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City Rail Link In association with:

REFERENCE DESIGN Karangahape Road Demolition: Transport Access and Parking Delivery Work Plan

Document Ref: CRL-KRD-RME-000-RPT-0138 Revision: 5 May 2019

INTERNAL WORKING DOCUMENT COMMERCIAL IN CONFIDENCE

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Document control Report title

Karangahape Road Demolition: Transport Access and Parking Delivery Work Plan

Document ID

CRL-KRD-RME-000-RPT0138

Project number

239933

Client

City Rail Link Limited

Client contact

Sean Sweeney

Rev

Date

Revision details/status

Prepared by

Author

15 February 2019

Initial draft for review

1 March 2019

Second draft

Rob Franklin, Michael Jongeneel (Flow)

4 April 2019

Third draft

10 May 2019

Final

16 May 2019

Second Final

Current revision

Verifier

Approver

Approval Author signature

Approver signature

Name

Michael Jongeneel

Name

Helen McLean

Title

Associate, Flow Transportation Specialists

Title

Associate

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Contents 1

Description of the Project

1.1

City Rail Link

1.2

Advance Works Project

1.3

Hours of Operation

1.4

Workforce

1.5

Work Travel Demand Management

Purpose and Objectives of Delivery Work Plan

CRL Designation Condition Requirements

Existing Conditions

4.1

General Traffic Environment

4.2

Walking and Cycling Environment

Proposed Traffic Management

5.1

Philosophy

5.2

General Traffic Management

5.3

Demolition Traffic

5.4

Contractor Parking

Assessment of Effects

6.1

General Traffic Effects

6.2

Demolition Traffic

6.3

Property Access

6.4

Parking

Monitoring

Consultation and Communication

Appendices Appendix A Record of CLG and Independent Peer Review Comments

Figures Figure 1-1 CRL Karangahape Road Active Construction Zone and Construction Support Area Figure 1-2 CRL Outline Plan Contents

1 2

Tables

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Table 3-1 CRL Designation Condition Requirements Table 4-1 Existing Traffic Movements on Karangahape Road Table 4-3 Existing ADT Volumes on Local Roads within Project Area Table 8-1 External Consultation Requirements Table 8-2 CRL Designation Condition Requirements Table 8-3 CRL Designation Condition Requirements

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Description of the Project

1.1

City Rail Link

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4km underground passenger railway, running between Britomart Station and the North Auckland Rail Line (NAL) near Mt Eden Station. CRL Enabling Works commenced in December 2015 and the procurement of the main works contract (C3 Alliance) is being progressed with contract award likely in the first quarter of 2019. To allow works to commence as soon as possible upon award of the C3 Alliance, City Rail Link Limited (CRLL) are obtaining the necessary authorisations for demolition of buildings in the Karangahape Road construction support area (CSA) and active construction zone (ACZ) located between Mercury Lane and East Street.

1.2

Advance Works Project

It is proposed to demolish the buildings and structures in the Karangahape Road CSA (â€œthe Projectâ€?), as identified in Figure 1-1 below. The Project is being undertaken in accordance with CRL Designation 2500-4, confirmed in November 2015 and the Aotea Station to North Auckland Line (A2N) suite of resource consents approved in November 2016 1. The conditions of these authorisations require the preparation of an Outline Plan (OP), Delivery Work Plans (DWP) and Management Plans (MP). This Transport, Access and Parking DWP is prepared in accordance with the CRL Designation 2500-4 and resource consent conditions and identified in the hierarchy of documentation illustrated in Figure 1-2. Figure 1-1 CRL Karangahape Road Active Construction Zone and Construction Support Area

Southern Motorway

R/LUC/2016/1890, R/REG/2016/1892, R/REG/2016/1895, R/REG/2016/1896, REG/2016/1897, R/REG/2016/1898, R/REG/2016/1899, R/REG/2016/1900 and R/REG/2016/2038

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Figure 1-2 CRL Outline Plan Contents

CRLL plan to commence the process of vacating the properties to be demolished towards in the third quarter of 2019 to ensure sites are vacant in reasonable time ahead of the planned disconnection of services. Demolition will commence in late 2019, and extend for 8 to 12 weeks. Demolition will be undertaken in a staged manner, the order of which will be confirmed by the C3 Alliance. Buildings at the northern end of the site are anticipated to be removed first, with demolition works progressing southward. All buildings and structures will be removed to ground level, with the retention of some existing foundations where necessary for site stability. A soft strip (wall linings etc) of salvageable materials and recycling of concrete and reinforcing steel will be carried out where possible. All demolition material will be removed from the Project area and covered during transportation and disposed of at approved facilities. The Project area will be fenced, with lockable gates, to prevent unauthorised entry. Where appropriate, solid plywood fencing will be used, with appropriate signage prohibiting unauthorised entry and identifying hazards.

1.3

Hours of Operation

Works will be undertaken between 7:00 am and 6:00 pm Monday to Friday, and 7:00 am to 2:00 pm Saturday.

1.4

Workforce

The project workforce will have access to the site via Mercury Lane, providing sufficient car parking provision for 10 â€“ 15 staff and workers, which is anticipated to be sufficient for the demolition specialist. The demolition area will also have a sufficient hardstanding area to allow the establishment of temporary office, ablution and dayroom facilities. The specialist contractor will establish these on site prior to any demolition works commencing.

1.5

Work Travel Demand Management

The workforce is anticipated to be very small, and travel demand management practices such as car sharing and staff shuttles are not expected to be necessary or effective. However, the project workforce will be provided with public transport travel information, and encouraged to car pool. Workforce shifts will generally begin prior to the morning commuter peak and finish after the evening commuter peak.

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Purpose and Objectives of Delivery Work Plan

The purpose of this DWP is to describe the measures that will be taken to avoid, remedy and mitigate the adverse effects of the Projectâ€™s construction on transport, parking and property access. Specifically, this DWP meets the objectives of CRL Designation Conditions 25.1 and 25.2, by addressing the transport, parking and property access issues identified in Conditions 25.3, 26.1 to 26.9, 28.1 and 28.2. This DWP manages the transport, access and parking implication for the Project for works occurring within the CRL designation. It is considered that the measures outlined in this DWP meet the requirements of the relevant designation conditions listed in Table 3-1 below.

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CRL Designation Condition Requirements

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

Number

Condition

Section Addressed within this Document

â€œOne Networkâ€? 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.

CEMP Requirements

20.1

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

Section 8

Section 5.4

CEMP Construction Works Requirements

21.1

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

Sections 5.2, 5.3 and 5.4

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:

25.3

All sections

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

All sections

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

Sections 5.2 and 6.3

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;

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Sections 5.3 and 6.2

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Number

Condition

Section Addressed within this Document

(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;

Sections 5.3 and 6.2

(ii) Are overweight / over dimensioned routes;

Sections 5.3 and 6.2

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

Sections 5.3 and 6.2

(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 Street, for trucks heading to/from Eden Terrace construction site;

Not applicable

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

Not applicable

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

Sections 5.3 and 6.2

(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;

Not applicable

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

Not applicable

(d) Where other routes are necessary (other than those routes identified above), the Transport, Access and Parking DWP shall identify any residential zoned land and education facilities and shall provide details on how adverse effects from these vehicle movements are to be mitigated through such measures as: (i) Communication and consultation (in accordance with Condition 15 of this designation) with these properties in advance of the vehicle movements occurring;

Not applicable

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

Not applicable

(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;

Sections 5.2, 5.3, 6.1 and 6.2

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

Sections 5.2, 6.1 and 6.3

(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

Sections 5.2 and 6.3

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

Sections 5.4

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Number

Condition

Section Addressed within this Document

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

Noted

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

Noted

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

Not applicable

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

Not applicable

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

Not applicable

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

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

Not applicable

(ii) Potential adverse effects associated with alternative options;

Not applicable

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

Not applicable

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

Section 6.2

Monitoring of Transport Network Congestion

26.1

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

26.2

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

Section 7

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

Section 7

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

Section 7

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Number

Condition

Section Addressed within this Document

26.3

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

Section 7

26.4

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

Section 7

26.5

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

Section 7

26.6

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

Section 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).

Section 7

26.7

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

Section 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.

Section 7

26.9

For the purposes of this condition, the following are the specified routes: (a) Wellesley Street (between Victoria Street and Princes Street)

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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

Not applicable

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Number

Condition

Section Addressed within this Document

26.10

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

Not applicable

Transport and Property Access: Additional Requirements (Karangahape Station Area)

28.1

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

28.2

(a) Retaining one lane of traffic in each direction on Pitt Street (unless otherwise agreed with the Auckland Council Consent Monitoring officer); and

Section 6.1

(b) Spoil trucks shall not use East Street where practicable and on-street parking at the Southern end of East Street will be retained.

Sections 6.2 and 6.4

The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (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;

Not applicable

(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;

Sections 5.2, 5.3, 6.1 and 6.2

(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;

Sections 5.2, 6.1 and 6.3

(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;

Sections 5.2, 6.1 and 6.3

(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);

Not applicable

(iv) Alternative parking arrangements or other offers for resolving the temporary loss of car parking during construction for the Hopetoun Alpha Building.

Not applicable

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Existing Conditions

4.1

General Traffic Environment

4.1.1

Karangahape Road

Karangahape Road is classified as an Arterial Road within the Auckland Unitary Plan – Operative in Part (AUP-OIP). It carries approximately 17,200 weekday vehicles2. The peak hour flows are summarised in Table 4-1. Table 4-1 Existing Traffic Movements on Karangahape Road 3

Time Period

Eastbound

Westbound

Total

Morning Peak Hour (7:45 to 8:45 am)

1,120

670

1,790

Evening Peak Hour (4:45 to 5:45 pm)

650

640

1,290

Approximately 7% of traffic travelling on Karangahape Road are classified as heavy commercial vehicles (HCVs), with much of this due to bus services. The route is a strategic public transport service route, which serves as part of Auckland Transport’s Frequent Service Network, notably serving the City Link and Inner Link services, as well as multiple West Auckland services. On street parking is intermittently permitted on both sides of Karangahape Road, with demand managed through paid parking. Kerbside space is variously also provided for P120 motorcycle parking, mobility parking, taxi ranks, loading zones and bus stops.

4.1.2

Local Streets

Mercury Lane, Canada Street, East Street and Cross Street are streets without Arterial classification within the AUP-OIP. Each of these streets provide access to local businesses within the area, with East Street providing access to some residential dwellings within the area of the Project. Mercury Lane operates as a southbound one-way street, and together with the eastern section of Canada Street, provides a through traffic function for Pitt Street traffic bound for Upper Queen Street and Ian McKinnon Drive. It has a carriageway width between 5.75 to 9.5 m, with parking permitted on both sides in some sections. Canada Street and East Street support two-way traffic flows, with a traffic lane in each direction provided. Canada Street has a carriageway of 12.5 m and permits parking on the southern side for approximately 130 m, with a short section of parking provided on the northern side for roughly 5 vehicles. East Street has a carriageway of 7.5 m and permits some parking on the eastern side. Galatos Street and South Street are also accessed from this street. Cross Street is a westbound one-way street, connecting Upper Queen Street to Mercury Lane. It has an approximately 7.5 m wide carriageway, with on street parking permitted on both sides of the street. On street parking on these local streets is managed through paid parking, applicable Monday to Saturday, between the hours of 8am and 6pm. There are also a limited number of on street loading zones and mobility parking spaces. The available daily traffic flows are summarised in Table 4-2.

Auckland Transport Automated Tube Count, Karangahape Road, between Pitt Street and East Street – February 2018 3 SCATS traffic flows at Pitt Street/Mercury Lane intersection – March 2018

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Table 4-2 Existing ADT Volumes on Local Roads within Project Area4

Street

Average Daily Traffic

Mercury Lane

3,120

Canada Street

11,440

East Street

1,040

East Street connects to the wider network at Karangahape Road via a priority-controlled Tintersection, with right turn movements prohibited with a raised median. Canada Street connects to Upper Queen Street via a signalised T-intersection. Mercury Lane connects to Canada Street via two one-way slips lanes, with one turning eastbound towards Upper Queen Street and the other turning west towards East Street. This intersection has a non-standard layout, in that left turning traffic from Mercury Lane into Canada Street has priority over eastbound through traffic on Canada Street. When queues extend back from the Upper Queen Street intersection, the left turn is also known to form two separate queues within the single (wide) slip lane. The Cross Street intersections with Upper Queen Street and Mercury Lane are also priority controlled. The privately operated Karangahape Road public parking building has accesses on both Mercury Lane and Cross Street. This building is a significant source of vehicle trips to and from the area.

4.1.3

General Traffic Environment Prior to Demolition Works

Prior to the demolition works commencing, all existing buildings within the Project area will be vacated. The buildings within the Project area represent a significant proportion of the existing land uses within the wider area bounded by Mercury Lane, Canada Street and East Street, and as a result, vacating these properties will result in significant reductions in the volume of traffic on the streets servicing the area. It is not possible to quantify by survey the volume of traffic to and from the area associated with the existing properties to be demolished however, as these trips will be distributed about the wider onstreet parking area, to and from nearby parking buildings, as well as to and from the properties themselves. Similarly, a detailed trip generation assessment is not practical given that traditional trip generation rates are not suitable for application to city centre land uses, and the exact make up of land uses within each site is unclear. It can be noted however that the buildings to be demolished contain a food court, retail space, offices and residential units, and collectively have a Gross Floor Area (GFA) in the order of 6,500 m 2. Applying the lowest trip generation rate of these land uses to this floor area (10 daily trips per 100 m2 GFA for office and commercial space5), the buildings being removed would have a daily trip generation of approximately 650 vehicle movements. The real figure is expected to be significantly greater, due to the presence of retail land use. As a result, it can be expected that the pre-demolition traffic volumes on the wider road network will be at least 650 daily vehicles fewer than what currently use these streets. The vacating of the existing properties within the Project area will additionally reduce the existing onstreet parking demand in the area, as well as demand within nearby parking buildings. It is understood that the Karangahape Road streetscape project is expected to begin construction from mid 2019, with an expected completion in approximately June 2020. These works will overlap with the proposed CRL Karangahape Road demolition works. During the timeframe of the proposed CRL 4 5

Auckland Transport Traffic Counts â€“ December 2018 Guide to Traffic Generating Developments (RTA Guide), Roads and Traffic Authority, 2002

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demolition works, sections of Karangahape Road are likely to be narrowed to a single traffic lane in each direction, with on street parking removed.

4.2

Walking and Cycling Environment

Roads within the immediate vicinity of the Project have footpaths on both sides of the road, with the exception of Cross Street which has no footpath on a section of its southern side. Existing pedestrian movements within the Project area do not provide for all user abilities, with missing pram ramps and tactile pavers on crossings. There are also no dedicated crossing facilities on Canada Street, but for the signalised crossing at Upper Queen Street. Mercury Lane is also understood to be too steep for mobility access. The signalised intersections of Karangahape Road/Mercury Lane/Pitt Street and Canada Street/Upper Queen Street provide signal-controlled pedestrian crossings. There is an existing shared use walking and cycling path on the south side of Canada Street. This forms part of Auckland Transport’s strategic cycling network, connecting cycle facilities on the Grafton Gully Cycleway and Upper Queen Street (for the Northwestern Cycleway) to those on Nelson Street, via ‘LightPath’. There are no dedicated cycling facilities on the other streets within the area.

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Proposed Traffic Management

5.1

Philosophy

This DWP has been developed in general accordance with the traffic management approach put forward in the CRL designation conditions and the supporting ITA 6, as well as with Auckland Transport’s Code of Practice (ATCoP) and the NZ Transport Agency’s Code of Practice for Temporary Traffic Management (CoPTTM). In practical terms this means providing for the connectivity and access described in the designation conditions wherever and whenever possible and in particular for main road movements. Additional turn bans or changes to connectivity or access have been restricted to those imposed by safe operational practice, and geometric or spatial constraints for traffic management. The modal priorities adopted by this DWP are: 1. Active transport 2. Public transport 3. Freight, service vehicles, couriers and taxis 4. Private vehicles (including demolition traffic). Within CoPTTM, roads are classified based on the daily traffic volume, function and other criteria. The roads within the immediate vicinity of the Project and their classification are listed below: •

Level 2 Roads – Karangahape Road, Pitt Street, Upper Queen Street

•

Level 1 Roads – Canada Street

•

Low Volume (LV) Roads – East Street, Mercury Lane and Cross Street.

Based on the road classifications listed above, the traffic management measures proposed in this report have been developed accordingly. The below traffic management methods have been developed to be commensurate in size and scale to the demolition activities proposed and their expected effects on the transport network. It should be noted that the Project works will occur outside the road corridor. Where short term closures of lanes, or diversions of traffic or pedestrians are required, these will generally be very minor in effect, and comparable to those of a typical urban, off-street construction site.

5.2

General Traffic Management

During the proposed demolition works, all existing streets will remain open to all road users, with twoway carriageways (where applicable) and the existing footpath provisions. As a result, access to all existing properties outside the CRL designation will remain available. It is expected that there will be sufficient space within each site for demolition plant to be located off the street, and for the loading of trucks to generally occur off the street. Short term temporary traffic management may be required during periods of the demolition, to load/unload plant and materials. These will be limited to sections of East Street, Mercury Lane and Canada Street. During this traffic management, two-way operation of these streets will remain (one6

City Rail Link Integrated Transport Assessment; Flow Transportation Specialists; August 2012

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way in the case of Mercury Lane), to ensure that properties outside the CRL designation that rely on these streets for access will continue to have vehicle access. Contractor vehicle access to the sites being demolished are anticipated to be limited to the existing vehicle crossings supporting these properties. As the demolition works are expected to progress from north to south, the existing vehicle accesses serving 9a, 9b, 9c and 13 Mercury Lane are likely to be used by the contractor.

5.3

Demolition Traffic

Approximately 400 to 600 truckloads are estimated to be required to remove between 5,000 to 6,500 tonnes of demolished material from the project site over the 8 to 12 week demolition period (800 to 1,200 one-way truck movements). Truck movements will occur between 7:00 am and 6:00 pm Monday to Friday, and 7:00 am to 2:00 pm on Saturday. As a result, the demolition works are estimated to require between 6 and 13 truckloads per average weekday (12 to 27 one-way truck movements per weekday). In general, truck movements will be governed by the following: •

Reverse manoeuvring of trucks may occur within local streets (East Street, Mercury Lane and Canada Street). This shall be carried out with the assistance of a spotter.

•

No reverse manoeuvring of trucks may occur to or from Arterial Roads (Karangahape Road or Upper Queen Street).

No restrictions to truck movements at intersections are proposed, given that the intersections of Mercury Lane/Karangahape Road and Canada Street/Upper Queen Street are signalised, and the intersection of East Street/Karangahape Road already permits only left-turn movements. East Street shall only be used by the demolition contractor when there is no other practicable alternative; ie when Mercury Lane and Canada Street cannot practicably be used to access the site. This will ensure compliance with CRL Conditions 25.3(c)(i) and 28.1(b). Truck movements to and from the sites will generally be via 11.5 m large rigid trucks, or smaller units. It is acknowledged that these vehicles may be required to swing across opposing lanes when traversing local streets such as East Street and Canada Street; however, these manoeuvres are considered acceptable within these very low speed, low volume environments. Larger semi-trailer trucks may occasionally deliver plant to the sites, as below. When required, delivery of large plant by over dimension vehicles will take place via the Transport Agency’s over dimension routes where practicable. Within the local area these routes include Karangahape Road, Great North Road, Symonds Street, Newton Road, Mt Eden Road, and sections of Ponsonby Road, Pitt Street and Khyber Pass Road. Access by over dimension vehicles will require these vehicles to manoeuvre limited sections of arterials and local streets that are not designated over dimension routes, including potentially sections of Upper Queen Street, Canada Street, East Street and Mercury Lane. These vehicle movements will be occasional in nature, used only to deliver/remove large plant, will take place outside of the commuter peak periods, and will be managed by appropriate mobile traffic management. This will allow these vehicles to safely traverse multiple lanes of traffic as required. Similarly, over weight deliveries will take place where practicable via the Transport Agency’s over weight routes, which include Great North Road, Mt Eden Road, Symonds Street and sections of Ponsonby Road.

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5.4

Contractor Parking

The demolition works are expected to commence at the northern extent of the site, and there is sufficient existing hardstand area within 9a, 9b and 9c Mercury Lane for a site office and contractor parking. This site will have capacity for approximately 10 to 15 parking spaces. The workforce will also have access to the existing off-street parking spaces elsewhere within CSA properties that are vacant and awaiting demolition, as well as full sites once they are cleared. As a result, there is anticipated to be more than sufficient workforce parking. Prior to the demolition works commencing, properties within the Project area will all be vacated. As a result, all of the existing car parking demand associated with these properties will be removed, and this will affect both on-street parking and off-street parking areas. Considering on-street parking, there are approximately 17 existing on-street parking spaces immediately outside the buildings being removed. These 17 parking spaces will generally be unaffected by the works and remain available for public use. However, it is reasonable to expect that vacating and demolishing the buildings immediately adjacent these spaces will reduce demand for on-street parking spaces within the wider area. The works will not require the loss of any existing private car parking, other than those located within the CSA. The contractor will also prepare a Travel Management Plan, documenting how private car travel and parking will be minimised by encouraging public transport, ride sharing, active travel and by staggering staff shifts.

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Assessment of Effects

6.1

General Traffic Effects

The works at the Project site will for the most part take place outside of the road reserve. The demolition methodology proposed will in general ensure that: •

The proposed works will not result in any loss of provision for pedestrians or public transport users, with only occasional and short-term temporary traffic management measures applied to East Street, Canada Street or Mercury Lane

•

The proposed works will not directly affect the operations of Karangahape Road or Upper Queen Street

•

All existing streets within the Project area will remain open to all road users, and allow all existing traffic and pedestrian movements

•

The works will not result in the loss of any existing off-street parking spaces (except for those within the sites being demolished)

•

The works will not generally result in the loss of any existing on-street parking spaces, except for instances where temporary traffic management is required on East Street, Canada Street or Mercury Lane. During these instances, the loss of on-street parking capacity will be less than the reduction in on-street car parking demand that will result from vacating the buildings being demolished

•

The works will not affect the existing pedestrian and cyclist shared use path on the south side of Canada Street, nor access to LightPath

•

No reduction in traffic capacity will be required on Pitt Street (refer CRL Condition 28.1(a).

6.2

Demolition Traffic

Where practicable, truck movements will be restricted to the Arterial network as defined in the AUP. Truck movements are expected to be low, with on average approximately 6 to 13 trucks per weekday estimated (12 to 27 one-way movements). With 10 to 15 parking spaces to be provided within the site, contractor vehicles are estimated to result in approximately 20 to 50 additional daily one-way vehicle movements to and from the site. The scale of this demolition traffic will be an order of magnitude less than the existing traffic to and from the properties being demolished. Deconstructed building material removed from the proposed work sites will be relatively small, and much less than the main CRL tunnel boring operations. The removal of these relatively small volumes via the road network will not adversely affect congestion. As such, alternative options for removal of this spoil, such as using the rail corridor (as per CRL Condition 25.3(j)) are neither practicable nor required. CRL Condition 25.3(c)(i) requires that where practicable, trucks carrying spoil, bulk construction materials or machinery be limited to Mercury Lane, Canada Street and Upper Queen Street, and to routes identified as either Arterial Roads, over dimension or over weight routes. Condition 28.1(b) also requires that East Street not be used for the movement of spoil. The proposed demolition works will generally comply with both conditions, but it is anticipated that there may be instances where East Street and/or Cross Street may be used for the movement of demolition debris and/or machinery. The scale of these movements is anticipated to be small, and not inconsistent with any normal construction activity that would occur on these streets. Contractor use of these streets will not conflict with the intention of Condition 25.3(c)(i) or 28.1(b), both of which seek to limit the use of local streets by large

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numbers of bulk truck movements. Nonetheless, the contractor shall only use East Street for the movement of trucks when there is no practicable alternative. In relation to Condition 25.3(a), demolition truck movements will not generally be required on any streets that support residential zoned land or education facilities, with the surrounding environment being identified as Business – City Centre Zoning. The scale of truck movements anticipated are not expected to result in congestion on the surrounding road network. Where over dimension or over weight vehicle movements are required, these will take place via the Transport Agency’s over dimension and overweight routes where practicable (refer CRL Condition 25.3(b)(ii)). Local access to sites by over dimension and overweight vehicles will require the use of some arterials and local streets that are not designated as over dimension or over weight routes, such as East Street, Canada Street and Mercury Lane. Access through local streets such as the latter are expected to be critical to over dimension and overweight vehicle movements. This will be managed by limiting the movements of these vehicles outside of the commuter peak periods, and by applying mobile traffic management where these vehicles are required to traverse multiple lanes of traffic. The local streets in question are all two-lane streets, with the exception of Mercury Lane which is one-way in nature, and carriageways at least 6 m wide (clear of on-street parking), which carry low volumes of traffic. It is expected that allowing occasional over dimension vehicles to occupy the full street width when manoeuvring around corners can be appropriately managed with traffic management.

6.3

Property Access

The traffic management provisions documented in Section 5.2 previously will ensure that: •

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

•

Vehicle access to private property will be maintained as far as practicable.

In particular, the properties located outside the CRL designation along East Street, Canada Street and Mercury Lane will remain accessible both by vehicle and by foot at all times. This will be achieved by: •

Ensuring East Street, Canada Street and Mercury Lane generally remain open to all road users

•

Where temporary traffic management is required on East Street, Canada Street and Mercury Lane, ensuring that all existing traffic and pedestrian movements remain available.

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

6.4

Parking

Contractor parking is expected to be contained to within the work site. Conversely, vacating and demolishing properties within the work site is expected to reduce existing parking demands within the area. No existing on street parking spaces will be removed during the works, except for instances where short term traffic management is required to load/unload plant. As a result, no significant car parking effects are anticipated.

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Monitoring

As per Condition 26, monitoring is to be carried out to assess the effects on traffic congestion due to the CRL works. Condition 26.6 specifically seeks to identify when CRL construction works have increased average traffic delays as follows: (a) â€œEither 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.â€? Condition 26.9 documents the routes where the above monitoring applies, and it is noted that Karangahape Road, Pitt Street nor Upper Queen Street feature on this list. Nonetheless, the demolition activities described in this DWP are not expected to result in appreciable increases in average travel times on the surrounding transport network. While the demolition activities are expected to increase truck movements to the area by in the order of 6 to 13 trucks per day (12 to 27 one-way movements), and contractor staff are estimated to result in approximately 20 to 50 further one-way daily vehicle movements, the scale of these vehicle movements are estimated to be an order of magnitude less than existing vehicle movements to and from the properties being vacated and demolished by the works. As a result, the 4 minute and 10-minute thresholds conditioned above will not be reached, and no specific monitoring is required to support the demolition activity.

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Consultation and Communication

It is important to note that the demolition activities described in this document will be for the most part contained entirely off the road corridor. While there will be instances where activities occur directly within road corridors, these will generally be short term and very limited in their scale and effects. The demolition activities will be comparable, in terms of both scale and nature, to typical urban construction projects that take place largely off street. In February 2019 the proposed Karangahape demolition works were presented to the New Zealand Transport Agency for comment. The Agency confirmed, via an email from Andre Koekemoer on 15 March 2019, that the proposed works are not located within or adjacent to the motorway or State Highway network, and therefore will not have any impact on New Zealand Transport Agency assets, traffic operations or maintenance activities. The Communications and Consultation Plan attached as Appendix K of the CEMP sets out the communications and consultation procedures to advise affected parties and the general public of the proposed temporary traffic management works. Table 8-1 summarises the external communication requirements for the Project. These property owners and occupiers are noted for early and specific consultation and agreement in regards to traffic matters. Table 8-1 External Consultation Requirements

Stakeholder

Relevant Consent Conditions

Potential Issue

Resolution

The general public and wider Karangahape Road community

25.3(i), 28.2(c)

Temporary traffic management within Project area and the effects of demolition traffic on the wider area

Wider community to be consulted through the Karangahape Road Community Liaison Group

New Zealand Transport Agency

25.3(i), 18.1

â€œOne Networkâ€? consultation, in accordance with Condition 18

The Agency confirmed, via email that the proposed works will not have any impact on New Zealand Transport Agency assets, traffic operations or maintenance activities.

Public transport users and operators, taxi operators

25.3(i)

Existing bus stops, bus lanes and taxi stands will be unaffected by the works.

No specific consultation with public transport users, bus operators or taxi operators required.

Emergency services

25.3(i)

No full closures of streets are proposed; emergency vehicle access will be maintained at all times.

No specific consultation required.

Properties on Beresford Street and Samoa House Lane

28.2(c)(iii)

No direct impacts

No specific consultation required.

15-25 Hopetoun Street (Hopetoun Alpha building)

28.2(c)(iv)

No direct impacts

No specific consultation required.

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Appendices

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Appendix A Record of CLG and Independent Peer Review Comments

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

Table 8-2 Community Liaison Group Comments

Comment ID

Date

Time

Forum

Commenter

Comment

Resolution

28/03/2019

6:30 pm

CLG meeting

Clarification was sought on the nature of road closures in the Karangahape Road demolition area.

Full closures of any street are considered very unlikely, but in the event of a full closure such as for the movement of large plant, affected residents and business will be consulted with in advance. Full closures will be kept to the minimum duration possible and will not take place during essential business hours.

28/03/2019

6:30 pm

CLG meeting

Clarification was sought if residents and businesses would be advised in advance when and where over-dimension vehicles would be used.

As discussed in Section 5.3, over dimension vehicles will use the Transport Agency’s over dimension routes where practicable, but may also be required to use local streets in the Karangahape Road demolition area to gain access to/from the site. These vehicles are permitted to use these routes, and consultation prior their movements is not normally required. Should their movements require the temporary closure of a street, such as Mercury Lane, affected businesses and residents will be consulted with prior to the closure.

Independent Peer Reviewer Comments The following were received from the Independent Peer Reviewer (in addition to a preliminary review by Council) regarding the Transport Access and Parking Delivery Work Plan:

Table 8-3 Peer Review Comments

Comment ID

Date

Time

Forum

Commenter

Comment

Resolution

29/04/2019

n/a

Preliminary Council review

Harrison Grierson

“It is not clear if on-street parking at the southern end of East Street will be removed.”

Section 5.4 clarified to confirm that on-street parking spaces will generally be unaffected.

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Comment ID

Date

Time

Forum

Commenter

Comment

Resolution

01/05/2019

n/a

Independent peer review

Commute

Recommendation that East Street only be used by trucks when there is no practicable alternative.

Sections 5.3 and 6.2 amended to include this recommendation.

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