-168
1
-2
3
62 -1
17 3
78
-1 63 25
48
1
93
17 1
-65
12
2
-1
-12
18
48
34
-1
-7 1
-7 0
-2
117
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463
-1 -105 31
-67
4
-1
-32
9 -2
-1
-4 -395 32
-147
31
21
8
71
-11
-79
6
25
-82 2 8
11 3
1_fpm21_CRL_ Basecase.ufs L_Scenario8A
-3 4
-395
-4
-46
-70 98
70
-3 6
-1
-113
-183
1 -4 -1 1
-57
-1
-7 0
-1 99
-161
-317-458
93
-1
-118
1
-19
-18
-1
-161
70
70
-13
-1 0
-1
-1
24
23
57
-1
12
-8
-183
3
14
-389 -452 5
24
7 -2
-602
-167
-9 3
5
55
-5 7
13 -1 3 141
6
62
-6 3
-115
-67
-97
76 43
-2 6
45
51
1
4
-567
-1
67
-8
-2 87
-3 08 24 0
-337
-60
18
-177
31 -206
-336
-2 2
-1
-8
-1
-202
-1
-337
22 6
-351 -249
50
-7
8 -3
-74
-120
-621
-3 7
-74
-74
-583
4
-2 06
-1
-16
463
-8
-1
-140 -14
264
-14
-120
17
-1
-100
-1 16 -8 3
16 -38
08
-86
-409
-113 -204
-17
-11
7
-1
-14
117
-4 61
-43
48 -437
-438
-1 13
72
-7 8
-133
-438
76
83
42
-525
361
-15
-50
-275
-292
32
-27
-1 1
9
-3 2
31
88
-6
1
-1
63
9
-10
-1
4
77
5 -2
90
4
-1 11
12
-1
102
-1
-8
11
4
89
0
48
7
18
89
2
-2
-6 -1
5
49
6
1
-1
-6
-21
52
29
-4
4
-5 -16
4
8
-14
-14
Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15
-3
3
-1
-7
-3 5
-13
5
26
-33
5 -5
-2
-6
3
110
-5
-4 5
-1
-8
24 4 18
-3
12
-11
15
1
-1
-5 -1
1
73
11
6
-1
185
28
-4
8
5
-33
11
-5
-11
-1
271
61
31
-33
73
9
53
86
13
-10
-7
-1
-1
-1
-264
53
-1
72 -159
-7
140 34 9
-52 1
-134
-2
-1 84
-1
240
-495
-249
115
-5
82
454 -540
14 -202
136
35 0
-1
-38
348
-38
-8
-2
236
-15
40
463
37
-1
373 -6
11 7
3 46
-13
-12
8
18
3
-5
-16
46
-37
-3
-1
678
-3
15 -315
-1 18
-1 337
-18
-73
373
80
173
-6
31 9
-57 22 4
6
-2 49
-6
-2
62
-9 7
-267
8
-26
7 11
835
-1
56
1
13
16 9
-6 3
6 -1
463
-14
-2
-5 0
167
318
1
-1
167
361
-24
Atkins Ltd / DVV / ITS
69 -14-42 3
-1
117 18 -1 8 0 6
-8 1
-3 9
-44
36 1
109
-1
-1
13
-10
-35
80
12
-1
7
65
86
-7 9
-39
264
-1
16 8
36 1
-1
-1
-7 9
-77
10
-39
-9
8
-6
0
-1
-3
55
1
9
36
-1
-2
-1
9 9
23-11-15 AECOM AUSTRA
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix E
Travel Time Bar Graphs
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
AM Eastbound and Northbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street
Victoria Street
Customs Street
Quay Street
Nelson Street
Queen Street
New North Road
Mt Eden Road (partial)
Khyber Pass Road
Newton Road
EBD
EBD
EBD
EBD
NBD
NBD
NBD
NBD
EBD
EBD
Base Case
Scenario4D
Scenario5A
Scenario6A
Scenario6A_S
Scenario7A
Scenario8A
AM Westbound and Southbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street
Victoria Street
Customs Street
Quay Street
Hobson Street
Queen Street
New North Road
Mt Eden Road (partial)
Khyber Pass Road
Newton Road
WBD
WBD
WBD
WBD
SBD
SBD
SBD
SBD
WBD
WBD
Scenario5A
Scenario6A
Base Case
Scenario4D
Scenario6A_S
Scenario7A
Scenario8A
IN Eastbound and Northbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street
Victoria Street
Customs Street
Quay Street
Nelson Street
Queen Street
New North Road
Mt Eden Road (partial)
Khyber Pass Road
Newton Road
EBD
EBD
EBD
EBD
NBD
NBD
NBD
NBD
EBD
EBD
Base Case
Scenario4D
Scenario5A
Scenario6A
Scenario6A_S
Scenario7A
Scenario8A
IN Westbound and Southbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street
Victoria Street
Customs Street
Quay Street
Hobson Street
Queen Street
New North Road
Mt Eden Road (partial)
Khyber Pass Road
Newton Road
WBD
WBD
WBD
WBD
SBD
SBD
SBD
SBD
WBD
WBD
Scenario5A
Scenario6A
Base Case
Scenario4D
Scenario6A_S
Scenario7A
Scenario8A
PM Eastbound and Northbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street
Victoria Street
Customs Street
Quay Street
Nelson Street
Queen Street
New North Road
Mt Eden Road (partial)
Khyber Pass Road
Newton Road
EBD
EBD
EBD
EBD
NBD
NBD
NBD
NBD
EBD
EBD
Base Case
Scenario4D
Scenario5A
Scenario6A
Scenario6A_S
Scenario7A
Scenario8A
PM Westbound and Southbound Travel Times (s) NoR Routes 1100 1000 900 800 700 600 500 400 300 200 100 0 Wellesley Street
Victoria Street
Customs Street
Quay Street
Hobson Street
Queen Street
New North Road
Mt Eden Road (partial)
Khyber Pass Road
Newton Road
WBD
WBD
WBD
WBD
SBD
SBD
SBD
SBD
WBD
WBD
Scenario5A
Scenario6A
Base Case
Scenario4D
Scenario6A_S
Scenario7A
Scenario8A
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix F
Travel Time and Volume Graphs
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
Wellesley St EBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Wellesley St EBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Wellesley St EBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Wellesley St WBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Wellesley St WBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Wellesley St WBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Victoria St EBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Victoria St EBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Victoria St EBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Victoria St WBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Victoria St WBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Victoria St WBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Customs St EBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Customs St EBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Customs St EBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Customs St WBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Customs St WBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Customs St WBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Quay St EBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Quay St EBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Quay St EBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Quay St WBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Quay St WBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Quay St WBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Nelson St NBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Nelson St NBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Nelson St NBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Hobson St SBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Hobson St SBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Hobson St SBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Queen St NBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Queen St NBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Queen St NBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Queen St SBD - AM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Queen St SBD - IN Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
Queen St SBD - PM Peak TRUE
P:\603X\60344327\4. TRUETech work Area\WPP14B - Traffic Management Modelling\Python\P
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix G
Signal Phasing & Node Graphics
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
Albert / Customs Street Intersection Node Graphics Rev1 Base Case 2001
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Albert / Wolfe Street Intersection Node Graphics Rev1 Base Case 4037
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Albert / Swanson Street Intersection Node Graphics Rev1 Base Case 2126
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Albert / Wyndham Street Intersection Node Graphics Rev1 Base Case 2062
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Albert / Victoria Street Intersection Node Graphics Rev1 Base Case 2041
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Hobson / Wellesley Street Intersection Node Graphics Rev1 Base Case 2025
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Albert / Wellesley Street Intersection Node Graphics Rev1 Base Case 2057
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Victoria / Federal Street Intersection Node Graphics Rev1 Base Case 2045
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Halsey / Fanshawe Street Intersection Node Graphics Rev1 Base Case 2040
AM Peak
IN Peak
PM Peak
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Rev2 Nodes
Lower Albert Street / Quay Street Intersection 2070
AM Peak
IN Peak
PM Peak
Rev1 Base Case
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
Rev2 Nodes
Lower Queen Street / Quay Street Intersection 2010
Rev1 Base Case
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
AM Peak
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
IN Peak
PM Peak
Rev2 Nodes
Gore Street / Quay Street Intersection 2054
Rev1 Base Case
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
AM Peak
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
IN Peak
PM Peak
Rev2 Nodes
Commerce Street / Quay Street Intersection 3127
Rev1 Base Case
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
AM Peak
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
IN Peak
PM Peak
Rev2 Nodes
Queen Street / Tyler Street Intersection 4866
Rev1 Base Case
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
AM Peak
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
IN Peak
PM Peak
Rev2 Nodes
Commerce Street / Tyler Street Intersection 4868
Rev1 Base Case
Scenario 4D
Scenario 5A
Scenario 6A
Scenario 7A
Scenario 8A
AM Peak
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
TRUE
IN Peak
PM Peak
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix H
Intersection VC Plots
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
SATURN Atkins Ltd / DVV / ITS 1_fam21_CRL_ Basecase.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: Basecase 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario4D.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario4D 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario5A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario5A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario6A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario6 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS m21_CRL_Scen ario6A_S.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario6A_S 25-11-15
25-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario7A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario7A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fam21_CRL_Sc enario8A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 AM Peak: C2 SP1 + Scenario8A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS 1_fin21_CRL_ Basecase.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: Basecase 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario4D.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario4D 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario5A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario5A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario6A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario6 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS n21_CRL_Scen ario6A_S.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario6A_S 25-11-15
25-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario7A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario7A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fin21_CRL_Sc enario8A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 IN Peak: C2 SP1 + Scenario8A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS 1_fpm21_CRL_ Basecase.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: Basecase 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario4D.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario4D 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario5A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario5A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario6A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario6 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS m21_CRL_Scen ario6A_S.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario6A_S 25-11-15
25-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario7A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario7A 23-11-15
23-11-15 AECOM AUSTRA
SATURN Atkins Ltd / DVV / ITS fpm21_CRL_Sc enario8A.ufs Scale 15203 Node data: V/C % Multi-Colour by user-set ranges: 0- 60 60- 85 85- 100 100- 150 Bndwdh units = 15.00/mm
Auckland CBD Model: 2021 PM Peak: C2 SP1 + Scenario8A 23-11-15
23-11-15 AECOM AUSTRA
AECOM
Auckland CRL Enabling Works City Rail Link Enabling Works Traffic Modelling
Appendix I
Travel Times Against Observed Travel Times
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\C2-Sp1 Report\C2_SP1_ModellingReportV1.docx Revision A – 04-Nov-2015 Prepared for – Auckland Transport – ABN: N/A
Travel Times Compared Against Observed Travel Times Morning Peak Travel Times
Wellesley Street (EBD) Wellesley Street (WBD) Victoria Street (EBD) Victoria Street (WBD) Customs Street (EBD) Customs Street (WBD) Quay Street (EBD) Quay Street (WBD) Nelson Street (NBD) Hobson Street (SBD) Queen Street (NBD) Queen Street (SBD) New North Road (NBD) New North Road (SBD) Mt Eden Road (NBD)** Mt Eden Road (SBD)** Khyber Pass Road (EBD) Khyber Pass Road (WBD) Newton Road (EBD) Newton Road (WBD)
Observed (seconds) Base Case
Resource Consent Trigger (+10min)
402 348 444 450 330 342 228 300 180 276 510 474 186 144 150 120 132 120 144 126
1002 948 1044 1050 930 942 828 900 780 876 1110 1074 786 744 750 720 732 720 744 726
Scenario 4D Forecast Forecast Increase Time (s) (%)
45% 43% 57% 35% 39% 16% 30% 14% 23% 31% 7% 23% 1% 0% -1% 0% 2% 1% 4% 1%
580 500 700 610 460 400 300 340 220 360 550 580 190 140 150 120 130 120 150 130
Trigger Time (s)
760 680 910* 790 640 580 480 520 400 540 730 760 370 320 330 300 310 300 330 310
Scenario 5A Forecast Forecast Increase Time (s) (%)
49% 54% 64% 56% 38% 75% 29% 37% 28% 30% 2% 4% 1% 0% -2% 0% 2% 1% 7% 2%
600 530 730 700 460 600 290 410 230 360 520 490 190 140 150 120 130 120 150 130
Trigger Time (s)
780 710 950* 910* 640 780* 470 590 410 540 700 670 250 180 200 160 170 160 200 170
Scenario 6A Forecast Forecast Increase Time (s) (%)
50% 50% 66% 35% 53% 30% 37% 24% 27% 26% 7% 13% 1% 0% -1% 0% 2% 1% 13% 1%
600 520 740 610 500 450 310 370 230 350 540 540 190 140 150 120 130 120 160 130
Trigger Time (s)
780 700 960* 790 680 630 490 550 410 530 720 720 250 180 200 160 170 160 210 170
Scenario 6A_S Forecast Forecast Increase Time (s) (%)
45% 45% 63% 42% 48% 28% 34% 21% 26% 21% 5% 14% 1% 0% 0% 0% 0% 1% 6% 1%
580 500 720 640 490 440 310 360 230 330 530 540 190 140 150 120 130 120 150 130
Trigger Time (s)
760 680 940* 820 670 620 490 540 410 510 710 720 250 180 200 160 170 160 200 170
Scenario 7A Forecast Forecast Increase Time (s) (%)
26% 35% 67% 27% 56% 22% 40% 17% 11% 20% 7% 19% 1% 0% -1% 0% 2% 1% 13% 1%
510 470 740 570 520 420 320 350 200 330 550 570 190 140 150 120 130 120 160 130
Trigger Time (s)
690 650 960* 750 700 600 500 530 380 510 730 750 250 180 200 160 170 160 210 170
Scenario 8A Forecast Forecast Increase Time (s) (%)
20% 12% 14% 10% 52% 16% 36% 16% 5% 13% 1% 28% 0% 0% -2% 0% 0% 0% 10% 1%
480 390 510 500 500 400 310 350 190 310 510 610 190 140 150 120 130 120 160 130
Trigger Time (s)
660 570 690 680 680 580 490 530 370 490 690 790 370 320 330 300 310 300 340 310
**The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has still been factored up, so it is a forecast travel time of the entire route)
25/11/2015
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\CRL main enabling works Report\Rev2 Appendices\Appendix I - Travel Time Tables Against Observed Times\Travel Time Tables - Observed, Scenarios4D-8A Consent Reqs.docx Data from P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\Python\Travel Time – Model Rev2.xlsx
Interpeak Travel Times
Wellesley Street (EBD) Wellesley Street (WBD) Victoria Street (EBD) Victoria Street (WBD) Customs Street (EBD) Customs Street (WBD) Quay Street (EBD) Quay Street (WBD) Nelson Street (NBD) Hobson Street (SBD) Queen Street (NBD) Queen Street (SBD) New North Road (NBD) New North Road (SBD) Mt Eden Road (NBD)** Mt Eden Road (SBD)** Khyber Pass Road (EBD) Khyber Pass Road (WBD) Newton Road (EBD) Newton Road (WBD)
Observed (seconds) Base Case
Resource Consent Trigger (+10min)
438 324 450 570 312 348 246 252 168 288 588 624 168 132 174 180 114 102 132 120
1038 924 1050 1170 912 948 846 852 768 888 1188 1224 768 732 774 780 714 702 732 720
Scenario 4D Forecast Forecast Increase Time (s) (%)
17% 23% 65% 45% 14% 16% 28% 19% 40% 9% 13% 33% -1% 1% -1% 0% 1% 0% 2% 1%
510 400 740 830 360 400 320 300 240 310 660 830 170 130 170 180 120 100 130 120
Trigger Time (s)
690 580 960* 1080* 540 580 500 480 420 490 840 1010 350 310 350 360 300 280 310 300
Scenario 5A Forecast Forecast Increase Time (s) (%)
20% 29% 68% 73% 14% 78% 30% 52% 42% 10% 11% 18% -1% 1% 0% 0% 1% 2% 2% 6%
520 420 760 990 360 620 320 380 240 320 650 730 170 130 170 180 120 100 130 130
Trigger Time (s)
700 600 990* 1290* 540 810* 500 560 420 500 830 910 350 310 350 360 300 280 310 310
Scenario 6A Forecast Forecast Increase Time (s) (%)
21% 26% 68% 46% 22% 31% 33% 39% 41% 8% 13% 23% 0% 1% 0% 0% 1% 1% 2% 4%
530 410 760 830 380 460 330 350 240 310 660 760 170 130 170 180 120 100 130 130
Trigger Time (s)
710 590 990* 1080* 560 640 510 530 420 490 840 940 350 310 350 360 300 280 310 310
Scenario 6A_S Forecast Forecast Increase Time (s) (%)
19% 25% 70% 48% 23% 34% 34% 35% 42% 9% 13% 22% 0% 1% 0% 0% 4% 2% 6% 4%
520 410 760 840 390 470 330 340 240 310 670 760 170 130 170 180 120 100 140 130
Trigger Time (s)
700 590 990* 1090* 570 650 510 520 420 490 850 940 350 310 350 360 300 280 320 310
Scenario 7A Forecast Forecast Increase Time (s) (%)
14% 7% 71% 45% 33% 20% 35% 31% 33% 8% 16% 41% 0% 0% -1% 0% 2% 0% 4% 1%
500 350 770 820 420 420 330 330 220 310 680 880 170 130 170 180 120 100 140 120
Trigger Time (s)
680 530 1000* 1070* 600 600 510 510 400 490 860 1140* 350 310 350 360 300 280 320 300
Scenario 8A Forecast Forecast Increase Time (s) (%)
10% 5% 13% 9% 24% 12% 32% 30% 25% 6% 11% 39% 0% 1% -1% 0% 3% 0% 4% 0%
480 340 510 620 390 390 320 330 210 310 650 860 170 130 170 180 120 100 140 120
Trigger Time (s)
660 520 690 800 570 570 500 510 390 490 830 1040 350 310 350 360 300 280 320 300
**The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has still been factored up, so it is a forecast travel time of the entire route)
25/11/2015
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\CRL main enabling works Report\Rev2 Appendices\Appendix I - Travel Time Tables Against Observed Times\Travel Time Tables - Observed, Scenarios4D-8A Consent Reqs.docx Data from P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\Python\Travel Time – Model Rev2.xlsx
Evening Peak Travel Times
Wellesley Street (EBD) Wellesley Street (WBD) Victoria Street (EBD) Victoria Street (WBD) Customs Street (EBD) Customs Street (WBD) Quay Street (EBD) Quay Street (WBD) Nelson Street (NBD) Hobson Street (SBD) Queen Street (NBD) Queen Street (SBD) New North Road (NBD) New North Road (SBD) Mt Eden Road (NBD)** Mt Eden Road (SBD)** Khyber Pass Road (EBD) Khyber Pass Road (WBD) Newton Road (EBD) Newton Road (WBD)
Observed (seconds) Base Case
Resource Consent Trigger (+10min)
468 402 540 600 378 492 288 348 216 438 714 660 180 144 168 126 210 156 150 162
1068 1002 1140 1200 978 1092 888 948 816 1038 1314 1260 780 744 768 726 810 756 750 762
Scenario 4D Forecast Forecast Increase Time (s) (%)
41% 66% 74% 23% 18% 24% 26% 5% 26% 49% 9% 31% -2% 0% -1% 4% 0% 2% 3% 26%
660 670 940 740 450 610 360 370 270 650 780 860 180 140 170 130 210 160 150 200
Trigger Time (s)
840 870* 1220* 920 630 790 540 550 450 830 960 1040 230 180 220 170 270 210 200 260
Scenario 5A Forecast Forecast Increase Time (s) (%)
39% 69% 93% 62% 18% 73% 27% 22% 41% 55% 9% 38% -1% 1% -2% 5% 0% 4% 4% 26%
650 680 1040 970 450 850 370 420 300 680 780 910 180 140 160 130 210 160 160 200
Trigger Time (s)
830 880* 1350* 1260* 630 1110* 550 600 480 880* 960 1180* 230 180 210 170 270 210 210 260
Scenario 6A Forecast Forecast Increase Time (s) (%)
35% 70% 92% 48% 40% 41% 41% 12% 35% 48% 8% 30% -2% 1% 0% 4% 0% 2% 6% 4%
630 680 1040 890 530 690 410 390 290 650 770 860 180 140 170 130 210 160 160 170
Trigger Time (s)
810 880* 1350* 1160* 710 870 590 570 470 830 950 1040 230 180 220 170 270 210 210 220
Scenario 6A_S Forecast Forecast Increase Time (s) (%)
26% 41% 76% 31% 36% 20% 36% 21% 33% 6% 7% 18% -2% 1% 3% 7% 0% 2% 2% 3%
590 570 950 790 510 590 390 420 290 460 770 780 180 140 170 130 210 160 150 170
Trigger Time (s)
770 750 1240* 970 690 770 570 600 470 640 950 960 230 180 220 170 270 210 200 220
Scenario 7A Forecast Forecast Increase Time (s) (%)
48% 38% 121% 22% 43% 14% 40% 7% 24% 34% 3% 14% -1% -1% 0% 4% 1% 1% 9% -1%
690 560 1190 730 540 560 400 370 270 590 730 750 180 140 170 130 210 160 160 160
Trigger Time (s)
870 740 1550* 910 720 740 580 550 450 770 910 930 230 180 220 170 270 210 210 210
Scenario 8A Forecast Forecast Increase Time (s) (%)
50% 7% 15% 18% 29% 10% 35% 7% 13% 27% 2% 18% 23% -1% -1% 0% 1% -1% 4% -1%
700 430 620 710 490 540 390 370 240 550 730 780 220 140 170 130 210 150 160 160
Trigger Time (s)
880 610 800 890 670 720 570 550 420 730 910 960 400 320 350 310 390 330 340 340
**The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has still been factored up, so it is a forecast travel time of the entire route) Forecast increase is between modelled scenario and modelled base case. Forecast time is base case factored up by forecast increase. Trigger time type is based on observed base case and forecast time. Additional mitigation measures are required if monitoring indicates that the travel time exceeds the trigger time. The trigger times are calculated as per Condition 15 of the Main Decision regarding the monitoring requirements: - If the modelled forecast time is less than or equal to 4 minutes above the observed base case time, the trigger time for that route is defined to be 3 minutes greater than the forecast time. - *Else, if the forecast time is more than 4 minutes above the observed base case time, the trigger time is defined to be 30% greater than the forecast time. The routes for which this condition applies are marked with an asterisk in the travel time tables. 25/11/2015
P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\CRL main enabling works Report\Rev2 Appendices\Appendix I - Travel Time Tables Against Observed Times\Travel Time Tables - Observed, Scenarios4D-8A Consent Reqs.docx Data from P:\603X\60344327\4. Tech work Area\WPP14B - Traffic Management Modelling\Python\Travel Time – Model Rev2.xlsx
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 L – INDICATIVE MONITORING TRAVEL TIMES
Page L
Observed (seconds)
Scenario 4d
Base Case
Resource Consent Trigger (+10min)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Wellesley Street (EBD)
402
1002
45%
580
760
49%
600
780
50%
600
780
26%
510
690
20%
480
660
Wellesley Street (WBD)
348
948
43%
500
680
54%
530
710
50%
520
700
35%
470
650
12%
390
570
Victoria Street (EBD)
444
1044
57%
700
910*
64%
730
950*
66%
740
960*
67%
740
960*
14%
510
690
Victoria Street (WBD)
450
1050
35%
610
790
56%
700
910*
35%
610
790
27%
570
750
10%
500
680
Customs Street (EBD)
330
930
39%
460
640
38%
460
640
53%
500
680
56%
520
700
52%
500
680
Customs Street (WBD)
342
942
16%
400
580
75%
600
780*
30%
450
630
22%
420
600
16%
400
580
Quay Street (EBD)
228
828
30%
300
480
29%
290
470
37%
310
490
40%
320
500
36%
310
490
Quay Street (WBD)
300
900
14%
340
520
37%
410
590
24%
370
550
17%
350
530
16%
350
530
Nelson Street (NBD)
180
780
23%
220
400
28%
230
410
27%
230
410
11%
200
380
5%
190
370
Hobson Street (SBD)
276
876
31%
360
540
30%
360
540
26%
350
530
20%
330
510
13%
310
490
Queen Street (NBD)
510
1110
7%
550
730
2%
520
700
7%
540
720
7%
550
730
1%
510
690
Queen Street (SBD)
474
1074
23%
580
760
4%
490
670
13%
540
720
19%
570
750
28%
610
790
New North Road (NBD)
186
786
1%
190
370
1%
190
250
1%
190
250
1%
190
250
0%
190
250
New North Road (SBD)
144
744
0%
140
320
0%
140
180
0%
140
180
0%
140
180
0%
140
180
Mt Eden Road (NBD)*
150
750
-1%
150
330
-2%
150
200
-1%
150
200
-1%
150
200
-2%
150
200
Mt Eden Road (SBD)*
120
720
0%
120
300
0%
120
160
0%
120
160
0%
120
160
0%
120
160
Khyber Pass Road (EBD)
132
732
2%
130
310
2%
130
170
2%
130
170
2%
130
170
0%
130
170
Khyber Pass Road (WBD)
120
720
1%
120
300
1%
120
160
1%
120
160
1%
120
160
0%
120
160
Newton Road (EBD)
144
744
4%
150
330
7%
150
200
13%
160
210
13%
160
210
10%
160
210
Newton Road (WBD)
126
726
1%
130
310
2%
130
170
1%
130
170
1%
130
170
1%
130
170
Morning Peak Travel Times
Scenario 5a
Scenario 6a
Scenario 7a
Scenario 8a
Interpeak Travel Times
Observed (seconds)
Scenario 4d
Scenario 5a
Scenario 6a
Scenario 7a
Scenario 8a
Base Case
Resource Consent Trigger (+10min)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Wellesley Street (EBD)
438
17%
510
690
20%
520
700
21%
530
710
14%
500
680
10%
480
660
17%
Wellesley Street (WBD)
324
23%
400
580
29%
420
600
26%
410
590
7%
350
530
5%
340
520
23%
Victoria Street (EBD)
450
65%
740
960*
68%
760
990*
68%
760
990*
71%
770
1000*
13%
510
690
65%
Victoria Street (WBD)
570
45%
830
1080*
73%
990
1290*
46%
830
1080*
45%
820
1070*
9%
620
800
45%
Customs Street (EBD)
312
14%
360
540
14%
360
540
22%
380
560
33%
420
600
24%
390
570
14%
Customs Street (WBD)
348
16%
400
580
78%
620
810*
31%
460
640
20%
420
600
12%
390
570
16%
Quay Street (EBD)
246
28%
320
500
30%
320
500
33%
330
510
35%
330
510
32%
320
500
28%
Quay Street (WBD)
252
19%
300
480
52%
380
560
39%
350
530
31%
330
510
30%
330
510
19%
Nelson Street (NBD)
168
40%
240
420
42%
240
420
41%
240
420
33%
220
400
25%
210
390
40%
Hobson Street (SBD)
288
9%
310
490
10%
320
500
8%
310
490
8%
310
490
6%
310
490
9%
Queen Street (NBD)
588
13%
660
840
11%
650
830
13%
660
840
16%
680
860
11%
650
830
13%
Queen Street (SBD)
624
33%
830
1010
18%
730
910
23%
760
940
41%
880
1140*
39%
860
1040
33%
New North Road (NBD)
168
-1%
170
350
-1%
170
350
0%
170
350
0%
170
350
0%
170
350
-1%
New North Road (SBD)
132
1%
130
310
1%
130
310
1%
130
310
0%
130
310
1%
130
310
1%
Mt Eden Road (NBD)*
174
-1%
170
350
0%
170
350
0%
170
350
-1%
170
350
-1%
170
350
-1%
Mt Eden Road (SBD)*
180
0%
180
360
0%
180
360
0%
180
360
0%
180
360
0%
180
360
0%
Khyber Pass Road (EBD)
114
1%
120
300
1%
120
300
1%
120
300
2%
120
300
3%
120
300
1%
Khyber Pass Road (WBD)
102
0%
100
280
2%
100
280
1%
100
280
0%
100
280
0%
100
280
0%
Newton Road (EBD)
132
2%
130
310
2%
130
310
2%
130
310
4%
140
320
4%
140
320
2%
Newton Road (WBD)
120
1%
120
300
6%
130
310
4%
130
310
1%
120
300
0%
120
300
1%
Observed (seconds)
Scenario 4d
Base Case
Resource Consent Trigger (+10min)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Forecast Increase (%)
Forecast Time (s)
Trigger Time (s)
Wellesley Street (EBD)
468
1068
41%
660
840
39%
650
830
35%
630
810
48%
690
870
50%
700
880
Wellesley Street (WBD)
402
1002
66%
670
870*
69%
680
880*
70%
680
880*
38%
560
740
7%
430
610
Victoria Street (EBD)
540
1140
74%
940
1220*
93%
1040
1350*
92%
1040
1350*
121%
1190
1550*
15%
620
800
Victoria Street (WBD)
600
1200
23%
740
920
62%
970
1260*
48%
890
1160*
22%
730
910
18%
710
890
Customs Street (EBD)
378
978
18%
450
630
18%
450
630
40%
530
710
43%
540
720
29%
490
670
Customs Street (WBD)
492
1092
24%
610
790
73%
850
1110*
41%
690
870
14%
560
740
10%
540
720
Quay Street (EBD)
288
888
26%
360
540
27%
370
550
41%
410
590
40%
400
580
35%
390
570
Quay Street (WBD)
348
948
5%
370
550
22%
420
600
12%
390
570
7%
370
550
7%
370
550
Nelson Street (NBD)
216
816
26%
270
450
41%
300
480
35%
290
470
24%
270
450
13%
240
420
Hobson Street (SBD)
438
1038
49%
650
830
55%
680
880*
48%
650
830
34%
590
770
27%
550
730
Queen Street (NBD)
714
1314
9%
780
960
9%
780
960
8%
770
950
3%
730
910
2%
730
910
Queen Street (SBD)
660
1260
31%
860
1040
38%
910
1180*
30%
860
1040
14%
750
930
18%
780
960
New North Road (NBD)
180
780
-2%
180
230
-1%
180
230
-2%
180
230
-1%
180
230
23%
220
290
New North Road (SBD)
144
744
0%
140
180
1%
140
180
1%
140
180
-1%
140
180
-1%
140
180
Mt Eden Road (NBD)*
168
768
-1%
170
220
-2%
160
210
0%
170
220
0%
170
220
-1%
170
220
Mt Eden Road (SBD)*
126
726
4%
130
170
5%
130
170
4%
130
170
4%
130
170
0%
130
170
Khyber Pass Road (EBD)
210
810
0%
210
270
0%
210
270
0%
210
270
1%
210
270
1%
210
270
Khyber Pass Road (WBD)
156
756
2%
160
210
4%
160
210
2%
160
210
1%
160
210
-1%
150
200
Newton Road (EBD)
150
750
3%
150
200
4%
160
210
6%
160
210
9%
160
210
4%
160
210
Newton Road (WBD)
162
762
26%
200
260
26%
200
260
4%
170
220
-1%
160
210
-1%
160
210
Evening Peak Travel Times
Scenario 5a
Scenario 6a
Scenario 7a
*The SATURN model only covers the northern half of the Mt Eden Road route. (The forecast time has been factored up to represent the entire route)
Scenario 8a
The forecast increase is the difference between the modelled scenario and modelled base case. The forecast time is derived by factoring the base case up by forecast percentage increase. The trigger time type is based on observed base case and forecast times. Additional mitigation measures are required if monitoring indicates that the travel time exceeds the trigger time. The trigger times are calculated as per Condition 26 of the CRL designation regarding the monitoring requirements: - If the modelled forecast time is less than or equal to 4 minutes above the observed base case time, the trigger time for that route is defined to be 3 minutes greater than the forecast time. - *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.
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 M – COMMUNITY LIAISON GROUP REVIEW RESPONSE
Page M
CLG Stakeholder Charles Levin
Draft DWP Review Comment 1. There is an absolute need for a new drop off area for couriers/passengers etc for Stamford Residences/Quay West. Currently the slip lane in front of the building is used (illegally) by the Residences and of course the 5 min park by Quay West. We have no pedestrian access through Mills Lane and I do not imagine Quay West have either. In any event there is only goods vehicle parking in Mills Lane which is already fully utilised. As it is cars park at the Mills lane intersection to drop people off ! Obviously this will have to be over the road around Wolfe/Swanson/Federal streets. Please make ample allowance for this plus additional goods parking. Taxis should be a secondary consideration. 2. We would like emphasis on policing parking restrictions in Mills Lane and any additional special parking for the duration as this is regularly abused at the moment.
Description of DWP Amendment or AT Response 1. While it is recognised that there are existing issues with access for this property it is necessary to assign kerbside space in a balanced manner to provide for the wider local community. Feedback from businesses in the area such as the ANZ Centre confirm the need for taxis and site observation shows relatively high demand for kerbside space for this mode. As a mode, taxis are important to aid in support of TDM measures and overall reduction in traffic entering the city. Alongside taxi use and limited short term parking will be provided when and where possible. As noted in the DWP, the existing recessed taxi bays on Albert Street will be retained subject to check of suitability when the service lane is in operation. It is noted that a ten minute grace period is typically made in the application of the existing City Centre Parking Zone (i.e. pay and display) which allows for some further drop off activity. – Minor changes to parking allocation have been made in the DWP with various new loading zones, taxi and drop off areas proposed during different stages to accommodate for loss of parking (see Appendix O and Section 6.5 of TAP DWP).
3. We think the construction zone in Albert Street should be closed to through traffic. We just don’t see anything else as being feasible. 2. The project is unable to specify parking enforcement regimes however this has been noted by AT early in the project and 4. We do not believe Mansons should be allowed to carry out considerably higher levels of enforcement throughout the demolition/construction activities using Mills Lane. There will project area are expected to ensure that various roads are not simply not be enough capacity. The have ample access off blocked and traffic impact’s are minimised. AT have proposed Wyndham Street. dedicating a parking warden to the project area for at least the initial period of the project - No change to DWP. 3. It is agreed that through traffic should be discouraged from using Albert Street during the project. Appropriate signage will be provided however it is noted that in practical terms this signage frequently has limited effect and that the use of Albert
Street is expected to be self-regulating due to the construction environment and capacity constraints imposed by the changes to lane numbers and intersection arrangements.
Charles Levin
The references to the taxi rank are perplexing I thought under the redevelopment plan the taxi rank was to go and there would be no room for any sort of parking, taxi or otherwise? If so what is the point of reinstating the taxi rank? If that is not correct and there is room for a parking facility, then the safety of the residents must have greater priority. We have repeatedly asked for a pick up and drop off area outside the building to service the 300 plus people who live here, as a very significant safety issue.
4. The consenting and control of construction traffic for this private development is subject to resource consent (understood to be currently being prepared by Mansons TCLM) and outside the scope of this project and DWP. However it is noted that there are practical truck size restrictions on use of Mills Ln and Wyndham St due to turning space availability with the service lane and trench in place. The resource consent is expected to be resubmitted (timing not known at present) and will be referred to the CRL team as a stakeholder for comment and this concern is noted – no change to DWP. This on-going issue has been noted by AT for continued consideration in development of long term planning for the corridor outside the scope of this DWP. Kerbside management and demand will be monitored during the project as part of normal daily TMP checks (by Connectus STMS) and weekly audits (by AT CAR team ) as well as observations by the Connectus Traffic Manager and Project Management staff. As required by the CRL designation conditions, AT must manage the local network to minimise impacts to the greatest extent practicable. Should conditions warrant change or optimisation of kerbside management controls throughout the project, then these may be revisited by AT. It is noted that there is a need to provide continuity and user expectation of available carparks and other kerbside allocations in order to prevent confusion and give all local users some certainty of expectation. It is further noted that the legal resolution process required to amend kerbside (and other traffic)
controls can be lengthy and costly and changes to parking controls should also be minimised for this reason. Charles Levin
I see it says the reinstatement of the taxi rank is not necessarily permanent and awaits the final design of Albert Street However the issue remains the same. With the removal of the 5 minute park outside Quay West (clause 6.6) there will be no legal pick up and drop off zone Galleria are provided with temporary facilities (see below) but residents will apparently not. The combined needs of the 600 plus residents/occupants appears to have been given no weight as against relatively minor commercial interests.
Charles Levin
To the extent the space occupied by the taxi rank is available during the CRL construction we believe this should be made available as a pick up and drop off zone. There is no reason the taxi rank cannot be relocated to Wolfe Street for the duration of the construction instead of just part (clause 6.5). Cause 4.1.2 I cannot recall the exact wording from the consent conditions but I believe the requirement to provide 24 hour usable access for all within the works area should be stated. Its omission is concerning as an indication of a low priority. References to access at all times to the Mills -Swanson loop (and in 4.13.7 and 4.19.2) are incompatible with other references in the document (e.g. clause 4.6) to the closure of Mills lane for piling works.
No change to DWP. The P5 drop off space at this location will be removed during some stages and alternate (and additional) P5 drop off, taxi and loading zones provided in Wolfe St, Mills Ln / Swanson St E and Wyndham St at various times of the project (see Appendix O and Section 6.5 of TAP DWP) P60 tour coach parking will be provided on Customs St and Wolfe St but will not be designated for the exclusive use of Galleria or any other party in line with normal AT practice. Also refer previous responses.
As required by the designation conditions, pedestrian access to all buildings will be available at all times, along all existing footpaths and at or in close proximity to the existing signalised intersections along Albert Street. Vehicle access it required the CRL designation conditions to be provided where practicable, rather than at all times. In practice, vehicle access will be maintained throughout the project, although alternative and potentially longer (depending on origin) routing may be required (e.g. driveways on Swanson W will only be accessible from the direction of Hobson Street instead of Albert Street at times). Residents will be advised in advance of the need
for any occasional short duration restrictions to vehicular property access (such as for the establishment of TMP schemes or delivery of large kit and stores). The possible exception to this is 57 Albert St where if field tests show car access to be infeasible other measures are identified for alternative parking arrangements. For clarity (and as stated in the DWP) access to Mills Lane and Swanson Street (east) will be maintained at all times, during the installation stages and the long term stage. Full closure at Mills Lane and Swanson Street (east) will not happen, with access to the loop road available at all times either via Mills Lane or Swanson Street (east) as required by the CRL designation conditions and shown in the DWP sequencing plans (with controls, such as oneway with LILO or two way with cul-de-sac operation at times). Extensive effort has been made and will continue to be made to minimise the duration of any impact’s on vehicular access and ongoing liaison will be continued with local property occupiers throughout the project. Charles Levin Charles Levin
Clause 4.6 . Are the stage 9-10 controls for Mills@Albert and Swanson @ Albert compatible (both in only) ? Clause 4.11.2 is incompatible with clause 3.1p of our agreement with AT and must be changed to reflect our agreement.
No change to DWP. Mills – Swanson loop access maintained at all times. Typo corrected in DWP. AT will confirm the final finish / colour of the hoardings outside 2226 Albert Street in consultation with the residents of Stamford Plaza as required by the side agreement, prior to their installation for the long term service lane. As noted in the DWP, a uniform colour is proposed to the hoardings (to be confirmed with Stamford Residences outside 2226 Albert St as per side agreement) to minimise driver distraction and side friction effects (ie safety and capacity reductions which would increase impacts or local residents including Stamford Plaza
and road users). This is a requirement of COPTTM (as is the mounting of frames on the inside face to stop ‘flashing’ of frame and drivers slowing down further) and there are similar reasoning / restrictions on signage and messaging under the District Plan. AT may decide to pursue a non-uniform finish in consultation with Stamford Plaza residents and this will likely be subject to road safety and capacity assessment and potentially resource consent application. Solid hoardings are not considered appropriate / practical for the installation phases where there a multiple, relatively short lived changes to traffic arrangements and work sites; and the curving alignment of the temporary lanes requires maximisation of sightlines for safety. Charles Levin
Charles Levin
Clause 4.13.6. There appears to be no or inadequate consideration of the use of Wyndham Street by Mansons.
Clauses 4.17 and 4.18. Banning of through traffic on Albert Street (other than Lower Albert street) does not appear to have been
No change to DWP See previous responses There will be restrictions on the use of Wyndham Street (only trucks / vehicles up to 8m will be able to turn to and from Wyndham St with the service lane in place; and the open trench will be in place across Wyndham St along Albert St preventing through movements. Truck size will also be restricted to 11.5m (large) truck size on Mills-Swanson E. Normal construction vehicles include truck and trailer and semi-trailer units of up to 22m size which will not be able to use these movements. The proposed use of Mills Ln by Mansons is noted from their initial consent application (being refined for resubmission) as a nominal basis for traffic modelling and is expected to change in part at least. See previous responses
considered.
Charles Levin
We also believe reference needs to be included to the allocation of sufficient resources to police parking restrictions in the area, particularly in Mills Lane The two substantive issues we have at the moment are 1. Short term parking (or lack thereof)
Charles Levin Charles Levin
Kathy Ross
2. The use of lasers to monitor building movement Figure 12 shows an existing loading zone on the southern side of Wolfe street. Not correct. A disabled parking space is all there is. Figure 32 shows the Northern side of Wolfe Street as an amended loading zone when it is existing. In this diagram the Southern side is correctly noted as new but not noted is the proposal to convert to a taxi rank for part of the time.
Here is a series of photos describing one example of access, and there are a great many other examples occurring daily‌ Can you please put them on the record with my concerns.
1. See previous responses 2. Issue not relevant to this DWP and addressed elsewhere
Text and diagram error in DWP corrected This figure summarises the proposed changes to loading zones and other kerbside management restrictions and has been amended to incorporate amendments as described above and their timing. The arrangement of loading zones and other restrictions will be extended in location and extent as appropriate to the stage of works (and direction of traffic) In addition a number of diagrams have been to the DWP for clarity of measures and opportunities proposed at each stage and overall. As noted in previous responses, the need for enhanced enforcement of the corridor and adjacent side streets has been noted and agreed with the AT Parking team as critical to ensure that congestion is minimised and lanes / footpaths are not blocked. The AT / Connectus project team will ensure that the need and timing of this enforcement continues to be highlighted. It is currently expected that a parking warden may be assigned specifically to the project area, especially during the initial stages of the project and during changes in traffic conditions. This will be continuously reviewed and amended as appropriate. In addition taxi, courier and delivery companies will be advised in
advance through industry bodies or individually of the restrictions needed by the project and consequences (to network and infringing drivers / vehicles) through the Comms plan. The majority of bus service sprefvisouly using Albert Street were removed in late 2015 and the remaining services will be removed from the corridor in mid-April 2016, prior to the start of utility or main works. The removal of the associated bus shelters and the elimination of waiting patrons will considerably ease movement along the corridor. No amendment of DWP
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 N – INDEPENDENT PEER REVIEW & RESPONSE
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Condition Designation Condition Number Communication and Consultation 18.1 The Requiring Authority and its contractor shall work collaboratively with the New Zealand Transport Agency (NZTA) during the preparation of the Traffic, Access and Parking DWP (Conditions 25, 27, 28, 29, and 30) in relation to confirming the management of adverse transport effects on the road network. A record of this consultation and outcomes shall be included in the Traffic, Access and Parking DWP. The Requiring Authority shall consult with the NZTA throughout the duration of construction on any changes or updates to the Traffic, Access and Parking DWP which relate to the management of the road network.
Relevant Section of DWP 4, 7.2 and 8.2
Peer Review Comments
DWP Response
The DWP outlines where and how the NZTA will be engaged and it is noted that they are also reviewing the documentation. This is a critical element of the successful management of the traffic effects as a ‘one network’ response is critical. This is important given that a significant portion of traffic is re-routing from the local road network to the motorway network in the model forecasts. There is strong operational alignment proposed. In addition to the measures proposed, it is recommended that there is also engagement at higher levels within AT and NZTA, with this project a standing agenda item on the regular meetings between NZTA and AT. This will be a very high profile project and the effects will need to be managed by all parties. During the DWP process the NZTA provided analysis and commentary on the likely effects on the Transport network. This analysis outlined a number of areas where the NZTA felt that further analysis and planning was required. However the NZTA also outlined that they are part of the CRL Traffic Operations Planning team (TOP), looking at the active management of the city transport network during the project and have indicated that this group undertake the following: · Engage with Ports of Auckland and Auckland Hospital to establish their needs for effective and reliable access to better inform decisions around how best to manage the City Centre network during construction. · Develop and assess a wider demand management program that is effective in reducing vehicle demands to the City Centre – including interventions such as increasing passenger transport capacity potentially beyond what is currently committed. · Engage with the NZTA and Auckland Transport Network Performance teams to establish a Network operating Plan to mitigate the effects of the wider City Centre Program · Engage with NZTA’s National Journey Team to develop operational strategies and interventions (for example, developing a fit-for-purpose ramp signal strategy) to respond to traffic responding to the demand.
As noted in the DWP, NZTA have been a party to the TMCG during the development of this document, supplied baseline GPS derived journey time data and have indicated in meetings and correspondence that they do not oppose the project and will work cooperatively with AT to manage and further develop planning for management of the wider network. NZTA are continuing to assess and develop potential active management and mitigation measures for the motorway network using diverted traffic volumes from the CRL modelling as well as observed and expected (e.g. from the Waterview project next year) rapid changes to motorway volumes.
These activities can be undertaken by the TOP
The CBD Tactical Operations structure proposed is jointly staffed by AT and NZTA and will consist of a Steering Group, PCG and Tactical Operations Plan (TOP) Working Group. Monthly reporting on CBD and associated traffic management (including the motorway network and CMJ) is expected to be reported on monthly through this structure or as needed by particular event. As with all groups and projects within AT and given the high profile of the works it is expected that the steering group members will report to their respective boards as appropriate. The structure, roles, composition and expected reporting structure of this group has been further described in the DWP in sections 7 and 8. The final written response from NZTA summarised in the peer review comment here has been included in the DWP as an additional Appendix P. It is agreed that the issues raised by NZTA and the aligned comments peer reviewer regarding traffic management of the CBD for this project and the multitude of concurrent projects will be addressed at a wider city level by the TOP organisation; while this DWP provides suitable control and management structures and measures for this Project. Liaison with Ports of Auckland and Auckland Hospital are expected as part of the activities of the TOP group and wider Project communications plan. It is confirmed that the TDM campaign referred to in the NZTA final written response has been underway since prior to the start of the Pipe Jack works in November 2015 and has been significantly increased in scope and prominence since early 2016 as noted in the following response to condition 25.2(a) below. The response to this condition also notes the additional public transport capacity introduced by AT since April 2015 and further capacity increases expected in 2016. Additional interventions and capacity will be considered and developed as required through
the TOP group. It is understood that network operating plans have already been developed and used to establish optimisation measures in response to issues encountered as a result of the Pipe Jack works with benefits to delay and queues resulting. The proposal to develop motorway strategies such as amended ramp metering plans is supported and expected to be implemented through the TOP group as part of wider City traffic management measures during the construction of this and other projects, and subsequently to address population growth and development of the CBD traffic environment. Construction Environmental Management Plan (CEMP) and Delivery Work Plans (DWPs) 20.1 In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following: (d) A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects
21.1
In order to give effect to the objective in Condition 19.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored: (a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas;
2.5
4.12
The DWP is considered to appropriately address this condition. A preliminary travel plan has been prepared that is considered appropriate (subject to further detail being provided once staff travel patterns are known). There are very few car parks provided for staff and a mixture of TDM measures are proposed to reduce the workforce dependency on private vehicle travel. It is acknowledged however that given the construction nature of the project there will need to be contractors with tools that drive to work as is the case on many construction sites throughout the CBD. The needs of specialist staff can be covered in subsequent TMP documents.
The DWP outlines the routes for access and in particular heavy vehicle movements. From a wider network perspective these truck haul routes are on main arterial routes. The use of Beach Road, Hobson and Nelson Street is considered appropriate. The Quay Street Road as indicated in the DWP should be used as a last resort. Specific access points are located and identified in Appendix F. It is assumed that the detailed TTMP’s will include the necessary signage for these points, as is standard practice. For certain stages of construction, there may be a need to establish waiting areas for a large number of vehicles within the CBD (such as concrete delivery vehicles). Any waiting areas should be identified now to minimise queues at the work sites.
It is expected that relatively few light vehicles associated with minor trades will be required for the project due to the civil nature of works (as opposed to a building project which generates many minor trades requiring tool access such as carpenters, electricians, floorers etc). The civil works will typically require long term use of large plant such as excavators, concrete pumps and cranes which will remain on-site. It is expected that the northern and southern compounds along with the continuous eastern construction deck and installation phase barricaded work areas will provide ample space for the relatively small number of light vehicle trips expected over the course of each day. As noted in the DWP and travel plan load rationalisation will be promoted as far as practical as well. No change to DWP or Workforce Travel Plan. To clarify, the DWP nominates Quay Street for the use of the occasional delivery vehicles accessing the Northern Compound. Egress from this compound can only physically be made via Quay Street as Lower Albert Street will become one-way northbound with the Downtown works and compound establishment. The right turn from Lower Albert Street, then eastbound on Quay Street was chosen to de-conflict this small amount of delivery traffic for C2 from that serving the Downtown development site and the greater potential congestion point of Hobson Street and construction traffic from the NZ International Convention Centre site. It is not expected or promoted that construction trucks serving the main works site will use this route, not least because it will not be possible to proceed north across Customs Street from Albert Street during the installation phases (the road being dug up for the construction of the Customs / Albert bridge) at least. No change to DWP. It is agreed that the signage of site access points (such as SAP – Site Access Point – numbers) will be developed as needed in the normal course of preparing individual stage and activity TMP’s.
No change to DWP. Discussions with the construction team has not indicated a specific need for off-site staging areas such as for concrete trucks during tunnel cell pours due to the relatively modest pour sizes envisaged and associated truck volumes. It is noted that at approximately 250m long the continuous construction deck will provide ample room for the accumulation of concrete trucks or other such vehicles as needed. If two thirds of the deck is conservatively assumed to be available for this purpose (the deck is typically 5m wide and designed to allow trucks to pass machinery such as cranes or pumps) then this allows approximately 165m of lane space or enough for 16-19 concrete trucks with more in the linked southern compound. This is a generous allowance compared to most CBD worksites and will allow for a rotation of arriving, processing and departing trucks. If of-site staging areas are required the DWP and or individual TMP’s can be updated as needed with potential sites previously identified at the properties acquired by AT for the wider project in the southern works area or elsewhere in the CBD road network. No change to DWP General Transport, Access and Parking 25.1 A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network. 25.2 The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion;
4 and 6
This is covered in the summary section in this report.
See following
4 and 6
This is covered in the summary section in this report.
See following
4 and 6
Significant planning has been undertaken by AT for shifting bus services to accommodate the CRL works. Additional bus priority works have also been identified and implemented. It is recommended that bus travel times are monitored continually to understand where delays are occurring and to maintain appropriate service levels. During construction, the transport priorities should be public transport, pedestrians and cyclists. Private vehicle travel should be managed as best as possible however the effects should be mitigated by clearly communicating that works are significant and delays should be expected. The proposed Transport Operations Plan group will help with this task and managing effects on the ground. The transport modelling shows considerable impacts on the performance of the transport network during construction. Whilst these impacts are generally in line with the impacts forecast when the designation was granted, these are still significant. There will need to be live and active management of the network as proposed. A key opportunity identified is the reduction of 4,000 SOV during construction. For this to occur there will need to be considerable behavioural change. A TDM
As noted in DWP section 7.2 AT will undertake continuous monitoring of bus travel times, patronage and kerbside management issues amongst others as ‘business as usual’ (BAU) and their KRA and KPI reporting to the AT Board and elsewhere. Additional bus priority facilities will be installed in mid-April before the start of the works including bus lanes on Queen Street which will address some recent issues. The AT TOP group and Tactical Response Team are and will actively monitor and optimise all mode movements with priority given to public and active transport consistent with the time of day network operating plans which promote people carrying productivity over vehicle movements. No change to DWP. Clear, prior communications of work activities and significant congestion expected will and are being delivered by the project Communications plan and TDM campaign being delivered prior to the project by AT’s Commute team. This work started prior to the pipe jack works, some 6 months before the main works and has stepped up again more recently in March of this year for the main
approach is summarized in Appendix H, however timing of its implementation is not included. This should be happening now and should be confirmed in the DWP. In regards to public transport, there is a strong need for services to accommodate the proposed 4,000 SOVs being removed from the network. This suggests the need for additional public transport capacity and depending on the amount of mode shift that occurs, more aggressive measures may be worth considering, including incentives to spread the load at peak times (such as journey discounts for off-peak periods). The interface with other significant projects in the CBD is an area of concern. The modelling undertaken confirms this concern. It is acknowledged that it is not practical to stop projects and therefore forward planning is required in terms of timing to ensure traffic effects of other projects do not occur in parallel. It is therefore recommended that further thought be given to the central coordination of the temporary traffic management associated with all public and private projects in the CBD and AT as road controlling authority set up regular (could be weekly) meetings with all of the projects to coordinate this critical activity and allow feedback and planning to be undertaken in real time to ensure a streamlined and best for city for outcome. The modelling shows that there could be considerable effects. Active management will help manage this. There has also been a lot of thought to contingency planning and what other mitigation could be implemented if required. This is good practice. It is recommended that to ensure some of these schemes could be implemented immediately when they are required, it is suggested that any necessary design and/or consenting processes occur now.
works including the start of a multi-media campaign and information days (‘The Build is On’). In addition this message has been conveyed through multiple presentations to public and professional bodies and the media over the same period with resulting press articles and CLG feedback amongst other results. No change to DWP. Significant additional PT capacity has been added as noted in recent press releases from AT with 35,000 additional seats being added to the network since April last year and another 18,000 to be added in the next four months (i.e. by approximately the end of utility works and the start of main piling works along Alert Street and at the Customs / Albert intersection). Additional bus, train and ferry capacity has been added with further additions possible over the life of the project which will be identified through the active and continuous monitoring of the PT network and general integrated transportation network undertaken by AT as BAU. No change to DWP. As noted in the DWP, the modelling does not allow for trip rationalisation, mode shift (although this has been considered as a sensitivity test) or natural peak spreading. Along with other assumptions as to development traffic and controls, it therefore represents a very conservative assessment and it is expected that there will be a degree of ‘natural’ peak spreading as drivers choose a travel time that allows them to experience what they consider to be an acceptable level of service. This is consistent with long term planning for the city which would maintain the current number of carparks but reduces lane capacity to allow for more productive mode use (e.g. bus or cycle lanes) or creation of improved public realm. No change to DWP. As noted in the DWP a number of major public and private projects will occur in parallel with attendant traffic effects occurring in parallel. It is agreed that where possible short term traffic management events need to be coordinated to avoid enhancing the cumulative effects unnecessarily (such as closing adjacent cross-town routes at the same time on a particular night for discrete events). During the development of this document this role was performed by the TMCG to ease the network task of the Road Corridor Access team. The fortnightly TMCG included representatives of the various major developments in the CBD to understand the interaction of upcoming TMP activities; from now on this role will be undertaken by the TOP group which includes senior representatives of the RCA and network operations teams with provision for input from subject matter experts such as from
the CRL construction team. No change to DWP. It is noted that a number of the potential additional mitigation interventions identified can be implemented at short notice with minimal if any design effort or infrastructure changes (i.e. turn bans or other signal amendments). It is understood that a number of other measures are being further investigated and planned on a continuing basis including motorway ramp management measures by At, NZTA and the Auckland Motorway Alliance (AMA). It is suggested that the wider AT organisation is encouraged to develop planning and physical works early design through the TOP group. The TOP working group and Tactical Response Team should and is expected to be familiar with the DWP and requirements of consent and designation for this and associated Projects. (b) Maintaining pedestrian access to private property at all times; and
(c) Providing on-going vehicle access to private property to the greatest extent possible.
4 and 6
4 and 6
The DWP addresses these matters however the generic proposed pedestrian routes and footpath closures during various stages of the construction have been identified on the DWP plans. There are a mixture of footpath treatments at the different stages, including reductions in width to 1.5m and localized widening in some areas. Two new signalised pedestrian facilities are proposed to assist with demand crossing Albert Street. The location and number of these is considered appropriate. Importantly pedestrian access is maintained to all buildings during construction. There are some buildings (including ANZ Centre) where access may be altered, however this condition is met by the DWP. We also not that the vehicle tracking shows that the heavy vehicle swept paths are very ‘tight’ in some areas. Typically, road design standards such as RTS-18 and Council Engineering standards require a 500mm clearance around design vehicles used in vehicle tracking assessments. Given the pedestrian amenity issues in this area this is considered an important consideration that should be investigated further. It is recommended that this is picked up in the TTMP process which is at the next level of detail.
Section 4.13 of the DWP outlines the measures proposed to address this condition. There are a number of properties with vehicle access that will be affected by the Albert Street works. The Albert Street service lane proposals are considered
No change to DWP Pedestrian comments are noted. No change to DWP. All tracking undertaken for the project includes a 300mm offset outside the physical envelope to allow for variations in driver ability and approach alignment. It is acknowledged that this is not clear in all the swept paths shown in Appendix G of the DWP – the provision of this offset is confirmed however. A 300mm offset is considered appropriate given the ‘temporary ‘reduced speed zone that will be in place over the work site area of 30kph, which will be enhanced by the levels of congestion and tight geometry of the Albert Street corridor and side road connections during the work period. A 300mm offset is commonly applied to temporary traffic works with reduced speed limits in similar situations. The 500mm is typically applied in 50kph+ environments where drivers are not alerted to tight geometry by consultation and temporary traffic measures as will be the case here. In the same way shoulder offsets on higher speed roads are typically 8001000mm+. The exception to this is the left turn from Albert Street into Mills Lane for a 12.6m tour coach which is the design vehicle representing the largest fire tender which will need to sweep over the footpath. It will do so only in an emergency and under lights with the current give way sign post and adjacent canopy being removed to facilitate this when the service lanes are in operations (i.e. after the trench installation phases are complete). No change to DWP The proposed staging of works and impact on forecourt short term ‘parking’ is understood to have been discussed with Stamford Plaza without objections being raised. Compensatory offsite parking would be inconvenient and not meet the needs of
appropriate to retain vehicle access to this area. The Stamford Plaza vehicles access will remain, however at various stages the tour coach tracking will result in the need to remove parking from the forecourt. Whilst it is assumed (by the reviewer) that these spaces could be valet spaces and therefore easily ‘managed’ when a coach arrives, the removal of these four spaces should be confirmed with the Stamford Plaza as no mitigation is proposed. The length of the ‘temporary’ loss would determine if other spaces need to be provided. The Mills Lane loop will require a restriction in the size of vehicles. It is understood this has been discussed with the Foodstuffs supermarket operators. However to ensure large vehicles (such as B-Trains) do not become “stuck”, signage should be erected clearly outlining the maximum vehicle size that can access Mills Lane. The need for service vehicles to undertake ‘three-point turns’ on Wyndham Street and Swanson Street when Mills Lane is closed is considered appropriate however there may need to be additional pedestrian safety measures introduced in this area. These measures can be detailed in later TTMPs. 57 and 56 Albert Street will have their access restricted during construction. Efforts have been made to see how access could be maintained. The alternative approach of providing a carpark nearby is a sound option. It should investigated if a closer space than the Downtown carpark can be found as this is over 300m from the property. Continued engagement with 56 Albert Street will be required re: the permanent access arrangement for this site.
the forecourt (i.e. drop off / pick up, taxi, courtesy car or valet services). In addition, at no point will the forecourt be ‘blocked in’ which might otherwise trigger the need for compensatory parking described in condition 25.3g of the NoR conditions. Full consultation and on-going communications will be maintained with the hotel operator and residents during this period. No change to DWP. The DWP already specifies vehicle restriction size signage (refer section 4.8.2). It is noted that the geometry and spatial constraints at the Albert Street entry point to the lop will be obvious and self-enforcing. The three potential generators of large vehicles in the Mills – Swanson loop (supermarket and delivery agents, Stanford Plaza furniture vans and the developers of the 1 Mills Lane site) have been advised of the truck size restrictions and are truck sizes adjusted or provided for (ie 11.5m rigid trucks). This approach is considered to be the most practical and reliable as there is no need for other large vehicles to enter the loop. It is further noted that the pipe jack has imposed the same condition and has been operating successfully for some weeks already without vehicle size restriction signage and without incident. No change to DWP. Comments on service vehicle manoeuvring are noted (although Wyndham Street is not affected at all by Mills Lane closure? Culde-sac type operation will be needed on side roads when they are closed for short periods in turn for utility relocation and piling works during the installation phases). NO change to DWP. Efforts to provide closer on-street parking have been made in the development of the DWP and initially included the provision of permit parking on street on Wyndham Street around 50m south fo the site, however this was found to be contrary to AT parking policy and practice and was not endorsed by the AT Parking team for this reason. It is acknowledged that the Downtown site is relatively distant from the subject site however as noted in the DWP, the Downtown site can provide secure 24/7 access. The DWP also notes the possible use of the private carparks on the eastern side of Albert Street however these will impose significant additional cost, 24/7 access cannot be guaranteed by AT and accessibility is also restricted by crossing of the corridor and worksite. The property occupier is to be consulted on this and alternate arrangements but the Downtown site continues to be the preferred solution. No change to DWP. It is understood that this entry is redundant with the Herald
vacating this site (56 Albert) and it is not needed for light vehicle movements during redevelopment. The CRL NoR designation and development TMP review process provides mechanisms to manage this access issue to the benefit of the CRL project. 25.3
To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP: (a) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion, and to the greatest extent possible, avoid adverse effects on residential zoned land and education facilities;
No change to DWP. No change to DWP. 4.12
Routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach. We note that the modelling is forecasting a significant increase in traffic on the already congested motorway network and it is unclear how this will be appropriately managed. It is understood that there will be restrictions on heavy vehicles near residentially zoned properties.
The NZTA (via AMA) are currently modelling the motorway network under the various scenarios identified in this DWP and using the modelled changes to network traffic distribution. This modelling also includes recent unexpected increases in motorway traffic resulting from rapid population growth in the region as well as expected future events such as the opening of the Waterview connection. This modelling will determine ramp metering and other management strategies as is done on a BAU basis and as is needed for the management of other development and regional growth traffic. The findings of this continuing and on-going modelling and management planning will contribute to the joint TOP group activities of TA, AC and NZTA. No change to DWP.
(b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that: (i) Form part of the regional arterial network; (ii) Are overweight / over dimensioned routes; (iii) Or other routes (specified below) where no other practical option is available. (c) For the purposes of this condition the following routes (that at the time this designation was confirmed were not part of the regional arterial network and / or overweight / over dimensioned) shall be used where practicable for the movement of construction vehicles carrying spoil, bulk construction materials or machinery: (i) Ngahura Road, for trucks heading to/from Eden Terrace construction site; (ii) Dundonald Street and Basque Road, for trucks heading to/from the Newton Station construction sites; (iii) Pitt Street (between Hobson Street and Hopetoun Street), Beresford Square, Mercury Lane, Canada Street and Upper Queen Street (between Canada Street and
4.12
We note that the modelling is forecasting a significant increase in traffic on the already congested motorway network and it is unclear how this will be appropriately managed. It is understood that there will be restrictions on heavy vehicles near residentially zoned properties.
4.12
Routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach. The most appropriate routes for heavy vehicles are being proposed. As above
4.12 and 6.4 4.12
Restrictions on CRL EW construction traffic in relation are described and clarified in section 2.6.3 of the DWP. See previous item response
No change to DWP. No change to DWP. No change to DWP.
4.12
No change to DWP.
n/a
No change to DWP.
n/a
No change to DWP.
n/a
No change to DWP.
Karangahape Road), for trucks heading to/from Karangahape Station construction sites; (iv) Wellesley Street (between Nelson Street and east of Albert Street), Cook Street (between Mayoral Drive and Hobson Street) and Mayoral Drive (between Wellesley Street and Cook Street) for trucks heading to/from Aotea Station construction sites; (v) Nelson Street (north of Wellesley Street), Hobson Street (north of Cook Street) and Lower Albert Street, for trucks heading to/from the Albert Street and Downtown construction sites. (d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as: (i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring;
(ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm.
(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;
n/a
No change to DWP.
4.12
Nelson and Hobson Street are proposed as the routes
No change to DWP.
4.12
There is residential zoned land between Wolfe Street and Wyndham Street.
No change to DWP.
This has not been confirmed in this DWP (it is assumed to be included in the engagement strategy) and subsequent TTMPs need to be aware of potential heavy vehicle restrictions near these locations.
The occupiers of these and other effected properties across the project area will be advised in advance of this and all other changes to the local road network layout, operation or use.
4.12 and 8
4
4,6 and 8
Section 2.6 of the report restricts construction traffic on Wyndham Street to these hours. The other streets with residential zoned land (being Albert Street, Swanson Street and Wolfe Street do not appear to have such restrictions. Further assessment is required to explain why restrictions are not proposed for these streets.
A detailed staging and implementation plan has been developed. This has considered a number of transport factors, including local access (all modes), existing transport infrastructure (bus routes, parking locations, loading bays, taxi ranks etc). Detailed traffic management plans in accordance with COPTTM will be developed and approved at each stage. This is an appropriate standard and gives confidence of the implementation of temporary traffic management measures. The DWP has appropriately identified alternative routes and implications of their works. The impacts will likely be considerable, however they are in line with those impacts predicted at the time that the works were designated.
CRL EW construction traffic route restrictions are currently noted in section 2.6.3 of the DWP. It should be noted that general heavy vehicle use of these streets will continue as is currently the case and that the restriction requirement only applies to CRL EW construction truck traffic. No change to DWP. NoR condition 27.1(k) specifically bans CRL EW construction trucks from using Wolfe Street or Swanson Street at any time. Albert Street is an arterial road and OD / OW route whose use by construction traffic is specifically prescribed by NoR condition 25.3(b). For these reasons further restrictions regarding residential zoned land are considered to be redundant.
Section 2.6.3 of the DWP has been clarified to repeat the banning of Project construction trucks from Wolfe Street and Swanson Street. Commentary on sequencing, TMP development and alternative routes are noted, No change to DWP. The TDM campaign has been on-going for some time already by the AT Commute team – refer to response to condition 25.2(a) above. No change to DWP.
The critical element will be the advanced notice to affected parties. Property owners and tenants can be targeted easily (as you know where they are based) however other users such as bus passengers, cyclist and tourists will be harder to engage with. The TDM plan is summarised in Appendix H, however what is missing is the timing. There needs to be considered effort before the works begin to make people aware and provide them sufficient detail to make informed choices on transport to and from the city centre. This could be happening already but it is not clear. The TDM plan is the main opportunity to minimise the impacts of this projects construction effects. (f) How disruption to the use of private property will be mitigated through: (i) Ensuring pedestrian and cycle access to private property is retained at all times; (ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and (iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements.
(g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative. Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure” is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (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:
No change to DWP. 4 and 6
This has been addressed above.
No change to DWP.
4 and 6
This has been addressed above.
No change to DWP.
4 and 6
Alternative parking spaces are proposed for some property owners. It is not clear if the Stamford Plaza forecourt spaces are covered by this replacement. This should be clarified.
Compensatory parking is not considered to be required or appropriate in light of specific operation and discussion with stakeholder – refer to response to condition 25.2© above.
8
It is unclear where this is addressed in the DWP. This needs to be addressed specifically to comply with the condition.
No change to DWP. The methodology and controls developed in the DWP (as described in section 4.13) 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. A new section 4.13.8 has been added to the DWP to confirm this arrangement.
6
Figure 26 outlines the proposed ITS solution for managing emergency vehicle access to the areas affected by the works. This should allow swift access for emergency vehicles. The tracking is tight and there will need to be onsite alterations to the temporary traffic management in an emergency as required. This is a sensible approach. There has, and will continue to be, close liaison with the emergency services which is critical. The proposed early trial of the systems and approach will be critical to
As noted, early and repeated trial runs and site visits by the NZ Fire Service have been discussed and are expected in the installation and long term traffic / construction stages. These will also allow emergency services to understand in-situ travel time and response times. No change to DWP.
(i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;
6
(ii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption; and
6
ensuring the emergency services can access the site appropriately. It is recommended that this occurs early in the installation stages so that fine tuning of the construction site can take place before being committed to large scale excavation works. Pedestrian priority is provided through three signalised pedestrian crossing points at Swanson and Wyndham Streets, as well as Customs Street. Pedestrian way finding and signage will also be provided. Footpath widths will no be less than 1.5m and appropriate hoarding and safety features will be provided to maintain pedestrian safety. There is a concern during some stages of the Customs Street/Albert Street intersection works that space for pedestrian safety will be challenging. Close monitoring of this is recommended to ensure safety is not compromised. The change in phasing should address this problem, however monitoring is suggested. It is noted that the pedestrian analysis indicates there is sufficient capacity. As outlined above the Customs Street/Albert Street intersection is a key location and should be monitored closely. Bus stop relocations are a significant issue for this component of the project. Albert Street currently provides for a number of bus stops and services. In addition, the Northern Express services are to be located to the northern end of Albert Street. Given these changes and the reductions (at various stages) to pedestrian footpath widths, careful planning is required to ensure the safe and efficient movement of pedestrians to the new bus stops. The mitigation proposed includes signage and education as outlined in Figure 25 of the DWP. The pavement marking in particular is considered a good idea and further pavement marking is recommended. Taxi ranks are relocated from the existing rank outside the Stamford Plaza to Wolfe Street during the appropriate stages. This is the most convenient location for this relocation.
Agreed and currently noted approach in DWP and on-going activity of site staff and TOP group. No change to DWP.
No change to DWP.
(iii) Identifying alternate heavy haul routes where these are affected by construction works.
6
(i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network. (j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil. This will include as applicable: (i) Benefits that could be provided by alternative options;
8
(ii) Potential adverse effects associated with alternative options; (iii) Where an alternative option is proposed, methods for managing potential adverse effects; and (iv) Reasons for either adopting or not adopting alternative transport options. 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.
Alternative heavy haul routes have been identified (ie Quay Street). These will likely only be used if congestion is significant or there are other operational issues. The DWP is considered to appropriately address this condition. The DWP is considered to appropriately address this condition.
No change to DWP.
4.20
The DWP is considered to appropriately address this condition.
No change to DWP.
4.20
The DWP is considered to appropriately address this condition.
No change to DWP.
4.20
The DWP is considered to appropriately address this condition.
No change to DWP.
4.20
The DWP is considered to appropriately address this condition.
No change to DWP.
4.20
The DWP is considered to appropriately address this condition.
No change to DWP.
Transport monitoring is proposed and the implementation of Bluetooth along the key routes will provide robust data before and during construction. It is noted that the assumed performance of the future network is based on 4000 SOV trips being removed from the network through TDM measures. A plan is in place to work towards achieving this, however it is noted that this is an ambitious target. Additional measures are outlined that could be implemented if this monitoring shows there is an issue. The additional measures are a mix of operational and physical interventions and are considered appropriate at this time. However, many of these measures could take some time to implement if required (weeks or months in some instances) and therefore advanced work is recommended on some of these to allow the response to be quicker if required. We also note that to achieve the required reduction in private vehicle trips, there may need to be a ‘carrot and stick’ approach of increasing commercial carpark charges, allocating car pool spaces within commercial car parks and decreasing public transport charges for instance. There is also the need to recognise that drivers may park on the fringe of the city centre and complete the last stage of the journey into the city centre by alternative modes. This may place additional parking demands on Link bus routes and at train stations closer to the city centre (Orakei, Mt Eden etc)
To clarify, the assumed performance of the system as modelled / forecast does not assume that the TDM derived mode shift (including physical works such as extra PT service and bus lanes is achieved in predicting travel time changes. Nor does it include peak spreading or trip rationalisation in its calculation of expected travel times on the nominated routes and more widely in the network as required by NoR conditions 26 (et al). It is expected that the TDM measures will have a measureable effect on reducing demand and the potential impact of this has been considered through sensitivity testing (see section 5.3.3 of the DWP and the appended modelling reports). The forecast travel times are typically less or very close to the baseline plus ten minutes requirement of the conditions. The greater risk is political in response to community disquiet with the significant changes anticipated and resulting cultural change in travel mode and patterns. In this regard the TDM campaign and other mitigation measures such as physical interventions and additional PT capacity previously described above will be of great importance as noted.
4, 5 and 7
No change to DWP.
No change to DWP. We agree that early planning, design, consenting and legal resolution of additional mitigations is best practice and should be pursued. Early assessment of additional mitigation works is understood to be underway by AT and NZTA as noted in the response to condition 25.2(a) above. Although considered to be
outside the direct scope of this project and DWP, it is recommended that the carrot and stick measures described and importance of preplanning some additional mitigation works is passed onto and emphasised with the TOP group and Commute teams for further consideration and implementation. 26.2
26.3
26.4
26.5 26.6
The purpose of the monitoring is to monitor congestion on the transport network by measuring average delays for traffic travelling along specified routes. The evaluation times will be: (a) The average travel times over the weekday two hour morning or evening peak period; and (b) The average travel times over the weekday two hour evening peak period; and (c) The average weekday inter peak travel times between 9am to noon, noon to 2pm and 2 to 4pm. 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. If a congestion incident occurs (such as an accident), the monitoring during the affected period will be considered unrepresentative.
Monitoring shall commence six months prior to construction of the City Rail Link to establish a baseline of existing transport congestion. The monitoring will establish whether the City Rail Link construction works have increased traffic delays as follows:
5 and 7
The DWP is considered to appropriately address this condition.
No change to DWP. No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7
4.19.3, 5 and 7.2
The DWP is considered to appropriately address this condition.
No change to DWP.
This is noted, however this will be difficult to quantify and greater clarity around what an 'incident' means. For instance, an accident on SH1 that cause congestion within the City Centre should be removed however localised congestion as a result of a crash within a CRL temporary traffic management site should not be excluded.
For the purposes of CBD traffic management monitoring and this DWP an incident is considered to be any event which is not expected in normal operation of the network and generates congestion or delay on the arterial network. In this case an event on a local road would not be considered an event until and if traffic queues spill back onto the main road network. It is considered that a crash within the CRL temporary worksite and TMP control area is not a normal event and should not be considered in network and prescribed route performance monitoring; however it should and will be investigated by the Project team to learn lessons and potentially provide improved controls as described in section 4.19.3 and 7.2. Incidents can be classified into two groups; planned and unplanned. Planned incidents will include events such as parades or protests (but excluding regular but currently unexpected utility or road maintenance works); while unplanned incidents will include crashes, spills, breakdowns, burst water mains or other utilities damage.
5 and 7
The DWP is considered to appropriately address this condition.
5 and 7
The DWP includes both criteria and provides a detailed method for developing the latest travel time forecast and the method outlined is considered appropriate. We also note that given the number of other projects being progressed in the CBD at the time, pinpointing ‘traffic effects’ to this project will be difficult.
The defintion if an incident is further clarified in section 4.19.3 of the DWP No change to DWP We agree that assigning a figure for traffic delay to one of the CRL enabling works packages or any of the other dozen or more recent and planned public and private works will be difficult if not impossible. Simply considering the Project in isolation will not yield a meaningful result as the net effect of the various projects in isolation will not equate to the cumulative effect due to the non-linear relationship between traffic speed and volume or
26.7
26.8 26.9
(a) Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition) (b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) The 30% above shall only apply for an increase predicted to be over four minutes. 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. 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. For the purposes of this condition, the following are the specified routes:
(a) Wellesley Street (between Victoria Street and Princes Street) (b) Victoria Street (between Wellesley Street and Princes Street)
5 and 7
capacity and resulting changes to underlying travel behaviours and network distribution. It is considered that the cumulative approach taken (beyond the cumulative effect of the CRL projects only required by the consents) is appropriate and practical. It is clear that the proposed CRL EW TMP measures and mitigations developed will maintain or reduce the scale of the impacts of the project as originally envisaged. In practice the cause of perceived unacceptable delay will be irrelevant if from CRL or a private development such as the NZ International Convention Centre and AT will need to actively manage and mitigate delay on the network with the prioritisation of public and active transport presenting the only means practical to do so. No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7
A mix of operational and physical additional measures are proposed in the DWP and are considered appropriate at this time. The interaction with operations to actively manage the network will give the greatest early efficiency gains and this is proposed to occur.
It is noted that active management is already underway and a number of ATOC and AT resources have been dedicated to CBD continuous operations optimisation through the Tactical Response team of the TOP group.
5 and 7
This is the outcome of the proposed mitigation measures identified above.
No change to DWP.
5 and 7
These routes are identified appropriately in the DWP.
No change to DWP.
No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
(c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua Street) (d) Quay Street/Lower Hobson Street (between Fanshawe Street/Hobson Street and Tangihua Street) (e) Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street) (f) Queen Street (between Mayoral Drive and Customs Street) (g) New North Road/Symonds Street (between Dominion Road and Newton Road) (h) Mount Eden Road (between Normanby Road and Symonds Street) (i) Khyber Pass road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks (j) Newton Road between the north western motorway ramps and Symonds Street 26.10 The specified routes shall exclude whichever east-west route has its intersection with Albert Street closed at the time of the surveys. 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);
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7 5 and 7
No change to DWP. No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
5 and 7
No change to DWP.
No change to DWP. 4, mainly 4.3
Section 4.5 confirms the width is 3.3, to allow for vehicle maneuvering. To make sure this is implemented, we recommend this critical dimension is shown explicitly on the plans in the DWP.
The 3.3m service lane width is only achieved through the provision of structural elements such as the cantilevered deck along the western side of the trench, barrier form and support mechanism, trafficking of the pile capping beam and suspended decks. These structural elements require specific design and this has been done based on achieving a 3.3m clear service lane width between kerb and barrier faces. The temporary realignment / winding of the general traffic lane in each direction in the preceding installation phases is driven by vehicle tracking. It is therefore considered redundant to mark this on the TAP DWP schematics. The primary drivers for the widened lane are: to allow for Fire Service aerial tender outriggers, improve turning to and from side roads (left in / left out movements) and reduce side friction and conflict potential with street furniture etc. No change to DWP. This dimension is confirmed in the structural temporary works design drawings and CEMP methodologies.
(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
Whilst it is assumed that a 3m lane is provided, there is no dimensioned plan or text that confirms this. This should be made explicit in the DWP.
(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 (ii) While the Albert Street/Victoria Street intersection is closed, this access lane is only to be provided between Kingston Street and Customs Street. (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
4, mainly 4.3
This is confirmed by the DWP.
No change to DWP. No change to DWP.
4, mainly 4.3
This is confirmed by the DWP.
No change to DWP.
4, mainly 4.3
This is confirmed in the DWP.
No change to DWP.
period when the third of those intersections is otherwise fully closed; (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; (e) The left turn from Durham Street into Queen Street shall be reopened while the Albert Street/Victoria Street intersection is fully closed;
(f) Two way access shall be provided on the single service lane along the western side of Albert Street between 87 Albert Street and Kingston Street while the Albert Street/Victoria Street intersection is fully closed; (g) Vehicular Access into and egress from: (i) Mills Lane to and from either Albert Street or Swanson Street; and (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. (h) Providing pedestrian and cycle access to private property at all times; (i) Providing footpaths of at least 1.5m in width along either side of Albert Street; (j) At a minimum two safe crossing passageways (which are “fully accessible� with a minimum width of 1.5m wide and well lit ), need to be provided in the vicinity of Swanson Street and Wyndham Street, in addition to pedestrian crossings at the intersections of Victoria Street and Customs Street; and (k) Ensuring that construction traffic does not use Swanson Street, Wolfe Street or Federal Street north of Swanson Street;
27.2
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, mainly 4.3
This is confirmed in the DWP.
No change to DWP.
4, mainly 4.3
This is not specifically identified in the DWP and an indicative cross-section should be provided to demonstrate how vehicle and pedestrian demands can be satisfied at this location.
The enabling works do not require the full closure of the Victoria / Alert intersection at any time and therefore this condition is not considered to be applicable to the enabling works or this stage of the Project.
4, mainly 4.3
4, mainly 4.3 4, mainly 4.3
This is confirmed in the DWP.
The reference to the relevant section in table 1 of the DWP has been removed for clarity. No change to DWP.
No change to DWP. No change to DWP.
4, mainly 4.3
This is confirmed in the DWP and changes through different stages. This is confirmed in the DWP.
4, mainly 4.3
This is confirmed in the DWP.
No change to DWP.
4, mainly 4.3
This is confirmed in the DWP.
No change to DWP.
4, mainly 4.3
This is confirmed in the DWP.
No change to DWP.
4, mainly 4.3
The DWP plans show that heavy vehicles will not use these street. However to confirm this is the case signage is recommended to inform vehicles there is no construction traffic on these routes.
It is proposed to manage this through standing orders and direction to staff and suppliers through the Project Induction process and reinforcement by the MTC when leaving the work site. Signage at the effected roads is considered to be ineffective as they will have no option to proceed and break the condition once they reach that point and there is nowhere to pull aside.
No change to DWP.
No change to DWP. No change to DWP. 4 and 6
Construction will be staged to minimise the impact on access to properties and users of Albert Street, whilst also balancing the need to undertake the works as soon as possible. The staging allows different parts of the networks to have capacity reductions whilst other areas are kept open. Albert Street through traffic will be discouraged and essentially will only provide for access to properties along the works area. Cross Albert Street capacity is
We agree with the reviewer as described in the DWP and note that the reduction of this intersection during the installation phases is more than compensated for by the reduction in phases from five to only two, removal of conflicting turning movements and associated reassignment of green time to the east-west traffic movement.
managed through the proposed staging. The biggest area of concern is the Customs Street/Albert Street intersection. This is a significant intersection and capacity (particularly east-west) will be severely constrained during construction. The modelling shows the network generally copes within the limits allowed by the conditions, however active management will be required (as is proposed), at this intersection. VMS signs are proposed to help direct traffic and there is an active management approach through the project specific Traffic Operations Plan group. Close monitoring and active management of the network will be required. Further mitigation has been identified that could be implemented if required. (b) The timing and sequencing of temporary road lane reductions and / or closures, and the alternative routes and temporary detours to be used, including: (i) How these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network;
4 and 6
(ii) How the Albert Street/Wyndham Street intersection will be reopened as soon as practically possible; (c) How disruption to the use of private property located immediately adjacent the designation with access onto Galway Street, Tyler Street, Queen Elizabeth Square, Customs Street, Albert Street, Victoria Street and Wellesley Street will be mitigated through: (i) Providing vehicle access to private property as practicably possible at all times; (ii) Retaining local vehicle access to properties located along Albert Street (which may include only left in, left out access );
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; (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; (d) How disruption to the use of the local road network will be mitigated for private bus users, pedestrians and cyclists through:
4 and 6
No change to DWP.
No change to DWP. A staged approach to construction has been proposed. This staging has been driven by the need to retain pedestrian and vehicular access to and through the area. The construction is complex and there are a number of stages proposed. Considerable thought and analysis has been undertaken to interfacing construction requirements with access requirements. There will be congestion, however needs to be balanced with the duration of works and disruption. The proposed staging seeks to balance all of these issues. The staging proposed seeks to open this intersection as soon as practical.
4 and 6
No change to DWP.
No change to DWP. No change to DWP.
4 and 6
This is confirmed in the DWP.
No change to DWP.
4 and 6
As outlined above, this is provided in the DWP. There are some properties with restricted access (by vehicle type or movement eg left in left out) and the DWP outlines how this will be managed. There is one property that may require parking spaces being relocated.
No change to DWP.
n/a 4 and 6
No change to DWP. A new loading space is proposed at 3 Fanshawe Street. This is some distance from DFS and 21 Queens Street, however is as close as practically possible during periods of the construction.
This DWP notes some opportunity for loading as described but the primary responsibility for providing this service facility is understood to be provided by the Downtown development TMP which proposes a loading zone on the southern remnant stub of Lower Queen Street directly outside the subject site. No change to DWP. No change to DWP.
(i) Providing, where practicable, for the continued operation of private bus operators from hotels and other pick up / drop off locations in the city centre area (cross references to the Communication and Consultation Plan for consulting with private bus operators shall be included in the CEMP and Traffic, Access and Parking DWP); and (ii) Retaining pedestrian and cycle access through Lower Queen Street and / or Queen Elizabeth Square to provide access to and from the Ferry terminal and Customs Street; and (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
This is confirmed in the DWP.
n/a
4 and 6
No change to DWP.
No change to DWP.
As outlined in the assessment above there are pedestrian crossing points provided on Albert Street as is confirmed in the DWP. Cyclists will have additional city wide facilities to use as they come on line during construction. Traveling on Albert Street for cyclists will be challenging. The low speed environment will help, however with cyclists in this area likely to only be accessing properties, there will be interaction between cyclist and pedestrians on the footpaths as cyclists will need to dismount and cross at crossing points etc. Whilst not ideal, given the constraints of the works this is considered appropriate.
We agree with the reviewer that cycling on Albert Street will be challenging with the low speed environment contributing to safety; but also note the tripling of the width of the two crossings at Wyndham and Swanson and proposed tactical urbanism cycle intervention on Federal Street, parallel to the corridor. No change to DWP.
CRL Independent Peer Review Enabling Works Contract 2 Transport, Access and Parking Review 29 March 2016
Project:
CRL Independent Peer Review
Report title:
Transport, Access and Parking Review
Document reference:
Contract 2 Peer Review Report Final to Client
Date:
29 March 2016
Report Status
Prepared By
Reviewed By
Approved By
Final Report
Tony Innes
Mike Nixon
Tony Innes
CRL Independent Peer Review Transportation Assessment Report
TABLE OF CONTENTS Executive Summary ............................................................................................................... 1 Background .................................................................................................................. 1 Peer Review Assessment ............................................................................................. 1 1
2
3
Introduction ................................................................................................................... 3 1.1
Scope of peer review ........................................................................................... 3
1.2
Background information ....................................................................................... 4
1.3
Structure of this Report ........................................................................................ 4
Transport, Access and Parking DWP ............................................................................ 5 2.1
CRL Designation Condition 25.1 ........................................................................ 29
2.2
CRL Designation Condition 25.2 ........................................................................ 30
Recommendations ...................................................................................................... 30
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EXECUTIVE SUMMARY BACKGROUND The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.5km double track underground rail line linking Britomart and the existing western line near Mt Eden via the city centre will allow a train every five to 10 minutes from most Auckland rail stations. Britomart would become a through station and provide for two intermediate stations in the Aotea and Karangahape Road areas. The project recently obtained a designation. This designation had a number of conditions attached to it. Particularly related to this review is condition 11 which requires an independent review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed as outlined below: This report documents the independent peer review of the Transport, Access and Parking DWP for Enabling Works Contract 2 (Separable Portion 1: Albert Street Cut and Cover Tunnel) of the CRL project. An assessment of the DWP’s compliance with the relevant designation conditions has been undertaken as part of this peer review. PEER REVIEW ASSESSME NT This assessment has identified a number of areas where further work is required to confirm that the designation conditions are met. The issues of greatest significance are:
Co-ordination with Other Projects – Numerous large-scale projects are planned to be constructed in the city at the same time as the CRL works. Given the dynamic nature of these projects, sufficient coordination needs to be undertaken to minimise the impact on the road network; Active management – Real-time management of the road network is proposed in the DWP and should (and appears to from the DWP) have real focus. The monitoring identified needs to be fed back to the management team (through Transport Operating Plan group) to allow adverse effects to be identified early and dealt with promptly. Clear and Visible TDM – The opportunity to minimise the impacts of the works is through removing the required 4,000 SOV from the road network and providing existing users of all modes with real and useful information on construction progress and alternative transport options. The DWP refers to the TDM plan being implemented and the available measures. However, what is not clear is the timing. There needs to be considerable engagement before works begin to ensure the reduction in private vehicle trips can be realised.
These areas for consideration can be summarised as follows:
CRL18.1 - It is recommended that there is a formal process and engagement set up at the higher levels of Auckland Transport and the NZ Transport Agency, given the high profile nature of this project. It is understood that this relationship already exists and perhaps CRL could be a standing agenda item of these meetings. This is particularly important for the next stages of the project when considerable additional traffic is forecast to use the already congested motorway network.
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CRL25.2 (a) – Further citywide coordination of temporary traffic management is sought in relation to the interaction between this project and others within the CBD to appropriately manage this significant risk given the dynamic nature of the timing and impact of other projects on the capacity of the surrounding road network. The Transport Operations Plan group could have a role in this regard. CRL25.2 (a) – Further clarity on the TDM timing is required with a focus on engaging before the works and seeking to change behaviours now rather than once construction has commenced. CRL25.2 (b) – The larger vehicle tracking is tight with no clearance shown on the tracking diagrams. This tracking needs to be confirmed in the TTMP process. CRL25.2 (c) – Confirmation that the 4/5 forecourt parking spaces at the Stamford Plaza that are affected by coaches are to be replaced or not is required. CRL25.2 (c) – Signage showing the heavy vehicle restrictions are required on Mills Road. CRL25.2 (d) – If required, the parking space off site for 56 Albert Street should be investigated to be provided as close to the site as possible. CRL25.3(d)(i) – Confirmation of timing of vehicle access with property owners is required. CRL25.3(d)(ii) – Confirmation of timing of construction traffic on all road next to residential zoned land is required. CRL25.3(h) – Early test for emergency vehicles is recommended during the installation phase. CRL26.1 – Further progress on potential mitigation measures is recommended to ensure these measures, if required can be implemented in a timely manner. CRL26.4 – Clarification of what an ‘incident’ is defined as would be beneficial before an ‘incident’ occurs.
Given a project of this scale, there will be inevitably be disruption associated with construction. However, the DWP has identified that there is a sufficient process, and mitigation proposed, to manage the transportation effects to ensure that the project will “so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access” subsequent to the above areas being addressed. Importantly the DWP seeks to ensure that pedestrian safety and amenity is maintained, property access is maintained and the impact of construction on the surrounding road network is kept to a minimum. Once the above comments are addressed, it is considered that the DWP adequately addresses the intent and requirements of the designation conditions.
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INTRODUCTION
1.1
SCOPE OF PEER REVIEW
The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.5km double track underground rail line linking Britomart and the existing western line near Mt Eden via the city centre will allow a train every five to 10 minutes from most Auckland rail stations. Britomart would become a through station and provide for two intermediate stations in the Aotea and Karangahape Road areas. Prior to the main CRL construction contract, enabling works are proposed to be undertaken between Britomart and the Albert Street/Wyndham Street intersection, with the objective to proceed far enough to avoid the points of conflict and to create a construction support area for the remaining CRL works. This would mean that the Lower Albert Street works area proposed in the Notice of Requirement (NoR) can be released before any main CRL contract commences. These enabling works are split into three specific areas located around the Britomart end of the designated route. The three areas included within the “Enabling Works” are:
Contract 1 – providing the twin tunnel bores underneath the existing Auckland CPO building (with associated reconfiguration of Britomart). o Separable Portion 1 – Chief Post Office & Britomart o Separable Portion 2 – Running Tunnels & Civil Works Design and construction of the twin tunnel bores under the existing Downtown Shopping Centre (DSC) and Queen Elizabeth Square. DSC is privately owned by Precinct Properties Downtown Limited (PPL). Contract 2 – Albert Street (Downtown Shopping Centre to Wyndham Street). The work involves major services relocation, ground preparation and tunnel “box” construction for the works along Albert Street. By continuing work along Albert St the project team can ensure that CRL construction activities undertaken as part of the main CRL works will not require space to the north of Customs St. The enabling works contracts will therefore need to progress the construction a sufficient distance up Albert St to create a viable laydown area for the main works Constructor to utilise. For a number of reasons, the logical extension is to a point just to the south of Wyndham St.
The project recently obtained a designation. This designation had a number of conditions attached to it. The purpose of this report is to address condition 11 which requires an independent peer review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed. Condition 11 is outlined overleaf.
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Independent Peer Review of CEMP and DWPs 11.1 Prior to submitting the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) to Auckland Council for the construction of the City Rail Link, the Requiring Authority shall engage suitably qualified independent specialists agreed to by Auckland Council to form an Independent Peer Review Panel. The purpose of the Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39), and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions. 11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included in the CEMP, and DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition. 11.3 The CEMP, DWP’s, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) submitted to Auckland Council shall demonstrate how the recommendations from the independent peer reviewers have been incorporated, and, where they have not, the reasons why not. 11.4In reviewing an Outline Plan submitted in accordance with these designation conditions, Auckland Council shall take into consideration the independent specialist peer review undertaken in accordance with this condition and any additional information provided to Auckland Council by affected parties. This report documents the independent peer review for the Transport, Access and Parking for Contract 2 of the above described enabling works. This independent peer review has been undertaken by Tony Innes from Commute Transportation Consultants. 1.2
BACKGROUND INFORMATIO N
In undertaking this review the following documents have been reviewed:
1.3
ENABLING WORKS CONTRACT 2 :TRANSPORT ACCESS AND PARKING DELIVERY WORK PLAN - Separable Portion 1: Albert Street Cut and Cover Tunnel (Document ref: CRLPAT-ENV-CON-PLN-000904), DRAFT FOR CONSULTATION, Revision: 3. 1st March 2016 The most up-to-date (10 November 2015) set of the CRL designation conditions STRUCTURE OF THIS RE PORT
There are a large number of designation conditions and sub-conditions that need to be addressed in the Transport, Access and Parking DWP. To provide an efficient assessment and peer review, this report follows the same format as the DWP report. The DWP report included a table (Table 1) which cross-referenced the section of the report that addressed the designation conditions considered applicable to the Transport, Access and Parking. This reports adds a column to this table and provides a summary of the peer reviewers assessment of the DWP against each criteria. A summary against the key designation conditions has then be undertaken to summarise the peer review.
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TRANSPORT, ACCESS AND PARKING DWP
An assessment of the DWP’s compliance with the relevant designation conditions has been undertaken as part of this peer review. Table 1 provides this assessment by individual condition. Where further assessment is recommended, or non-compliance of criteria is considered to be identified, this is highlighted in the table. These areas for consideration can be summarised as follows:
.
CRL18.1 - It is recommended that there is a formal process and engagement set up at the higher levels of Auckland Transport and the NZ Transport Agency, given the high profile nature of this project. It is understood that this relationship already exists and perhaps CRL could be a standing agenda item of these meetings. This is particularly important for the next stages of the project when considerable additional traffic is forecast to use the already congested motorway network. CRL25.2 (a) – Further citywide coordination of temporary traffic management is sought in relation to the interaction between this project and others within the CBD to appropriately manage this significant risk given the dynamic nature of the timing and impact of other projects on the capacity of the surrounding road network. The Transport Operations Plan group could have a role in this regard. CRL25.2 (a) – Further clarity on the TDM timing is required with a focus on engaging before the works and seeking to change behaviours now rather than once construction has commenced. CRL25.2 (b) – The larger vehicle tracking is tight with no clearance shown on the tracking diagrams. This tracking needs to be confirmed in the TTMP process. CRL25.2 (c) – Confirmation that the 4/5 forecourt parking spaces at the Stamford Plaza that are effected by coaches are to be replaced or not is required. CRL25.2 (c) – Signage showing the heavy vehicle restrictions is required on Mills Road. CRL25.2 (d) – If required, the parking space off site for 56 Albert Street should be investigated to be provided as close to the site as possible. CRL25.3(d)(i) – Confirmation of timing of vehicle access with property owners is required. CRL25.3(d)(ii) – Confirmation of timing of construction traffic on all road next to residential zoned land is required. CRL25.3(h) – Early test for emergency vehicles is recommended during the installation phase. CRL26.1 – Further progress on potential mitigation measures is recommended to ensure these measures, if required can be implemented in a timely manner. CRL26.4 – Clarification of what an ‘incident’ is defined as would be beneficial before an ‘incident’ occurs
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Table 1 : Designation Condition Assessment
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 and 8, Appendix L
Peer Review Comments
Communication and Consultation 18.1
The DWP outlines where and how the NZTA will be engaged and it is noted that they are also reviewing the documentation. This is a critical element of the successful management of the traffic effects as a ‘one network’ response is critical. This is important given that a significant portion of traffic is re-routing from the local road network to the motorway network in the model forecasts. There is strong operational alignment proposed. In addition to the measures proposed, it is recommended that there is also engagement at higher levels within AT and NZTA, with this project a standing agenda item on the regular meetings between NZTA and AT. This will be a very high profile project and the effects will need to be managed by all parties. During the DWP process the NZTA provided analysis and commentary on the likely effects on the Transport network. This analysis outlined a number of areas where the NZTA felt that further analysis and planning was required. However the NZTA also outlined that they are part of the CRL Traffic Operations Planning team (TOP), looking at the active management of the city transport network during the project and have
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indicated that this group undertake the following:
Engage with the Ports of Auckland and Auckland Hospital to establish their needs for effective and reliable access to better inform the decisions around how best the manage the City Centre network during construction. Develop and assess a wider demand management program that is effective in reducing vehicle demands to the City Centre – including interventions such as increasing passenger transport capacity potentially beyond what is currently committed. Engage with the NZTA and Auckland Transport Network Performance teams to establish a Network Operating Plan to mitigate the effects of the wider City Centre Program. Engage with NZTA’s National Journey Team to develop operational strategies and interventions (for example, developing a fit-for-purpose ramp signal strategy) to respond to traffic responding to the demand.
These activities can be undertaken by the TOP.
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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
The DWP is considered to appropriately address this condition. A preliminary travel plan has been prepared that is considered appropriate (subject to further detail being provided once staff travel patterns are known). There are very few car parks provided for staff and a mixture of TDM measures are proposed to reduce the workforce dependency on private vehicle travel. It is acknowledged however that given the construction nature of the project there will need to be contractors with tools that drive to work as is the case on many construction sites throughout the CBD. The needs of specialist staff can be covered in subsequent TMP documents.
4.12
The DWP outlines the routes for access and in particular heavy vehicle movements. From a wider network perspective these truck haul routes are on main arterial routes. The use of Beach Road, Hobson and Nelson Street is considered appropriate. The Quay Street Road as indicated in the DWP should be used as a last resort. Specific access points are located and identified in Appendix F. It is assumed that the detailed TTMP’s will include the necessary signage for these points, as is standard practice. For certain stages of construction, there may be a need to establish waiting areas for a large number of vehicles within the CBD (such as concrete delivery vehicles). Any waiting areas should be
(d) A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects
21.1
In order to give effect to the objective in Condition 19.1, the CEMP shall include the following details and requirements in relation to all areas within the surface designation footprint where construction works are to occur, and / or where materials and construction machinery are to be used or stored: (a) Where access points are to be located and procedures for managing construction vehicle ingress and egress to construction support and storage areas;
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identified now to minimise queues at the work sites. 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
This is covered in the summary section in this report.
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
This is covered in the summary section in this report.
(a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion;
4 and 6
Significant planning has been undertaken by AT for shifting bus services to accommodate the CRL works. Additional bus priority works have also been identified and implemented. It is recommended that bus travel times are monitored continually to understand where delays are occurring and to maintain appropriate service levels. During construction, the transport priorities should be public transport, pedestrians and cyclists. Private vehicle travel should be managed as best as possible however the effects should be mitigated by clearly communicating that works are significant and delays should be expected. The proposed Transport Operations Plan group will help with this task and managing effects on the ground. The transport modelling shows considerable impacts on the performance of the transport network during construction. Whilst these impacts are generally in line with the impacts
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forecast when the designation was granted, these are still significant. There will need to be live and active management of the network as proposed. A key opportunity identified is the reduction of 4,000 SOV during construction. For this to occur there will need to be considerable behavioral change. A TDM approach is summarized in Appendix H, however timing of its implementation is not included. This should be happening now and should be confirmed in the DWP. In regards to public transport, there is a strong need for services to accommodate the proposed 4,000 SOVs being removed from the network. This suggests the need for additional public transport capacity and depending on the amount of mode shift that occurs, more aggressive measures may be worth considering, including incentives to spread the load at peak times (such as journey discounts for offpeak periods). The interface with other significant projects in the CBD is an area of concern. The modelling undertaken confirms this concern. It is acknowledged that it is not practical to stop projects and therefore forward planning is required in terms of timing to ensure traffic effects of other projects do not occur in parallel. It is therefore recommended that further thought be given to the central coordination of the temporary traffic management associated with all public and private projects in the CBD and AT as road controlling authority set up
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(b) Maintaining pedestrian access to private property at all times; and
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4 and 6
regular (could be weekly) meetings with all of the projects to coordinate this critical activity and allow feedback and planning to be undertaken in real time to ensure a streamlined and best for city for outcome. The modelling shows that there could be considerable effects. Active management will help manage this. There has also been a lot of thought to contingency planning and what other mitigation could be implemented if required. This is good practice. It is recommended that to ensure some of these schemes could be implemented immediately when they are required, it is suggested that any necessary design and/or consenting processes occur now. The DWP addresses these matters however the generic proposed pedestrian routes and footpath closures during various stages of the construction have been identified on the DWP plans. There are a mixture of footpath treatments at the different stages, including reductions in width to 1.5m and localized widening in some areas. Two new signalised pedestrian facilities are proposed to assist with demand crossing Albert Street. The location and number of these is considered appropriate. Importantly pedestrian access is maintained to all buildings during construction. There are some buildings (including ANZ Centre) where access may be altered, however this condition is met by the DWP.
CRL Independent Peer Review Transport, Access and Parking Review
(c) Providing on-going vehicle access to private property to the greatest extent possible.
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4 and 6
We also not that the vehicle tracking shows that the heavy vehicle swept paths are very ‘tight’ in some areas. Typically, road design standards such as RTS-18 and Council Engineering standards require a 500mm clearance around design vehicles used in vehicle tracking assessments. Given the pedestrian amenity issues in this area this is considered an important consideration that should be investigated further. It is recommended that this is picked up in the TTMP process which is at the next level of detail. Section 4.13 of the DWP outlines the measures proposed to address this condition. There are a number of properties with vehicle access that will be affected by the Albert Street works. The Albert Street service lane proposals are considered appropriate to retain vehicle access to this area. The Stamford Plaza vehicles access will remain, however at various stages the tour coach tracking will result in the need to remove parking from the forecourt. Whilst it is assumed (by the reviewer) that these spaces could be valet spaces and therefore easily ‘managed’ when a coach arrives, the removal of these four spaces should be confirmed with the Stamford Plaza as no mitigation is proposed. The length of the ‘temporary’ loss would determine if other spaces need to be provided. The Mills Lane loop will require a restriction in the size of vehicles. It is understood this has
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been discussed with the Foodstuffs supermarket operators. However to ensure large vehicles (such as B-Trains) do not become “stuck”, signage should be erected clearly outlining the maximum vehicle size that can access Mills Lane. The need for service vehicles to undertake ‘three-point turns’ on Wyndham Street and Swanson Street when Mills Lane is closed is considered appropriate however there may need to be additional pedestrian safety measures introduced in this area. These measures can be detailed in later TTMPs. 57 and 56 Albert Street will have their access restricted during construction. Efforts have been made to see how access could be maintained. The alternative approach of providing a carpark nearby is a sound option. It should investigated if a closer space than the Downtown carpark can be found as this is over 300m from the property. Continued engagement with 56 Albert Street will be required re: the permanent access arrangement for this site. 25.3
To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP: (a) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion, and to the greatest extent possible, avoid adverse effects on residential zoned land and education facilities;
4.12
Routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach. We note that the modelling is forecasting a significant increase in traffic on the already congested motorway network and it is unclear how this will be appropriately managed.
CRL Independent Peer Review Transport, Access and Parking Review
(b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that:
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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.
4.12
(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
(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
It is understood that there will be restrictions on heavy vehicles near residentially zoned properties. We note that the modelling is forecasting a significant increase in traffic on the already congested motorway network and it is unclear how this will be appropriately managed. It is understood that there will be restrictions on heavy vehicles near residentially zoned properties. Routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach. The most appropriate routes for heavy vehicles are being proposed. As above
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(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
Nelson and Hobson Street are proposed as the routes
(d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as:
4.12
There is residential zoned land between Wolfe Street and Wyndham Street.
(i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring;
4.12 and 8
(ii) Restricting vehicle movements on Monday to Friday to between 9.30am and 4pm, and on Saturday to between 9am and 2pm.
4
(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;
4,6 and 8
This has not been confirmed in this DWP (it is assumed to be included in the engagement strategy) and subsequent TTMPs need to be aware of potential heavy vehicle restrictions near these locations. Section 2.6 of the report restricts construction traffic on Wyndham Street to these hours. The other streets with residential zoned land (being Albert Street, Swanson Street and Wolfe Street do not appear to have such restrictions. Further assessment is required to explain why restrictions are not proposed for these streets. A detailed staging and implementation plan has been developed. This has considered a number of transport factors, including local access (all modes), existing transport infrastructure (bus routes, parking locations , loading bays, taxi ranks etc).
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Detailed traffic management plans in accordance with COPTTM will be developed and approved at each stage. This is an appropriate standard and gives confidence of the implementation of temporary traffic management measures. The DWP has appropriately identified alternative routes and implications of their works. The impacts will likely be considerable, however they are in line with those impacts predicted at the time that the works were designated. The critical element will be the advanced notice to affected parties. Property owners and tenants can be targeted easily (as you know where they are based) however other users such as bus passengers, cyclist and tourists will be harder to engage with. The TDM plan is summarised in Appendix H, however what is missing is the timing. There needs to be considered effort before the works begin to make people aware and provide them sufficient detail to make informed choices on transport to and from the city centre. This could be happening already but it is not clear. The TDM plan is the main opportunity to minimise the impacts of this projects construction effects. (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
This has been addressed above.
(ii) Providing vehicle access to private property as far as practicably possible at all times, except for temporary closures where landowners and occupiers have been
4 and 6
This has been addressed above.
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communicated and consulted with in reasonable advance of the closure; and (iii) How the loss of any private car parking will be mitigated through alternative car parking arrangements.
(g) Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority shall (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative.
4 and 6
8
Alternative parking spaces are proposed for some property owners. It is not clear if the Stamford Plaza forecourt spaces are covered by this replacement. This should be clarified. It is unclear where this is addressed in the DWP. This needs to be addressed specifically to comply with the condition.
Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 “temporary closure� is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through:
6
Figure 26 outlines the proposed ITS solution for managing emergency vehicle access to the areas affected by the works. This should allow swift access for emergency vehicles. The tracking is tight and there will need to be onsite alterations to the temporary traffic management in an emergency as required. This is a sensible approach. There has, and will continue to be,
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(i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;
6
(ii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption; and
6
close liaison with the emergency services which is critical. The proposed early trial of the systems and approach will be critical to ensuring the emergency services can access the site appropriately. It is recommended that this occurs early in the installation stages so that fine tuning of the construction site can take place before being committed to large scale excavation works. Pedestrian priority is provided through three signalised pedestrian crossing points at Swanson and Wyndham Streets, as well as Customs Street. Pedestrian way finding and signage will also be provided. Footpath widths will no be less than 1.5m and appropriate hoarding and safety features will be provided to maintain pedestrian safety. There is a concern during some stages of the Customs Street/Albert Street intersection works that space for pedestrian safety will be challenging. Close monitoring of this is recommended to ensure safety is not compromised. The change in phasing should address this problem, however monitoring is suggested. It is noted that the pedestrian analysis indicates there is sufficient capacity. As outlined above the Customs Street/Albert Street intersection is a key location and should be monitored closely. Bus stop relocations are a significant issue for this component of the project. Albert Street currently provides for a number of bus stops and
CRL Independent Peer Review Transport, Access and Parking Review
(iii) Identifying alternate heavy haul routes where these are affected by construction works.
(i) Cross references to the specific sections in the Communication and Consultation Plan that detail how emergency services, landowners, occupiers, public transport users, bus and taxi operators, and the general public are to be consulted with in relation to the management of the adverse effects on the transport network. (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:
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6
8
4.20
services. In addition, the Northern Express services are to be located to the northern end of Albert Street. Given these changes and the reductions (at various stages) to pedestrian footpath widths, careful planning is required to ensure the safe and efficient movement of pedestrians to the new bus stops. The mitigation proposed includes signage and education as outlined in Figure 25 of the DWP. The pavement marking in particular is considered a good idea and further pavement marking is recommended. Taxi ranks are relocated from the existing rank outside the Stamford Plaza to Wolfe Street during the appropriate stages. This is the most convenient location for this relocation. Alternative heavy haul routes have been identified (ie Quay Street). These will likely only be used if congestion is significant or there are other operational issues. The DWP is considered to appropriately address this condition. The DWP is considered to appropriately address this condition.
The DWP is considered to appropriately address this condition.
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(i) Benefits that could be provided by alternative options;
4.20
(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
The DWP is considered to appropriately address this condition. The DWP is considered to appropriately address this condition. The DWP is considered to appropriately address this condition. The DWP is considered to appropriately address this condition.
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
Transport monitoring is proposed and the implementation of Bluetooth along the key routes will provide robust data before and during construction. It is noted that the assumed performance of the future network is based on 4000 SOV trips being removed from the network through TDM measures. A plan is in place to work towards achieving this, however it is noted that this is an ambitious target. Additional measures are outlined that could be implemented if this monitoring shows there is an issue. The additional measures are a mix of operational and physical interventions and are considered appropriate at this time. However, many of these measures could take some time to implement if required (weeks or months in some instances) and therefore advanced work is recommended on some of these to allow the response to be quicker if required. We also note that to achieve the required reduction in private vehicle trips, there may need to be a ‘carrot and stick’ approach of increasing
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26.2
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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
(c) The average weekday inter peak travel times between 9am to noon, noon to 2pm and 2 to 4pm.
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.
5 and 7
commercial carpark charges, allocating car pool spaces within commercial car parks and decreasing public transport charges for instance. There is also the need to recognise that drivers may park on the fringe of the city centre and complete the last stage of the journey into the city centre by alternative modes. This may place additional parking demands on Link bus routes and at train stations closer to the city centre (Orakei, Mt Eden etc) The DWP is considered to appropriately address this condition.
The DWP is considered to appropriately address this condition.
This is noted, however this will be difficult to quantify and greater clarity around what an 'incident' means. For instance, an accident on SH1 that cause congestion within the City Centre should be removed however localised congestion as a result of a crash within a CRL temporary traffic management site should not be excluded.
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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
(c) The 30% above shall only apply for an increase predicted to be over four minutes.
5 and 7
The DWP is considered to appropriately address this condition. The DWP includes both criteria and provides a detailed method for developing the latest travel time forecast and the method outlined is considered appropriate. We also note that given the number of other projects being progressed in the CBD at the time, pinpointing ‘traffic effects’ to this project will be difficult.
A mix of operational and physical additional measures are proposed in the DWP and are considered appropriate at this time. The interaction with operations to actively manage the network will give the greatest early efficiency gains and this is proposed to occur.
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
This is the outcome of the proposed mitigation measures identified above.
26.9
For the purposes of this condition, the following are the specified routes:
5 and 7
These routes are identified appropriately in the DWP.
(a) Wellesley Street (between Victoria Street and Princes Street)
5 and 7
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26.10
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(b) Victoria Street (between Wellesley Street and Princes Street)
5 and 7
(c) Customs Street/Fanshawe Street (between Nelson Street and Tangihua 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
Section 4.5 confirms the width is 3.3, to allow for vehicle maneuvering. To make sure this is implemented, we recommend this critical dimension is shown explicitly on the plans in the DWP.
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(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:
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4, mainly 4.3
Whilst it is assumed that a 3m lane is provided, there is no dimensioned plan or text that confirms this. This should be made explicit in the DWP.
(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
This is confirmed by the DWP.
(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
This is confirmed by the DWP.
(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
This is confirmed in the DWP.
(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
This is confirmed in the DWP.
(e) The left turn from Durham Street into Queen Street shall be reopened while the Albert Street/Victoria Street intersection is fully closed;
4, mainly 4.3
This is not specifically identified in the DWP and an indicative cross-section should be provided to demonstrate how vehicle and pedestrian demands can be satisfied at this location.
(f) Two way access shall be provided on the single service lane along the western side of Albert Street between 87 Albert Street and Kingston Street while the Albert Street/Victoria Street intersection is fully closed;
4, mainly 4.3
This is confirmed in the DWP.
(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
This is confirmed in the DWP and changes through different stages.
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(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.
27.2
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4, mainly 4.3
This is confirmed in the DWP.
(h) Providing pedestrian and cycle access to private property at all times;
4, mainly 4.3
This is confirmed in the DWP.
(i) Providing footpaths of at least 1.5m in width along either side of Albert Street;
4, mainly 4.3
This is confirmed in the DWP.
(j) At a minimum two safe crossing passageways (which are “fully accessible� with a minimum width of 1.5m wide and well lit ), need to be provided in the vicinity of Swanson Street and Wyndham Street, in addition to pedestrian crossings at the intersections of Victoria Street and Customs Street; and
4, mainly 4.3
This is confirmed in the DWP.
(k) Ensuring that construction traffic does not use Swanson Street, Wolfe Street or Federal Street north of Swanson Street;
4, mainly 4.3
The DWP plans show that heavy vehicles will not use these street. However to confirm this is the case signage is recommended to inform vehicles there is no construction traffic on these routes.
4 and 6
Construction will be staged to minimise the impact on access to properties and users of Albert Street, whilst also balancing the need to undertake the works as soon as possible. The staging allows different parts of the networks to have capacity reductions whilst other areas are kept open. Albert Street through traffic will be discouraged and essentially will only provide for access to properties along the works area. Cross Albert Street capacity is managed through the proposed staging. The biggest area of concern is the Customs Street/Albert Street intersection. This is a significant intersection and capacity (particularly east-west) will be severely
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;
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constrained during construction. The modelling shows the network generally copes within the limits allowed by the conditions, however active management will be required (as is proposed), at this intersection. VMS signs are proposed to help direct traffic and there is an active management approach through the project specific Traffic Operations Plan group. Close monitoring and active management of the network will be required. Further mitigation has been identified that could be implemented if required. (b) The timing and sequencing of temporary road lane reductions and / or closures, and the alternative routes and temporary detours to be used, including: (i) How these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network;
4 and 6
4 and 6
A staged approach to construction has been proposed. This staging has been driven by the need to retain pedestrian and vehicular access to and through the area. The construction is complex and there are a number of stages proposed. Considerable thought and analysis has been undertaken to interfacing construction requirements with access requirements. There will be congestion, however needs to be balanced with the duration of works and disruption. The proposed staging seeks to balance all of these issues.
(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
The staging proposed seeks to open this intersection as soon as practical.
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(i) Providing vehicle access to private property as practicably possible at all times;
4 and 6
This is confirmed in the DWP.
(ii) Retaining local vehicle access to properties located along Albert Street (which may include only left in, left out access );
4 and 6
As outlined above, this is provided in the DWP. There are some properties with restricted access (by vehicle type or movement eg left in left out) and the DWP outlines how this will be managed. There is one property that may require parking spaces being relocated.
(iii) Retaining access for loading and unloading of goods located along the service lane on the eastern side of Albert Street, between Victoria Street and Wellesley Street; and; (iv) Providing an on street loading bay on Customs Street, Lower Albert Street or Lower Queen Street to provide servicing to 21 Queen Street if access during construction cannot be provided to the existing loading bay area for 21 Queen Street, accessed from Lower Albert Street;
n/a
4 and 6
A new loading space is proposed at 3 Fanshawe Street. This is some distance from DFS and 21 Queens Street, however is as close as practically possible during periods of the construction.
(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
This is confirmed in the DWP.
(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
(d) How disruption to the use of the local road network will be mitigated for private bus users, pedestrians and cyclists through:
(e) How disruption to pedestrians and cyclists requiring the ability to cross from east to west (and vice versa) across
4 and 6
As outlined in the assessment above there are pedestrian crossing points provided on Albert
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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.
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Street as is confirmed in the DWP. Cyclists will have additional city wide facilities to use as they come on line during construction. Traveling on Albert Street for cyclists will be challenging. The low speed environment will help, however with cyclists in this area likely to only be accessing properties, there will be interaction between cyclist and pedestrians on the footpaths as cyclists will need to dismount and cross at crossing points etc. Whilst not ideal, given the constraints of the works this is considered appropriate.
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2.1
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CRL DESIGNATION CONDITIO N 25.1
Condition 25.1 of the overall CRL designation and 24.1 of the Britomart Transport Centre designation require that the DWP mitigates the adverse transport effects of the project. The wording of CRL25.1 is as follows: A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network. Based on the review undertaken it is clear that a comprehensive DWP has been development for the Contract 2 enabling works. The DWP is clearly written and shows how compliance with the appropriate designation conditions will be met during construction. Whilst this review has identified a number of areas of the assessment that need to be updated or refined to completely meet the conditions, these are generally not significant and the reviewer anticipates that once these items are completed that the DWP will show compliance with the appropriate designation conditions. The CRL project is a significant and complex infrastructure project within the busy CBD environment of Auckland. This stage of works will impact on the wider area of Albert Street, a critical hub for public transport trips in Auckland. The impact on the transport network will be significant. It will require a combination of passive and active management. The proposed traffic management and staging are examples of the passive traffic management that will be put in place to manage specific effects. Given the scale of the potential impacts (given the importance of Albert Street to the operation of the CBD transport network) the actual effects cannot be known until the works commence. As good a job as possible has been done to predict the impacts, however given this relies on predicting travel behaviour of the wider community, there is inherent uncertainty. This behaviour is likely to change regularly as a result of the relative performance of the various transport modes. Poor public transport capacity, frequency or reliability will likely encourage private vehicle travel whilst significant congestion (that can be bypassed by public transport) will like encourage those modes. These dynamics could change for various stages of the project and therefore three key areas need to be the focus in this reviewers mind, being:
Co-ordination with Other Projects – Numerous large scale projects are planned to be constructed in the city at the same time as the CRL works. Given the dynamic nature of these projects, sufficient co-ordination needs to be undertaken to minimise the effects on the road network. Active management – Real time management of the road network is proposed in the DWP and is an area that should (and appears to from the DWP) have real focus. The monitoring identified needs to be fed back to the management team (through Transport Operating Plan group) to allow adverse effects to be identified early and dealt with promptly. Clear and Visible TDM – The opportunity to minimise the impacts of the works is through removing the required 4,000 SOV from the road network and providing existing users of all modes with real and useful information on construction progress and alternative transport options. The DWP refers to the TDM plan being implemented and the available measures. However, what is not clear is the timing. There needs to be considerable engagement before works begin to ensure the reduction in private vehicle trips can be realised.
Given a project of this scale there will be inevitable disruption associated with the projects construction. However the DWP has identified (with the proposed recommendations of this review) that there is sufficient process and mitigation proposed to manage the transportation effects to ensure that the effects “so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access”. Importantly the DWP seeks to ensure that
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pedestrian safety and amenity is maintained, property access is maintained and the impact of construction on the surrounding road network is kept to a minimum. With the measures proposed in this DWP and the resolution of the issues identified in this review it is considered by the reviewer that Condition 25.1 of the CRL conditions are satisfied. 2.2
CRL DESIGNATION CONDITION 25.2
Condition 25.2 of the overall CRL designation require that the DWP mitigates the adverse transport effects of the project. The wording of BTC24.2 is outlined below for reference. The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion; (b) Maintaining pedestrian access to private property at all times; and (c) Providing on-going vehicle access to private property to the greatest extent possible As outlined in the preceding section of this report, based on this review it is considered that the DWP can achieve the objectives set out in this overarching condition. Specifically, this is achieved through: 1. Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion – Active traffic management is proposed that identifies appropriate routes for heavy vehicles to and from the construction area and also identifies route through the wider transport network. Travel demand management is also proposed to be used. Whilst thought has been given to the other projects also underway in the CBD at the same time, the interface with these other projects is a key area of concern and an area where further mitigation is sought to manage this risk. The level and success of the active management and TDM will determine the level of impact of the construction effects. The NZTA have also outlined a number of measures they consider necessary to mitigate effects that the TOP management team will develop. 2. Maintaining pedestrian access to private property at all times – Pedestrian safety and efficient is a key focus of the DWP, ensuring pedestrian have safe access to all areas around the construction area. 3. Providing on-going vehicle access to private property to the greatest extent possible – Existing property access has been identified and plans prepared to maintain this access wherever possible. When this is not possible the engagement proposed should allow for adequate planning and based on this review strengthened final measures will ensure existing access users are inconvenienced as little as practical. It is therefore considered that the DWP adequately outlines how the proposed construction project will meet these objectives.
3
RECOMMENDATIONS
Based on the above assessment this independent peer review has found that whilst there are a number of areas where the proposed DWP does not comply with the designation conditions, these areas are minor and based on the reviewers view that these areas can be addressed without significant changes to the proposed DWP.
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Given there are a number of areas that need to be addressed to confirm this conclusion it is recommended that the following comments are addressed before the DWP is finalised:
CRL18.1 - It is recommended that there is a formal process and engagement set up at the higher levels of Auckland Transport and the NZ Transport Agency, given the high profile nature of this project. It is understood that this relationship already exists and perhaps CRL could be a standing agenda item of these meetings. This is particularly important for the next stages of the project when considerable additional traffic is forecast to use the already congested motorway network. CRL25.2 (a) – Further citywide coordination of temporary traffic management is sought in relation to the interaction between this project and others within the CBD to appropriately manage this significant risk given the dynamic nature of the timing and impact of other projects on the capacity of the surrounding road network. The Transport Operations Plan group could have a role in this regard. CRL25.2 (a) – Further clarity on the TDM timing is required with a focus on engaging before the works and seeking to change behaviours now rather than once construction has commenced. CRL25.2 (b) – The larger vehicle tracking is tight with no clearance shown on the tracking diagrams. This tracking needs to be confirmed in the TTMP process. CRL25.2 (c) – Confirmation that the 4/5 forecourt parking spaces at the Stamford Plaza that are effected by coaches are to be replaced or not is required. CRL25.2 (c) – Signage showing the heavy vehicle restrictions is required on Mills Road. CRL25.2 (d) – If required, the parking space off site for 56 Albert Street should be investigated to be provided as close to the site as possible. CRL25.3(d)(i) – Confirmation of timing of vehicle access with property owners is required. CRL25.3(d)(ii) – Confirmation of timing of construction traffic on all road next to residential zoned land is required. CRL25.3(h) – Early test for emergency vehicles is recommended during the installation phase. CRL26.1 – Further progress on potential mitigation measures is recommended to ensure these measures, if required can be implemented in a timely manner. CRL26.4 – Clarification of what an ‘incident’ is defined as would be beneficial before an ‘incident’ occurs.
Once these comments are addressed, it is considered that the DWP adequately address the intent and requirements of the appropriate designation conditions.
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 O – KERBSIDE MANAGEMENT (PARKING) CHANGE DIAGRAMS
Page O
PARKING CHANGES - ALL STAGES
Existing parking - P10 Proposed parking - Stage A to 10. P60, tour coach only
Existing parking - City centre parking zone and LZ (1 bay) Parking amendment- Stage A & B, 6-10, P5 LZ, city centre parking zone, taxi stand - C to 5, P5 LZ, P60 tour coach, P120 Mobility park
Existing parking - P10 Parking removal - Stage A to 10 Existing parking - P60 Tour Coach Parking removal - Stage A to 10
Existing parking - P5 (pick up/ drop off/ LZ) Parking removal - Stage A, B, and 3 to 6 Parking reinstatement - as existing during stages unaffected by works Existing parking - taxi stand Parking removal - Stage 5 to 7 Parking reinstatement - as existing during stages unaffected by works Existing parking - City centre parking zone and mobility park Parking amendment- Stage A & B, 6-10, P5, P60 tour coach, P120 Mobility park - C to 5, P5 , city centre parking zone, taxi stand
Existing parking - Bus stop Parking amendment (all stages) - P5 LZ, P120 mobility park
Existing parking - Loading zone Parking amendment (all stages) 1 mobility parking, 1 P5 loading zone
Existing - no parking Parking amendment - Stage 5, 8-10, P5 loading zone
No parking during works at all stages
Existing parking - Loading zone Parking amendment (all stages) - city centre parking zone
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 P – NZTA FINAL FEEDBACK
Page P
CRL Traffic Management
CRL Traffic Management Graham O’Connell 24th March 2016 VERSION 1
Good afternoon Chris, Thank you for the continued opportunity to provide feedback on the CRL Traffic Management reports. I apologise for the delay in responding to you. We have been working to understand the effects from not only the CRL project, but also the planned or committed development in the City Centre; and how this will impact inter-regional travel and access to key facilities such as the Port and the Hospital. The key issues for the NZTA: · · · ·
Maintaining reliable and effective access to and from the Port Maintaining reliable and effective access to the Hospital Managing safety risks associated queuing back into the motorway network Minimising the impact to people and freight travelling through the Central Motorway Junction
Our initial investigations through some additional modelling work and observations after the implementation of the Nelson Street cycle way indicate that there is a risk to the safe and effective operation of the motorway network between the Harbour Bridge and the Port (including the Central Motorway Junction) resulting from redistribution of traffic across the network, and queuing into the motorway network. We also understand that the safe and effective operation of the City Centre transport network during the construction of CRL is reliant on a 3,000 – 4,000 reduction in car trips. From our understanding, the CRL Project Team has not sought to identify how this reduction in vehicle demand could be achieved; hence if this is not achieved the NZTA considers that there is a serious risk to the safe and effective operation of the transport system as a whole. Whilst we recognise that the construction of CRL will have more than minor impacts to the travelling public, we consider that it is highly likely to be cumulative impacts from the CRL project and other projects in the City Centre, which are likely to further increase the risks to the safe and effective operation of the Central Motorway Junction and SH16 (Stanley Street). We are aware that Auckland Transport has started looking at the City Centre as a whole, rather than on a project-by-project basis with a view to developing a Network Operating Plan for the period of construction in the City Centre. As part of this work we understand that the team that has been established by Auckland Transport. This tactical Traffic Operations Planning team (TOP), of which the NZTA and CRL team is a part, is looking at interventions beyond what the scope of the CRL project to best manage the City Centre network for all modes of travel.
CRL Traffic Management
We therefore have the following recommendations for the TOP and CRL Project team, including for the purposes of implementing the CRL Transport, Access and Parking Delivery Work Plan: ·
Engage with the Ports of Auckland and Auckland Hospital to establish their needs for effective and reliable access to better inform the decisions around how best the manage the City Centre network during construction.
·
Develop and assess a wider demand management program that is effective in reducing vehicle demands to the City Centre – including interventions such as increasing passenger transport capacity potentially beyond what is currently committed.
·
Engage with the NZTA and Auckland Transport Network Performance teams to establish a Network Operating Plan to mitigate the effects of the wider City Centre Program.
·
Engage with NZTA’s National Journey Team to develop operational strategies and interventions (for example, developing a fit-for-purpose ramp signal strategy) to respond to traffic responding to the demand.
As a partner in the One Network approach, NZTA is happy to assist Auckland Transport to successfully deliver the City Centre program by enabling the safe and effective operation of the transport network during construction. Moving forward the NZTA believe that the Access and Parking Delivery Work Plan developed by the CRL project is continually updated to reflect wider City Centre works and delivered in partnership with the CRL team and TOP management structure. Appendix A attached is the findings of the modelling review carried out by the Auckland Motorway Alliance on behalf of the NZTA which will
Graham O'Connell
/ Principal Traffic Engineer
Appendix A
Appendix A Dave Rendell 24th March 2016 VERSION 1
CRL Traffic Management
To assist the CRL team and Auckland Transport in the wider management of transport in the City the Auckland Motorway Alliance have summarised the modelling review and identified a number of points for the CRL and TOP teams to consider in the coming months as the City centre works increases in scale and scope: 1. The model over estimates the available capacity on the SH network which surrounds the CBD. The assumptions mean that the assumed flows in and out of the CBD will cause greater congestion than suggested in the analysis. Both on-ramps and the network links around the CBD (e.g. SH16 Port to SH1 link currently hold significant queues on the SH16 /SH1 ramp, which are not reflected in the SATURN model). 2. Off-ramp capacities are known to be more constrained than modelled. For instance the SH16 and SH 1 Nelson Street off-ramps have recently been throttled due to downstream capacity reductions – this new impact has yet to be assessed.
3. The modelling makes no allowance for redistribution of SH traffic due to the opening of the Waterview Tunnel (expected in early 2017). This will be very difficult to predict with certainty but a factor the CRL and TOP teams will need to cognitive of and have a flexible response in place.
4. The analysis makes an assumption that there is a mode shift to public transport during the construction period, and this will offset (to some extent) additional traffic generated during the construction period. The relatively small additional flows (overall) appear to be the combination of a reduction due to mode shift to passenger transport, and an increase due to construction traffic. The analysis has make an assumption of mode shift by sensitivity testing of the model with 5%,10% and 15% reduction in central city trips. The Connectus report commented a mode shift of 5-15% is reasonably be expected in line with Auckland and international experience. While a sensitivity test is shown in Appendix I in the report, we are concerned that this may not eventuate. The CRL and TOP teams should consider strategies and options if that shift does not occur.
Appendix A
The SATURN model scenarios are as follows (extracted from the CRL modelling report): 1. Scenario 4d (TMP Stage 1): Represents the traffic conditions at the commencement of piling for cut and cover works along Albert Street (C2-SP1) 2. Scenario 5a (TMP Stage 3): Represents the period that has greatest traffic restrictions due to piling for cut and cover works along Albert Street (C2-SP1)
3. Scenario 6a (TMP Stage 8): Represents the period that has greatest traffic restrictions due to piling for cut and cover works along Albert Street (C2-SP1), similar to Scenario 5a but with further restrictions along Albert Street. 4. Scenario 7a (TMP Stage 10): Represents the period where piling is complete, and the trench along Albert Street (C2-SP1) restricts east-west traffic movements between Customs Street and Wyndham Street 5. Scenario 8a (TMP Stage 10): Represents the long-term traffic conditions that will exist with the trench and service lanes in place.
Appendix A
Our material findings based on the SATURN model outputs are summarised below. Overall the total changes in flows suggested by the CRL analysis are small, however redistribution effects will create congestion in particular locations which will need to be managed. Notable changes to flow in peak hours are predicted to be as follows:
·
The most significant changes occur on the Fanshawe St on ramps. A reduction of 250vph in the AM peak and 670 in the PM peak. This traffic is predicted to divert to Curran St (50%), Wellington St (10%) and the Port (40%). Currently the Curran Street ramp is metered to allow for the mainline traffic to flow. The reasons for the diversion of 50% of the traffic to Curran Street are not immediately obvious, and we are uncertain that the additional flow can be accommodated entering lane 1 at the base of the Harbour Bridge, rather than distributing between lanes 1 and 5 at the Fanshawe street on-ramp as at present.
·
In the SH1 southbound direction, Fanshawe St off ramp volume is predicted to reduce by 200vph in the AM peak and divert to Shelly Beach (25%) and the Port (75%). Both Shelly Beach Road and the link to the Port have sufficient capacity, therefore impact is limited. Note we have not confirmed this quantitatively at Alten Road and Beach Road, but simple inspection shows it should be satisfactory.
·
Demands on both Nelson St off-ramps and Hobson St on-ramps are predicted to be increased. The change is around +50~150vph. These additional traffic will cause capacity issues (additional queueing) on Nelson St Off ramp (from SH16) in the AM peak, as the off ramp is already at capacity during peak period with queues extending well back down the off-ramp.
·
Hobson St On ramp (to southern motorway) is currently at capacity in the PM peak, the further increase in demand would worsening congestion either by adding additional traffic to the motorway, or within the CBD by maintaining current ramp signal capacity. Our base model shows there are 110 vehicles queuing on Hobson Street during the evening peak, and this would need to increase.
·
The demand from the Port link is predicted to increase (50~300vph) in all peak periods, with most of the additional traffic heading north. The observed 2015 demand on the 2-lane section approaching the ramp signals is around 3100vph in the PM peak. While there is enough capacity to cater for the additional queuing traffic, additional delays will result.
·
Other on and off ramps on SH1 and SH16 (Newton Rd only) are predicted to have minor increases in demand (<50vph). The impact to these ramps should be limited.
·
There are only small demand variations between the 5 scenarios. AECOM explains the construction works mainly affect local road access and movement within the CBD. The main CBD through route affected is Quay Street. We note the comment that reductions in capacity due to cycleway construction on Quay Street (and other locations?) are also planned. We believe it is not prudent to further restrict capacity on CBD arterials during the construction phase due to effects on the CBD traffic (including buses) movement.
·
The CRL works results in additional traffic coming from the north-western and southern motorway into the CBD. AECOM explains these are construction traffic and normal traffic volume remains constant in all model scenarios.
Appendix A
At face value, if the additional traffic and it’s associated redistribution is similar to the scenarios provided (which are all similar to each other in terms of effects on the SH on/off ramps), then at a global level the demand for travel represents a small increase. This will have the overall effect of increasing congestion around the SH network surrounding the CBD and it’s approaches. Some of this will be more significant, but local effects. Some of this can be mitigated by restricting access to the SH network by the use of ramp signals, which will cause additional congestion in the CBD, and possibly affect the redistribution of traffic assumed by the CRL project team. However other congestion effects will occur within the highway corridor for traffic which is bypassing the CBD. These effects will not be able to be mitigated easily. We recommend the TOP and CRL teams work with the NZTA and AMA to establish critical network congestion points that will trigger appropriate mitigation measures.
Commentary The modelling assumes that the SH around the CBD effectively has unlimited capacity. We know that not to be the case. Congestion builds up in the afternoon to become the evening peak. We can model the impact on the motorway using the Cell Transmission Model (down to Wellesley Street on SH16). We advise Auckland Transport and the NZTA agree to ground rules on how the ramps will be operated, and the capacities maintained (or if altered, how).