Issuu

Karangahape Station Early Works Transport, Access and Parking Delivery Work Plan

CRL-KRD-RME-LKA-PLN-800002 Revision: Final Date: 15th October 2019

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| Karangahape Station Early Works

Transport Access and Parking Delivery Work Plan

Karangahape Station early works Transport Access and Parking DWP CRL-KRD-RME-LKA-PLN-800002 This document is uncontrolled when printed. This document should be printed in colour

Revision Status Revision

Date

Version details

Prepared By

Approved By

30/09/2019

Draft for Auckland Council and Independent Peer Review

Dan Marsh and Josie Ackroyd

Peter Roan

21/10/2019

Issued to Auckland Council for approval

Dan Marsh and Josie Ackroyd

Peter Roan

Name/Title

Signature

Approval Status Date

Prepared by:

Dan Marsh and Josie Ackroyd Transport Specialist

21/10/19

Reviewed by:

Duncan Tindall Transport Specialist

21/10/19

Approved by:

Peter Roan Link Alliance â€“ Consents Lead

21/10/19

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Table of contents 1. Introduction ...............................................................................................6 Karangahape Station ........................................................................................................ 6 TAP DWP Staging .............................................................................................................. 7 Purpose of the TAP DWP .................................................................................................. 7 Relevant Conditions ......................................................................................................... 8 Sustainability .................................................................................................................. 12 DWP Review and updates .............................................................................................. 12

2. Karangahape Early Works ........................................................................13 Overview of Works ......................................................................................................... 13 2.1.1.

Hours of Operation .................................................................................................. 13

2.1.2.

Construction Workforce .......................................................................................... 13

2.1.3.

Work Travel Demand Management ......................................................................... 14

2.1.4.

Construction Support Areas (CSAs) .......................................................................... 14

3. Existing Conditions ...................................................................................16 General ........................................................................................................................... 16 3.1.1.

Traffic Movements .................................................................................................. 16

3.1.2.

Clearways and Taxi Stands ....................................................................................... 17

3.1.3.

Parking and Loading ................................................................................................ 18

Bus Routes and Stops ..................................................................................................... 19 Walking and Cycling Facilities ......................................................................................... 21 3.3.1.

Walking Facilities ..................................................................................................... 21

3.3.2.

Cycling Facilities ...................................................................................................... 21

Emergency Services ........................................................................................................ 22 Over Dimensional Routes ............................................................................................... 22

4. Proposed Traffic Management ................................................................ 23 Philosophy ...................................................................................................................... 23 General Traffic Management .......................................................................................... 23

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4.2.1.

Beresford Square / Pitt Street - Stage 1.................................................................... 24

4.2.2.

Beresford Square / Pitt Street â€“ Stage 2 ................................................................... 24

4.2.3.

Beresford Square / Pitt Street - Stage 3.................................................................... 25

4.2.4.

Beresford Square / Pitt Street - Stage 4.................................................................... 25

4.2.5.

Mercury Lane - Stage 1 ............................................................................................ 25

4.2.6.

Mercury Lane - Stage 1A .......................................................................................... 26

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Transport Access and Parking Delivery Work Plan 4.2.7.

Mercury Lane - Stage 2 ............................................................................................ 26

Construction Traffic ........................................................................................................ 26 Contractor Parking ......................................................................................................... 28

5. Assessment of Effects ..............................................................................29 SATURN Traffic Model .................................................................................................... 29 5.1.1.

Traffic Model Assumptions and Modelling Scenarios ............................................... 29

General Traffic Effects (Modelling Results) ..................................................................... 29 5.2.1.

Flow Difference Plots............................................................................................... 30

5.2.2.

Distribution Analysis ................................................................................................ 31

5.2.3.

Journey Times (General Traffic) ............................................................................... 34

5.2.4.

Public Transport Effects ........................................................................................... 35

SIDRA Modelling ............................................................................................................. 36 5.3.1.

Assumptions............................................................................................................ 36

5.3.2.

Effects ..................................................................................................................... 37

Effect of Closing Beresford Square.................................................................................. 38 Effects to Bus Stops ........................................................................................................ 38 Effects to Pedestrians and Cyclists .................................................................................. 38 Construction Traffic Effects ............................................................................................ 39 Effects to Property Access .............................................................................................. 40 Effects to Parking and Loading........................................................................................ 40 5.9.1.

Off Street Parking, 15 â€“ 27 Beresford Square ........................................................... 40

5.9.2.

On Street Parking .................................................................................................... 40

5.9.3.

Mobility Parking ...................................................................................................... 41

5.9.4.

Parking for Hopetoun Alpha .................................................................................... 41

5.9.5.

Loading Zones ......................................................................................................... 41

5.9.6.

Taxi Stands .............................................................................................................. 42

Effects to Emergency Services ........................................................................................ 42 Effects to Over Dimensional Vehicles ............................................................................. 42

6. Travel Time / Congestion Monitoring ......................................................43 7. Consultation and Communication ........................................................... 44 Appendix A: Record of CLG, IPR and Auckland Council Comments ...............46 A1. CLG Comments .........................................................................................46 A2. IPR Comments ..........................................................................................48 A3. Auckland Council Comments ...................................................................49 Page 4

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Appendix B: Independent Peer Review (Full) ................................................50

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Introduction

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden station. The CRL also involves the construction of two new underground stations at Aotea and Karangahape and a redeveloped Mt Eden Station (refer to Figure 1-1). The design and construction of the CRL infrastructure between the Aotea and Mt Eden Stations is being delivered by the Link Alliance.

Figure 1-1: CRL Route and Location

This Transport Access and Parking Delivery Work Plan (TAP DWP) has been prepared in relation to construction of the new Karangahape Station.

Karangahape Station The Karangahape Station consists of two entrances, one at Beresford Square / Pitt Street and the other at Mercury Lane, linked together by platforms with two mined tunnels approximately 32m below Pitt Street. The Station will also comprise equipment rooms, ventilation systems and emergency egress at both Mercury Lane and Beresford Square / Pitt Street. Given the nature and scale of the Karangahape Station construction, works will be undertaken in a staged manner, involving:   

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Early works (demolition, network utility relocation and site establishment work) – to be undertaken from October 2019 through to early 2020; Main construction works (construction of the station and mined tunnels for the rail tracks) – to be undertaken from early 2020 through to late 2023; and Public realm reinstatement – likely to be undertaken from late 2022 to late 2024.

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Transport Access and Parking Delivery Work Plan

TAP DWP Staging To reflect the staged construction approach for the Karangahape Station, TAP DWPs will be developed in stages. This TAP DWP addresses the Karangahape Station early works, which are detailed in the Construction Environmental Management Plan (CEMP), and summarised in Section 2 of this DWP. TAP DWPs will also be prepared for the Karangahape Station main construction works and the subsequent public realm reinstatement.

Purpose of the TAP DWP This TAP DWP has been prepared to mitigate and manage the potential adverse effects of constructing the Karangahape Station early works on the transport network. In accordance with CRL designation Condition 25.2, the objective of this TAP DWP is: To so far as reasonably practicable, avoid, remedy, or mitigate the adverse effects of construction on transport, parking and property access. This will be achieved by:   

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

Specifically, this TAP DWP sets out how transport, parking and property access will be managed during the works in accordance with CRL designation Conditions 25.3 (general TAP DWP matters), 28.1 and 28.2 (matters specific to the Karangahape Station area). This TAP DWP will be implemented throughout the construction period. The DWP has been developed in consultation with key stakeholders for the early works, including the Karangahape Community and Business Liaison Group. It has been reviewed by the Independent Peer Reviewer (IPR) prior to submission to Auckland Council (refer to Appendix A). This TAP DWP forms part of the CEMP for the early works.

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Relevant Conditions Table 1-1 identifies the CRL designation conditions relevant to this TAP DWP and where they are addressed in the document. Table 1-1: General TAP designation conditions and location in Plan

Condition No.

Condition

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

Relevant section of DWP

Section 7 & Appendix A

changes or updates to the Traffic, Access and Parking DWP which relate to the management of the road network. 20

CEMP Requirements

20.1

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

Section 3.1.3

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;

Section 2.1.4 & 4.3

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

25.3

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

All Sections

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

Section 5.6

Section 5.8

To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP:

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Transport Access and Parking Delivery Work Plan Condition No.

Condition

Relevant section of 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; (b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that:

Section 4.3 & 5.7

(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: (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;

Section 4.3 & 5.7

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

Section 4.2

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

Section 5.6, 5.8 & 5.9

(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.

Section 5.8

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Section 5.8

Transport Access and Parking Delivery Work Plan Condition No.

Condition

Relevant section of DWP

(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;

Section 4.1

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

Section 5.5 & 5.9.6

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

Sections 4.3, 5.7 & 5.11

(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 7 and Appendix A

Monitoring of Transport network Congestion

26.1

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

26.2

Section 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 peak period; and

Section 6

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

Section 6

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 6

26.4

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

Section 6

26.5

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

Section 6

26.6

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

26.3

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

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Section 6

Transport Access and Parking Delivery Work Plan Condition No.

26.7

26.8

26.9

Condition

Relevant section of DWP

(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 6

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 6

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 6

For the purposes of this condition, the following are the specified routes: (e) Nelson Street/Hobson Street (between Pitt Street and Fanshawe Street)

Section 6

Transport Access and parking: Specific Requirements (Karangahape Station Area)

28.1

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

28.2

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

Section 4.2

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

Section 4.3& 5.7

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

Section 4.2

(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:

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(i) Providing pedestrian and cycle access to private property at all times, particularly those businesses located at the eastern end of Beresford Street and northern end of Mercury Lane.

Section 5.6

(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.

Section 4.2

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Transport Access and Parking Delivery Work Plan Condition No.

Condition

Relevant section of DWP

(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);

Section 4.2

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

Section 5.9.4

Sustainability Then Link Alliance is seeking an Infrastructure Sustainability Council of Australia (ISCA) Infrastructure Sustainability (IS) Rating. Further details can be found in the CEMP and Sustainability Rating. Project sustainability requirements that relate directly to this TAP DWP are included in CEMP. These requirements are imbedded within this TAP DWP to ensure that sustainability is a key focus and â€˜the way we do thingsâ€™. In some cases, the IS requirements and sustainability goals enhance the designation and consent requirements.

DWP Review and updates This TAP DWP is a live document that will be reviewed at least annually, or as a result of a material change to the project, or to address unforeseen adverse transport, access and parking effects arising from construction, or unresolved complaints. Any material changes to this TAP DWP must be approved by Auckland Council prior to any on-site activity reliant upon the change commencing. Refer to the CEMP for further detail on the review and updating process.

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Karangahape Early Works Overview of Works

Early works will be undertaken to establish the site of the new Karangahape Station in advance of the main construction works. The early works are detailed in the Project CEMP with an overview provided in Table 2-1. Table 2-1: Overview of Karangahape Early Works

Works location

Overview of construction activities

Beresford Square / Pitt Street

 Relocation of network utilities located within the footprint of the new Karangahape Station in Beresford Square / Pitt Street;  Removal of street trees and the demolition of the café / toilet in Beresford Square;  Establishment of the Beresford Square Construction Support Area to provide site offices, construction vehicle parking, laydown areas and storage of plant and equipment etc.; and  Closure of Beresford Square to vehicle traffic (other than construction traffic) while retaining pedestrian and cycle access. Removal of existing street furniture where required (such as seating, street lighting (to be replaced with temporary lighting).

Mercury Lane

 Relocation of network utilities located within the footprint of the new Karangahape Station in Mercury Lane;  Establishment of the Mercury Lane Construction Support Area (CSA) to provide site offices, construction vehicle parking, laydown areas and storage of plant and equipment etc.; and  Establishment of the Mercury Lane temporary working platform.

It should be noted that the demolition of buildings and above ground structures within the Mercury Lane Construction Support Area is authorised by the CRL Enabling Work Outline Plan – Karangahape Road Demolition Works (Auckland Council reference OPW60339200), confirmed in June 2019, and does not form part of this TAP DWP.

2.1.1. Hours of Operation Works will generally be undertaken between 7000hrs and 2200hrs Monday to Sunday, taking into account any specific construction noise or traffic, access and parking restrictions outlined in the CRL designation conditions. Limited construction related activities may be undertaken outside these hours, such as the delivery of oversized plant as detailed in the CEMP, providing they comply with the relevant designation conditions.

2.1.2. Construction Workforce The construction workforce required for the Karangahape early works will vary over the duration of the works, however it is expected to peak at approximately 50 staff. This number includes subcontractor workforces, such as traffic management, and staff from the various network utility operators, who will be on-site intermittently during the works.

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Transport Access and Parking Delivery Work Plan Limited workforce parking will be provided on-site within the Beresford Square and the Mercury the Lane Construction Support Areas (refer to Figure 2-1 and Figure 2-2). The majority of workers will need to either park within nearby public parking buildings or travel via other modes. Vehicle access to construction zones will be restricted to plant and material delivery, spoil removal and utility service vehicles.

2.1.3. Work Travel Demand Management Given the small size of the workforce for the Karangahape early works, the traffic effects of workforce travel on the network will be negligible. However, potential impacts from workforce travel will be further minimised through the use of public transport and carpooling as practicable. The workforce will be provided with public transport travel information and encouraged to carpool if they drive.

2.1.4. Construction Support Areas (CSAs) The early works will involve the establishment of CSAs in Beresford Square and Mercury Lane as detailed in the CEMP. The Beresford Square CSA will be located in the existing carpark at 15 â€“ 27 Beresford Square as shown in Figure 2-1. The Mercury Lane CSA will be located in the lower half of Mercury Lane, backing on to East Street following the demolition of existing buildings within the CSA footprint as shown in Figure 2-2. Initial establishment of the CSAs will focus on setting up offices, parking, and laydown areas. Additional CSA elements, such as the stormwater treatment pond and bentonite plant will not be required until the commencement of the Karangahape main works in 2020 (which will be subject to a separate TAP DWP).

Figure 2-1: Beresford Square Construction Support Area Indicative Layout Page 14

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Transport Access and Parking Delivery Work Plan

Figure 2-2: Mercury Lane Construction Support Area Indicative Layout

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3. Existing Conditions General For the purpose of this TAP DWP, the existing conditions are in reference to the current on-street layout (as at the beginning of July 2019). Although it is noted that the Auckland Transport (AT) Karangahape Road Streetscape Improvements (Cycleway and Busway upgrade/ improvement project) commenced in late July 2019 at Symonds Street and will, in time, eventually change the existing situation on Karangahape Road. There is no conflict of work zones anticipated, as early works for the Karangahape Station will not have a physical presence on Karangahape road.

3.1.1. Traffic Movements Table 3-1 outlines the road classification and the Annual Average Daily Traffic (AADT) of the roads, which will support the utility relocation work in the area of the new Karangahape Station. Road classifications are based on the New Zealand Transport Agency (NZTA) One Network Road Classification system1. Table 3-1: Road Classification and AADT

Road Name

Classification

AADT

Karangahape Road

Arterial

22,450 vehicles

Pitt Street

Arterial

20,000 vehicles

Hopetoun Street

Arterial

8,800 vehicles

Beresford Square

Secondary Collector

1,000 vehicles

Mercury Lane

Primary Collector

2,900 vehicles

There is one signalised intersection located within the vicinity of the works - the Karangahape Road / Pitt Street / Mercury Lane intersection, shown in Figure 3-1. Both directions of Karangahape Road and Pitt Street support a three-lane approach. This intersection provides for vehicular movements and pedestrian movements across all legs. It also supports cyclists with advanced cycling stop boxes on Pitt Street and both legs of Karangahape Road.

https://nzta.maps.arcgis.com/apps/webappviewer/index.html?id=95fad5204ad243c39d84c37701f614b0 Page 16 | Karangahape Station Early Works

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Figure 3-1 Karangahape Road / Pitt Street / Mercury Lane intersection

Mercury Lane and the eastern end of Beresford Square both support one-way traffic movements. Mercury Lane provides for a one-way traffic flow entering from Karangahape Road or Pitt Street and exiting with a left or right turn movement onto Canada Street. Beresford Square allows left and right turn entry and exit from Hopetoun Street but exit only (left and right turn) on to Pitt Street.

3.1.2. Clearways and Taxi Stands Pitt Street has a clearway zone in place on the southbound approach to the Karangahape Road intersection. The hours of the clearway are 7am – 9am and 4pm – 6pm, Monday – Friday. Part of the west leg of the Karangahape Road / Pitt Street intersection (outside 259 – 281 Karangahape Road) also has a clearway zone at all times except for between midnight to 7am Monday to Sunday, when it acts as a taxi stand. On the opposite side of Karangahape Road westbound between the hours of 8am – 6pm, Monday – Sunday there is a 5-minute Loading Zone (LZ5). Outside these hours (i.e. between 6pm - 8am) the road space is allocated to Small Public Service Vehicles (PSV). This allows for use by taxis during this time.

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3.1.3. Parking and Loading Parking and loading provisions within the early works area are as follows:  

The early works area falls within the City Centre Parking Zone (CCPZ - paid on street parking). There are 6 loading zones with a maximum 5-minute stay duration (LZ5) located on Pitt Street, Karangahape Road, Mercury Lane and Beresford Square as follows in Figure 3-2):

Figure 3-2: Loading Zones Karangahape Road / Pitt Street / Beresford Square and Mercury Lane

   

Beresford Square (1): 5m loading zone; Pitt Street (2 & 3): two 11m loading zones; Karangahape Road (4& 5): 43m and 20m loading zones; Mercury Lane (6): 16m loading zone

(Note: measurements of these loading zones are approximate)



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Beresford Square supports a mobility car parking space located outside number 1.

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Transport Access and Parking Delivery Work Plan 

The majority of the on-street parking provision comprises parallel parking spaces, with the exception of Beresford Square, where parking consists of parallel, perpendicular and angled spaces.

Bus Routes and Stops Currently, AT’s outbound Western bus routes travel from Auckland’s city centre (Wellesley or Victoria Street) and along Pitt Street (refer to Figure 3-3). Once reaching the Karangahape Road intersection, buses on this route make a right turn on to Karangahape Road and continue westbound as shown in Figure 3-3. The inbound services follow a different route and travel along Karangahape Road, turning left into Queen Street to access the city.

Stop #1084 – CityLink Bus only

Figure 3-3: Western Bus Service Route

The Services using this route exiting Pitt Street are outlined in Table 3-2. Services 209, 110 and 129 are peak only services (inbound only on AM and outbound only on PM. Hence, AM peak services are not captured in the table as AM service do not use Pitt Street). Current AM peak services ending in the city will return to the origin of their service or change into a difference service, it is expected that the buses will be dispersed across the city centre road network.

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Transport Access and Parking Delivery Work Plan Table 3-2: Western Bus Service Numbers and Frequencies on Karangahape Road

Number of Buses Exiting Pitt Street onto K Road 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number 18

195

209

110

129

132

133

134

CityLink

Approx.1 bus every 3 mins

Approx. 1 bus every 3 mins

Approx. 1 bus every 2 mins

Total (2 Hours)

The CityLink buses, like the Western Services, travel southbound up Pitt Street and on reaching the Karangahape Street / Pitt Street intersection, CityLink make a left turn onto Karangahape Road (refer to Figure 3-4). The CityLink bus is serviced by bus stop #1084 located within the work zone on Pitt Street.

Karangahape Station Site Area

Figure 3-4: CityLink Bus Service Route

AT’s bus stop number 1084 is located at 78 Pitt Street, approximately 35m from the Pitt Street Karangahape Road intersection. This stop is used only by the City Link Bus. Page 20

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Transport Access and Parking Delivery Work Plan The eastern leg of the Karangahape Road / Pitt Street intersection has bus stops on both sides of the road. Services using these stops include the 525, 866, 966 and the Inner Link buses. These services all travel along Ponsonby Road with both the 866 and 966 travelling to and from the North Shore.

Walking and Cycling Facilities 3.3.1. Walking Facilities Karangahape Road, Beresford Square, Pitt Street and Mercury Lane all have footpaths on both sides of the street. This allows pedestrians to easily access adjacent properties, including those that have businesses or shop fronts on these streets. The width of footpaths at bus stops locations on Pitt Street and Karangahape Road are large enough to provide waiting space for bus users while maintaining pedestrian movement. Mercury Lane does not have many active frontages at street level, with less pedestrian traffic making it feel more isolated for pedestrian perceptions of personal safety. Mercury Lane has a steep gradient (refer to Figure 3-5), which likely creates challenges for wheelchair users or those with other mobility impairments.

Figure 3-5: Mercury Lane pedestrian environment (08/07/2019)

The Barnes Dance pedestrian phase at the Karangahape Road / Pitt Street / Mercury Lane intersection means that pedestrians have good connectivity and efficient crossing opportunities, being able to cross in all directions during the pedestrian green man phase. Pedestrians use the footpaths provided as a through route to get to main destinations such as bus stops, shops and businesses on Karangahape Road.

3.3.2. Cycling Facilities None of the streets within the early works area have dedicated on-road cycle facilities although a cycle ramp is located on the northern side of the Beresford Square / Pitt Street intersection corner (approximately outside the property at 59 Pitt Street). This cycle ramp connects into a shared path, which extends north along Pitt Street through the Hopetoun intersection and on to Union Street.

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Transport Access and Parking Delivery Work Plan It should be noted that additional cycle facilities will be implemented on Karangahape Road as part of the AT Karangahape Road Streetscape Improvements, currently under construction.

Emergency Services The Central Fire Station and St Johnâ€™s Central Ambulance Station are both located on Pitt Street. Keep Clear zone markings are present on the road outside 40 - 50 and 47 Pitt Street, as well as an emergency services traffic signal to provide entry/ exit to these facilities.

Over Dimensional Routes Pitt Street and Karangahape Road both form part of the NZTA Over-Dimensional road network as shown in Figure 3-62.

Figure 3-6: NZTA Over-Dimensional Network

https://www.nzta.govt.nz/assets/resources/overdimen-veh-route-maps/4-auckland/docs/OD_427%20Auckland.pdf Page 22 | Karangahape Station Early Works

Transport Access and Parking Delivery Work Plan

4. Proposed Traffic Management Philosophy This TAP DWP has been developed in general accordance with the traffic management approach outlined in the CRL designation conditions, as well as with Auckland Transport’s Code of Practice (ATCoP) and the Transport Agency’s Code of Practice for Temporary Traffic Management (CoPTTM). In practical terms, this means providing for the connectivity and access described in the designation conditions wherever and whenever possible, and in particular for main road movements. Additional 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 TAP DWP are: 1. 2. 3. 4.

Active transport Public transport Freight, service vehicles, couriers and taxis Private vehicles (including construction traffic).

Karangahape Road and Pitt Street are classified as a Level 2LS (low speed) roads in the CoPTTM. The traffic management measures proposed in this TAP DWP have been developed accordingly for this classification. In addition, the traffic management methods outlined below have been developed to be commensurate with the nature and scale of the early works construction activities and the expected effects on the transport network.

General Traffic Management The utility relocations forming part of the early works will be undertaken in several construction stages over a period of approximately 6 months (refer to the CEMP for further detail). The majority of the early utility works for Beresford Square / Pitt Street will be in Beresford Square with part of the works in Pitt Street. Mercury Lane works will be ongoing and consistent across the 6 month period. During this time, a number of Temporary Traffic Management Plans (TMP’s) will be implemented for the works with evolving requirements and lane configurations. Traffic management will range from footpath occupation and closures to more extensive lane closures on Pitt Street. However, one lane of traffic in each direction on Pitt Street will be maintained throughout the duration of works 3 and vehicular access to properties will be maintained as practicably possible for the duration of the works 4. Across all stages of the utility relocations, the works will occupy the footpath of individual work areas to varying extents. However, pedestrian access (with a minimum width of 1.5m) will be maintained adjacent to the individual work areas in Pitt Street, Beresford Square and Mercury Lane. TMP’s will ensure that all pedestrian routes meet accessibility requirements of ATCoP, with appropriate ramps and gradients for all users. Full pedestrian access across the Karangahape Road / 3

In accordance with designation condition 28.1a In accordance with designation condition 28.2(c)(ii) and (iii) Page 23 | Karangahape Station Early Works 4

Transport Access and Parking Delivery Work Plan Pitt Street / Mercury Lane intersection will be maintained at all times during the works5. Traffic management areas interfacing with pedestrian crossing points will widen to cater for the crossing demand as required during the works. Wayfinding signage will be provided at junctions along the key pedestrian routes through the works area. Where appropriate, additional information will be provided on the location and operation of specific buildings or businesses (refer to the Social Impact and Business Disruption Delivery Works Plan (SIBD DWP) for further detail in this regard). The staging of the Mercury Lane works will be coordinated with the Mercury Lane Demolition works (subject to confirmed Outline Plan OPW60339200 and supporting TAP DWP) to ensure there is no TTM overlap or conflicts. To enable the required early works, access from Beresford Square onto Pitt Street will be closed from January 2020 and continuing through the main contract works phase. Beresford square will still be accessible from Hopetoun Street. All other existing traffic movements between public streets will continue to be available. During the Beresford Square/ Pitt Street Stage 1 works, bus stop #1084 will be relocated to enable smooth operation of the works in Stage 2 (and the main works in 2020). Due to the nature of the works encroaching into the road carriageway, various on-street parking spaces across Beresford Square, Pitt Street and Mercury Lane will be closed during stages of the early works, including a disabled park in Beresford Square and a loading zone.

4.2.1. Beresford Square / Pitt Street - Stage 1 This stage is comprised of two different events, tree removal and demolition of the café and toilets (Q1 2020). It will include:   

  

Minor localised traffic management to traffic lanes for individual tree removal along Beresford Square. Sequenced tree removal works so to maintain access at all times. Occupying a large area of the footpath on the corner of Beresford Square and Pitt Street (while maintaining a pedestrian route of 1.5m around the work zones) for the café and toilet demolition and for the trees located on the corner. Intermittent impact to car parks by the individual tree removal. Relocation of Bus Stop #1084 in preparation for future stages. Relocation of the cycle ramp on Pitt Street for Stage 3.

4.2.2. Beresford Square / Pitt Street – Stage 2 This stage has been agreed with AT to take place in early January/February 2020 when there will be reduced traffic volumes on the roads. Implementing Stage 2 will include: 

Extensive road lane closures, reducing Pitt Street to one lane in the northbound direction and one lane in the southbound direction.

In accordance with designation condition 28.2(c)(i) Page 24 | Karangahape Station Early Works

Transport Access and Parking Delivery Work Plan  

Closure of Beresford Square exit to Pitt Street (January 2020) from the beginning of this stage and continuing into the main station construction works. Parking closures (approximately 25 parking spaces will be permanently closed in Beresford Square):    

North side of Beresford Square from Pitt Street up to the Hopetoun Alpha Building (Access will be maintained). The south side of Beresford Square from the café and toilets to just east of Samoa House Lane. Parking spaces and the loading zone outside 61 – 65 Pitt Street. Parking on the East side of Pitt Street will be temporarily removed for this stage between Poynton Terrace and the Karangahape Road intersection.

4.2.3. Beresford Square / Pitt Street - Stage 3 This stage will reduce the northbound traffic lanes to one, between the Karangahape intersection and 59 Pitt Street. It will include:   

Several long sections of the footpath will be occupied for the works on the North side of Beresford Square and on Pitt Street. A 1.5m wide pedestrian route will be maintained. Beresford Square exit on to Pitt Street will remain closed. Approximately 25 on-street parks on Beresford Square will be impacted by the works

4.2.4. Beresford Square / Pitt Street - Stage 4 Stage 4 will reduce the number of northbound traffic lanes on Pitt Street to one lane on between the Karangahape intersection and the Beresford Square. It will include:   

A large portion of the footpath will be occupied on the southern side from 14 to 22 Beresford Square. During this time, a 1.5m wide pedestrian route around these works will be provided as well as full access to properties. Beresford Square exit on to Pitt Street will remain closed. Approximately 25 on-street parks on Beresford Square will be impacted by the works.

4.2.5. Mercury Lane - Stage 1 This stage requires the closure of the western side of Mercury Lane. Main points for this stage will include:    

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Removal of approximately 21 on-street parking spaces. Additionally, some parking spaces will also be removed on the eastern side to maintain the movement of the traffic down the street. Partial footpath closures will reroute pedestrians to the opposite side of Mercury Lane around the works, with temporary pram ramps provided at the crossing points. Access to the service lane adjacent to the Mercury Theatre will be maintained at all times.

| Karangahape Station Early Works

Transport Access and Parking Delivery Work Plan

4.2.6. Mercury Lane - Stage 1A Stage 1A directional drilling within the road reserve to relocate utilities will require:  

A localised closure at the entrance to Cross Street to receive the directional drill. Traffic management on Cross Street to assist with maintaining access.

4.2.7. Mercury Lane - Stage 2 Stage 2 works are an alternative option to Stage 1A, involving network utility relocation via open trenching. These works will occupy the eastern side of Mercury Lane. Main points for this stage will include:   

Removal of approximately 21 on-street parking spaces. Additionally, some parking spaces will also be removed on the eastern side to maintain the movement of the traffic down the street. Pedestrian access will be maintained along parts of the footpath but redirected to the other side of the street around the works close to Cross Street. Temporary pram ramps will be provided at the crossing points.

Construction Traffic Access for construction traffic and truck loading will occur via the proposed vehicle access points and within the worksites indicated on the temporary traffic management plans (refer to CEMP). Conflicts between pedestrians, private vehicles and construction activity at each access point will be managed by a Traffic Controller (during active site hours). Overall, the volume of construction traffic generated by these early works is predicted to be very low, with a maximum of 25 – 30 truck return trips per day (i.e. 50 - 60 one-way movements) in total for the early works phase. Construction traffic will include deliveries for the establishments of the CSA’s. The number of movements per day and truck volumes will fluctuate throughout the early works depending upon the tasks being undertaken. It is also noted that this construction traffic will be adding to what is already predicted to be on the city centre network as a result of the wider CRL Project. Most of these movements will generally occur between 0700 hrs and 1900 hrs, Monday to Saturday, but can also occur between 0700 hrs and 2200 hrs (especially for the movement of plant to minimise disruption to traffic). The cumulative effect of other construction traffic generated by CRL activity occurring in the same time frames is covered in Section 5.7. Truck movements into Beresford Square and Mercury Lane will be via the arterial road network as defined by the Auckland Unitary Plan Operative in Part (AUP), over dimensional (OD) routes, over weight (OW) routes and other authorised routes where no other practical option is available (as per CRL designation Condition 25.3(c)(iii)). Both work sites are well located in relation to accessing the arterial and OD/OW networks and construction vehicles will not be required to use local roads or to pass through sensitive areas such as residential streets or past schools (refer to CRL designation Condition 25.3(a)). The options available to access and leave the sites are shown in Figure 4-1.

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Transport Access and Parking Delivery Work Plan

Figure 4-1: Arterial Road network and authorised routes for trucks and construction vehicles

Truck movements to and from the work areas will be as follows:  

 



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Due to the closure of Beresford Square at the east end, entry into and exit from Beresford Square will be limited to Hopetoun Street. When leaving Beresford Square, trucks will be able to make a right-turn movement into Hopetoun Street and then left onto Pitt Street to access the regional arterial, over dimensional or state highway network (SH1 or SH16). Because Mercury Lane is one-way, entry will only be obtained via Karangahape Road or Pitt Street. When leaving Mercury Lane, trucks and other construction vehicles will be limited to leftturn movements in to Canada Street, then left in to Upper Queen Street and then Karangahape Road to access the regional arterial, over dimensional routes or the state highway network. Reverse manoeuvring of construction vehicles shall not take place on any arterial route. The only exception to this is if a truck or other construction vehicle is inside the work zone and the manoeuvre is assisted by a Traffic Controller. If reverse manoeuvring is required on any other street (i.e. Beresford Square or Mercury Lane) this shall be carried out with the assistance of a Traffic Controller and manual Stop/ Go control as required. | Karangahape Station Early Works

Transport Access and Parking Delivery Work Plan Truck movements to and from sites will generally be via 11m large rigid trucks, or smaller units. These truck types can be accommodated within the streets used to access the sites shown in Figure 4-1. When required, delivery of large plant by over-dimension vehicles will take place via the Transport Agencyâ€™s over-dimension routes where practicable. These routes include the State Highway network, Newton Road, Great North Road, Karangahape Road, Symonds Street and Pitt Street (Between Karangahape Road and Vincent Street).

Contractor Parking On-site parking will be provided for the loading/unloading of equipment and materials, and for essential contractor vehicles. This will be provided within the work site and / or within the Beresford Square and Mercury Lane CSAâ€™s as outlined in Section 2.1.3 and 2.1.4. Contractor parking does not include general construction staff parking.

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Transport Access and Parking Delivery Work Plan

5. Assessment of Effects SATURN Traffic Model The purpose of this modelling section is to present the steps undertaken to assess the potential transport impacts, particularly the proposed temporary traffic management as a result of CRL early works for Pitt Street and Beresford Square. This includes detailing the impacts associated with the utility works planned on Pitt Street and Beresford Square and the surrounding areas.

5.1.1. Traffic Model Assumptions and Modelling Scenarios To isolate the potential impact of the proposed temporary traffic management, two scenarios (with and without the proposed temporary traffic management) were created. Each is discussed below in greater detail, outlining each scenario the assumptions underpinning each.

2019 Reference Model (without CRL temporary traffic management) The Auckland City Centre SATURN 20186 model was used as a base for this assessment. The 2019 Reference Case includes existing infrastructure provision (including committed schemes) and latest bus routing. The Model explicitly reflects the network changes listed below which are expected to take place at least in part during the same time as the utility work planned on Pitt Street and Beresford Square:   

Karangahape Road construction works between Ponsonby Road and Symonds Street were included to reflect streetscape construction work on Karangahape Road7. Symonds Street /Karangahape Rd intersection to reflect K Road Cycleway construction complete8 were included. Corrected inconsistent distances 9 from ‘2018 Base model’ and “AT Karangahape Road Streetscape TMP A & F” model on Karangahape Road.

2019 CRL Model Karangahape Road (with CRL temporary traffic management) For the 2019 CRL Model (with CRL temporary traffic management), the 2019 Reference Model above was used as a base for this assessment. The only network change introduced was the worst-case scenario listed below:  

Closing one traffic lanes northbound and one traffic lane southbound on Pitt Street while adding a right turn flare at the Pitt Road / Karangahape Road intersection. Banning the one-way approach from Beresford Square towards Pitt Street.

General Traffic Effects (Modelling Results) To isolate the potential impact of the proposed temporary traffic management, the proposed temporary traffic management included in the 2019 CRL Model Karangahape Road scenario has been compared to the 2019 Reference Case scenario to ascertain the likely traffic effects.

Received the Auckland City Centre SATURN 2019 from Flow Transportation Specialists on 13/08/2019 Received the AFC_K_Road_Modelling_Update_TMP_PhasesAandF_v2 model from AFC on 20/08/2019. 8 Received an updated layout for Karangahape Road/Symonds St junction from AFC on 23/08/2019 9 Agreed corrections with Flow Transportation Specialists and AFC on 27/08/2019 Page 29 | Karangahape Station Early Works 7

Transport Access and Parking Delivery Work Plan

5.2.1. Flow Difference Plots In the following plots shown in Figure 5-1 and Figure 5-2, the green bands indicate the increases in traffic flows between the 2019 Reference Case scenario and the utility work planned on Pitt Street and Beresford Square for each stage, while the blue lines indicate decreases in traffic flows (width propositional to the volume of change). The flows displayed are what SATURN terms “actual” flows, which are the flows that are predicted to be able to get through to the particular links within the single peak hour. In congested networks, these “actual” flows are lower than the demand flows.

Figure 5-1: Actual Flow Difference (2019 Reference Case vs Proposed Closure); Morning Peak

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Transport Access and Parking Delivery Work Plan

Figure 5-2: Actual Flow Difference (2019 Reference Case vs Proposed Closure); Evening Peak

The demand flows follow a similar pattern of traffic rerouting as compared to actual flows but with a minor increase of less than 10 flows on an average. The proposed temporary traffic management is predicted to result in traffic flow changes primarily on Pitt Street, Beresford Square and the immediate surrounding area. The reduction of the traffic capacity on Pitt Street and closure of Beresford Square corresponds to where a reduction in flow is most significant as a result of the temporary traffic management. As a result of the reduced capacity on Pitt Street, additional delay on Pitt Street then reroutes traffic flow (increases in flow â€“ green) away from Pitt Street to Queen Street and Howe Street which are the immediate north-south corridors. Howe Street provides a direct connection from Karangahape Street to Wellington Street and Union Street avoiding the usage of Pitt Street. Thereâ€™s also a slight increase in traffic flows along the Motorways showing traffic rerouting over a wider area.

5.2.2. Distribution Analysis To understand the changes in flow distributions as a result of the temporary construction work, flow distributions of vehicles using Pitt Street were extracted from both the 2019 Reference Case and the Proposed Closure and is shown in Figure 5-3 to Figure 5-6 for both morning and evening peak. The reduction of capacity on Pitt Street will likely change mobility patterns, rerouting traffic away from Pitt Street to alternative routes parallel to Pitt Street, largely due to the additional delay caused by construction. The CRL model shows a considerable overall reduction in traffic flows along the Pitt Street, Karangahape Road section between Queen and Symonds Street and Upper Queen Street. The traffic flows on Hopetoun Street are reduced significantly due to the Beresford Closure.

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Transport Access and Parking Delivery Work Plan

Figure 5-3: 2019 Reference Model Distribution Analysis (Area of Interest); Morning Peak

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Figure 5-4: 2019 CRL Model Karangahape Road Distribution Analysis (Area of Interest); Morning Peak

Transport Access and Parking Delivery Work Plan

Figure 5-5: 2019 Reference Model Distribution Analysis (Area of Interest); Evening Peak

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Figure 5-6: 2019 CRL Model Karangahape Road Distribution Analysis (Area of Interest); Evening Peak

Transport Access and Parking Delivery Work Plan

5.2.3. Journey Times (General Traffic) The proposed temporary traffic management is predicted to result in journey time changes due to rerouting caused by capacity reduction on Pitt Street. The results suggest that traffic on Pitt Street experience more delays due to the capacity reductions implemented. There is also a slight increase in journey times on the surrounding routes because of traffic rerouting. Specified routes have been assessed and are listed below:      

Wellesley Street (between Victoria Street and Princes Street). Victoria Street (between Wellesley Street and Princes Street). Nelson Street / Hobson Street (between Pitt Street and Fanshawe Street). Queen Street (between Mayoral Drive and Customs Street). Customs Street / Fanshawe Street (between Nelson Street and Tangihua Street). Quay Street / Lower Hobson Street (between Fanshawe Street / Hobson Street and Tangihua Street).

These routes are illustrated in Figure 5-7 below. The journey time routes are consistent with those specified routes that are used to monitor the CRL construction effects.

Figure 5-7: Journey Time Routes

Table 5-1 and Table 5-2 present the modelled journey times for the routes assessed for both the Reference Case and temporary construction works. The comparative analysis suggests that the temporary construction work will have a relatively low impact (less than a minute change) to all the journey times assessed. Both the rerouting and delay caused by the temporary construction works do not seem to extend far enough to have any noteworthy change on the journey times routes specified in the consent conditions. Page 34

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Transport Access and Parking Delivery Work Plan Table 5-1: Journey Times (Morning Peak)

Routes

Direction

Reference

CRL

Westbound

6 min 54 sec

6 min 36 sec

Eastbound

11min 30 sec

11 min 48 sec

Westbound

6min 24 sec

6 min 24 sec

Eastbound

7min 42 sec

8 min 6 sec

Nelson Street

Northbound

3 min 12 sec

3 min 36 sec

Hobson Street

Southbound

3 min 24 sec

Southbound

6 min 6 sec

Northbound

6 min 54 sec

6 min 42 sec

Westbound

8 min 24 sec

Eastbound

9 min -30 sec

10 min 6 sec

Westbound

2 min 48 sec

Eastbound

2 min 30 sec

Victoria Street Wellesley Street

Queen Street Customs Street / Fanshawe Street Quay Street / Lower Hobson Street

Table 5-2: Journey Times (Evening Peak)

Routes

Direction

Reference

CRL

Westbound

10 min 0 sec

10 min 18 sec

Eastbound

9 min 30 sec

9 min 24 sec

Westbound

7 min 54 sec

Eastbound

10 min

9min 54 sec

Nelson Street

Northbound

3 min 3 sec

3 min 36 sec

Hobson Street

Southbound

5 min 12 sec.2

5min 12 sec

Southbound

9 min 24 sec

Northbound

8 min 24 sec

8 min 18 sec

Westbound

5 min 6 sec

Eastbound

15 min 30 sec

15 min 54 sec

Westbound

2 min 18 sec

Eastbound

2 min 30 sec

Victoria Street Wellesley Street

Queen Street Customs Street / Fanshawe Street Quay Street / Lower Hobson Street

5.2.4. Public Transport Effects To understand the impact of the proposed closure on the bus routes, travel times for crucial bus routes that pass through or immediately surrounding Pitt Street and Beresford Square has been extracted for the traffic management option and compared to the reference case. Table 5-3 and Table 5-4 summarise the comparative analysis between the proposed closure and the Reference Case, as shown below for various routes. The comparative analysis suggests that the proposed closure will likely increase bus journey times (ranging between 0-3 minutes) for the majority of the assessed bus routes.

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Transport Access and Parking Delivery Work Plan Table 5-3: Bus Journey Times (Morning Peak)

Routes

Reference

CRL

Difference

Great North Rd, Queen St Great North Rd, Queen St, Mayoral Dr, Nelson St, Hobson St

25min 24 sec

25 min 28 sec

+18 sec

21min 6 sec

22 min 12 sec

18, 195, 209 (Pitt Rd) - (West)

8 min 42 sec

9 min 54 sec

+1min 12 sec

Hobson St, SH16, SH1

4min 12 sec

4 min 12 sec

0min 0 sec

City Link Inbound

19 min 18 sec

22 min 12 sec

+2 min54sec

City Link Outbound

25 min 0 sec

24min 54 sec

-6 sec

Routes

Reference

CRL

Difference

Great North Rd, Queen St Great North Rd, Queen St, Mayoral Dr, Nelson St, Hobson St

17min 36 sec

18min 18 sec

+36 sec

19min 24 sec

20min 12 sec.2

18, 195, 209 (Pitt Rd) - (aka West)

10 min6 sec

11min 12 sec

+1min 6 sec

Hobson St, SH16, SH1

6min

6 min

0 min 0 sec

City Link Inbound

28 min 24 sec

30 min 54 sec

+2min 30 sec

City Link Outbound

18 min 36 sec

18min 42 sec

+6 sec

+1 min 6 sec

Table 5-4: Bus Journey Times (Evening Peak)

+54 sec

SIDRA Modelling To support the SATRUN modelling undertaken and provide a greater level of detail regarding the impacts on the intersection of Karangahape Road/ Pitt Street / Mercury Lane, a SIDRA model was developed. This model tested the same scenarios and layout as with the SATURN model.

5.3.1. Assumptions To be consistent between the modelling packages the SIDRA model was developed with the same assumptions as were used within the SATURN (Section 5.1.1) for both the existing situation:  

Karangahape Road having construction works between Ponsonby Road and Symonds Street to reflect the Streetscape Upgrade project on Karangahape Road. Symonds Street / Karangahape Road Intersection reflecting the Karangahape Cycleway construction as complete.

And the proposed worst-case layout being tested:  

Closing one traffic lane northbound and one traffic lane southbound on Pitt Street while adding a right turn flare at the Pitt Road / Karangahape Road intersection. Banning the one-way approach from Beresford Square towards Pitt Street.

Traffic signal phasing, phase timings and volumes were obtained from the Auckland Transport Operation Centre (ATOC) and were used within the base model. For the proposed scenario test for the impacts of the works, the update to the existing volumes was informed by the SATURN model, with the following exceptions:

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Transport Access and Parking Delivery Work Plan ď‚ˇ

ď‚ˇ

In the morning Peak, SATURN predicts too much traffic in the base model for the RT movement from Karangahape Road to Pitt St and the movements on Pitt Street north. As such, the demand flows for these movements has been kept the same as the SCATS counts in SIDRA, to make sure the queues and delays are not overestimated. Similarly, in the evening peak, SATURN predicted too much volume for the movements on Pitt Street however if we kept the SCATS volumes the delays predicted by SIDRA would be too high compared to those predicted by SATURN. Instead we have used SATURN predicted demands for these movements so that the delays predicted by both models are similar to each other.

5.3.2. Effects The result from the SIDRA are broadly in alignment with the SATURN results and show the delay and queue lengths likely from the lane closures on Pitt Street. Table 5-5 and Table 5-6 below indicate the delay and queue length results on each approach to the intersection for the morning and evening peaks. Table 5-5: Average Delay (seconds)

AM Peak

Pitt Street Left 30.2 133.3 +103.1

Through 50.5 128.7 +78.2

Existing Proposed Difference PM Peak

Pitt Street

Existing Proposed Difference

Left 33.4 229.2 +195.8

Through 143.6 224.6 +81

Karangahape Road Westbound Right 55.3 133.3 +78

Left 44.4 41.4 -3

Through 39.8 36.8 -3

Karangahape Road Eastbound Right 46.9 190.3 +143.4

Karangahape Road Westbound Right 148.6 229.2 +80.6

Left 56.6 48.5 -8.1

Through 52 43.9 -8.1

Left 20.2 21.2 +1

Through 40.5 194 +153.5

Right 45.1 198.3 +153.2

Karangahape Road Eastbound Right 174.8 195 +20.2

Left 18.7 17.5 -1.2

Through 143.4 190.4 +47

Right 146.6 194 +47.4

Table 5-6: Queue Length (distance in metres)

AM Peak

Pitt Street Left 36.6 269.6 +233

Through 42.9 269.6 +266.7

Existing Proposed Difference PM Peak

Pitt Street

Existing Proposed Difference

Left 89.7 316.6 +226.9

Through 209.5 316.6 +107.1

Karangahape Road Westbound Right 42.9 269.6 +226.7

Left 47.5 31.3 -16.2

Through 47.5 31.6 -15.9

Right 78.8 278.2 +199.4

Karangahape Road Westbound Right 209.5 316.6 +107.1

Left 105.6 53.4 -52.2

Through 105.6 53.9 -51.7

Right 274.9 299.2 +24.3

Karangahape Road Eastbound Left 38.4 42.8 +4.4

Through 87.2 270.7 +183.5

Right 84.8 270.7 +185.9

Karangahape Road Eastbound Left 39.5 16.6 -22.9

Through 331.3 392.3 +61

Right 331.3 392.3 +61

Similar to the SATURN outputs, the SIDRA modelling indicates that Pitt Street experiences the most impact from the works as is to be expected due to the lane closures. The overall delay for Pit Street Page 37

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Transport Access and Parking Delivery Work Plan increases to approximately 3.7 minutes in the evening peak; up from around 2.5 minutes in the existing situation. The morning peak is less impacted as this is not the dominant direction, with delays increasing to 1.5 minutes from around 1 minute. Delays on the Karangahape Road right turns also increase to around 3 minutes; up from 1 minute in the existing situation. This is due to reduction in capacity on Pitt Street to a single lane and as such the right turn from Karangahape Road is also reduced to a single lane for safety reasons. Queue length follows a similar pattern to delay with Pitt Street expected to experience longer queues in both the morning and evening peak, increasing to approximately 225 metres in the morning peak and 315 metres in the evening peak. Karangahape Road will also experience an increase in queue lengths, most notable on the right turn movements which again is flow on effect from the reduce lane capacity on Pitt Street. Overall the results from SIDRA broadly align with the delay indications from SATURN and provide more detail regarding the impact on the intersection of Pitt Street and Karangahape Road. To further lessen the impact and disruption from the utility relocations on Pitt Street, the timing of these works has been programmed for a period between early January and February 2020. This has been done to take advantage of the both the school holiday and New Year holiday period, during which time traffic volumes are generally lower across the network. Through engagement with Auckland Transport, this is their preferred time for the works to occur for the reasons stated above.

Effect of Closing Beresford Square As part of the overall assessment the effect of closing Beresford Square to vehicles exiting on to Pitt Street is negligible. Vehicle movements on Beresford Square are approximately 900 per day with an estimate of 50% of these vehicles (450) passing through or exiting on to Pitt Street. The closure of this was included within the SATURN modelling outlined in Section 5.2 to provide an understanding of the effects on the local network. The rerouting and redistribution of traffic indicated there will be little impact to the surrounding network due to low vehicle volumes and that rerouted vehicles can easily be absorbed by the network. Additionally, diversion routes will be outlined as part of the TMP design (refer to CEMP).

Effects to Bus Stops The works will impact AT Bus Stop #1084 outside 78 Pitt Street which provides for the City Link Bus Service. Consultation with AT confirmed that AT is already delivering on the relocation and the bus stop will be moved to outside of the works zone in order to be maintained longer term through future phases of the CRL construction. This will result in less disruption to the bus network and their customers.

Effects to Pedestrians and Cyclists All existing pedestrian routes will remain open along Beresford Square, Pitt Street and Mercury Lane, although occasionally diverted across the street to allow safe movement around the construction zones. Access to local properties and businesses will be maintained at all times. Most of the construction work will require a reduction in width to the footpaths within the various stages. However, a minimum footpath width of 1.5m for pedestrians will be provided. At crossing locations, the width will be large enough that crossing demand can be accommodated. Reduced footpath width may have effects on local businesses. Wayfinding signage and various Page 38

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Transport Access and Parking Delivery Work Plan communication methods will be used so that pedestrians are aware that businesses are open, and access is maintained - refer to the SIBD DWP for further details. Cycle infrastructure in the area includes a cycle ramp located north of the Beresford Square and Pitt Street intersection (outside 59 Pitt Street) and a shared path from this point to the Pitt Street / Hopetoun Street Intersection. During the early works, the cycle ramp will require closing as it falls within a work zone. This will prevent access from on road to the shared path for cyclists. AT has agreed to the location where a cycle ramp facility can be relocated to. This will be further north on Pitt Street, outside property number 41, thereby avoiding the work zone. Across all stages of the utility relocation works, effects on pedestrians and cyclists are expected to be limited to only minor inconvenience.

Construction Traffic Effects Where practicable, truck movements will be restricted to the Arterial network as defined in the AUP. Given the dimensions of the proposed utility trenches, spoil volumes from the utility works, along with the establishment of the CSAâ€™s will be relatively small (approximately 3,000m3 over 6 months). The removal of these spoil volumes via the road network will not adversely affect congestion. Truck movements are expected to be low, at approximately 25 - 30 return truck trips per day as outlined in Section 4.3). It is noted that early works at the Aotea Station will occur during a similar time period and will use the same arterial routes with a similar numbers of deliveries. The congestion impacts of construction traffic from the cumulative number of construction vehicles travelling on the defined routes are not considered unmanageable and will be able to be absorbed by the network. Although, emphasis should be placed on these movements occurring outside peak traffic hours to minimise disruption to the traffic network. An additional 60 vehicle movements to Hopetoun Street, Beresford Square and Mercury Lane are outlined as a percentage of the existing vehicle movements in Table 5-7 below. This is also shown for Karangahape Road and Pitt Street for 60 vehicle movements10 as these roads are connected to both sites. Table 5-7: Amount of construction traffic as a percentage of AADT

Road Name

Current AADT

% Construction traffic trips will contribute

Karangahape Road

22,450 vehicles

0.6% of daily traffic

Pitt Street

20,000 vehicles

0.6% of daily traffic

Hopetoun Street

8,800 vehicles

0.6% of daily traffic

Beresford Square

1,000 vehicles

4.4% of daily traffic

Mercury Lane

2,900 vehicles

2.0% of daily traffic

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

This is worst case - It is not expected that 30 movements day will be occurring at Mercury Lane and Beresford Square at the same time Page 39 | Karangahape Station Early Works

Transport Access and Parking Delivery Work Plan Where over-dimension or overweight vehicle movements are required, these will take place via the Transport Agency’s over-dimension and overweight routes, where practicable. These streets are multi-lane arterials, and there are not expected to be any issues manoeuvring over dimension vehicles. Local access to the work site by over- dimension vehicles will require the use of some local streets that are not part of the over dimension network. The routes required are the same as outlined for construction vehicles in Section 4.3 (also refer CRL designation Condition 25.3(c)(iii)). Over-dimensional loads 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.

Effects to Property Access Throughout the duration of the early works, all access to private properties will be maintained for pedestrians, cyclists and vehicles. Signage will be used to direct traffic and pedestrians wishing to gain access to businesses. If short term closures impacting vehicle access to properties are necessary during the early works, affected parties will be consulted with in advance of the closure in accordance with CRL designation Condition 25.3(g)(i). Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Requiring Authority will (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative, in accordance with CRL designation Condition 25.3(g).

Effects to Parking and Loading The works on Mercury Lane will require most of the on-street parking for the full duration of the works. Parking space availability in Beresford Square will be removed upon the closure of Beresford Square and the commencement of the setup of the CSA. There is a mixture of on-street and offstreet paid parking facilities available as alternative parking locations within a 300m radius of the early works in the Karangahape Station area. The following sections outline the impacts to parking in more detail.

5.9.1. Off Street Parking, 15 – 27 Beresford Square 15 – 27 Beresford Square previously has been leased by Wilson as a paid parking lot in Beresford Square and provided upwards of 40 car park spaces. The lease agreement now lies with City Rail Link Limited (CRLL) until the end of construction of the CRL project. The land is being used for the Beresford Square CSA.

5.9.2. On Street Parking Upon the closure of Beresford Square exit to Pitt Street in January 2020 (Beresford Square Stage 2 works), all of the Beresford Square on-street parking, from Pitt Street to Day Street, will be removed to enable the early works to be undertaken. On commencement of the Beresford Square CSA establishment in late 2019, the on-street parks on the lower end of Beresford Square will gradually be removed to accommodate the swept paths of large trucks into and out of the CSA. Eventually there will be no remaining on-street parks available in Beresford Square. Page 40

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Transport Access and Parking Delivery Work Plan Mercury Lane will experience the closure of majority of its on-street parks (approximately 21) for the duration of the early works in this area. This will include approximately 2 parks on Cross Street (subject to the final construction methodology for the utility relocation works). In addition to the loss of general on-street car parking, a disabled car park space and loading zones in the works area will also be affected. These are covered in Sections 5.9.3 and 5.9.5 respectively. Parking space removal will be staged, and removed only as required for the utility works.

5.9.3. Mobility Parking The early works will impact the mobility parking space located in Beresford Square. Mobility parking requirements include “a firm plane surface, with a fall not exceeding 1:40 in either direction of parking or at 90 degrees to it, or 1:33 if the surface has a bitumen seal (AS 2890.5: 1993). Although a gradient 1:50 is preferred” (NZTA)11. The mobility park will be moved from Beresford Square to Day Street, approximately 70m from the existing space. This location has been identified as the closest appropriate location, which can support the specific mobility park requirements.

5.9.4. Parking for Hopetoun Alpha The Beresford Square CSA will not encroach on Hopetoun Alpha’s land. As such, the works do not impact designation Condition 28.2(c)(iv).

5.9.5. Loading Zones Where loading zone will be closed as a result of the construction works, it is not proposed to provide an additional space as an alternative. Instead, it is suggested that other loading zones in close proximity to the works are used as alternatives for deliveries to businesses for the duration of the closure. Due to the demolition occurring at Mercury Lane 12 it is expected that the demand for the loading zone in this area will be reduced. In reference to Figure 3-2 (Section 3.1.3), Table 5-8 outlines which of the six loading zones will be available during the different early works stages. There will be 3 alternative Loading Zones available for use during the early works.

Traffic Control Devices Manual, Part 13, Parking Control Auckland Council reference OPW60339200 Page 41 | Karangahape Station Early Works 12

Transport Access and Parking Delivery Work Plan Table 5-8: Loading Zones available Pitt Street / Beresford Square - Stages 1 -5

Stage

Loading Zone 1

Loading Zone 2

Loading Zone 3

Loading Zone 4

Loading Zone 5

Loading Zone 6

Beresford Square / Pitt Street – Stage 1,

Closed

Open

Beresford Square / Pitt Street – Stage 2

Closed

Open

Closed

Open

Beresford Square / Pitt Street – Stage 3

Closed

Open

Closed

Open

Beresford Square / Pitt Street – Stage 4

Closed

Open

Closed

Open

Mercury Lane – Stage 1

Open

Closed

Mercury Lane – Stage 1a

Open

Closed

Mercury Lane – Stage 2

Open

Closed

5.9.6. Taxi Stands The early works are not expected to impact the existing taxi stands on Karangahape Road.

Effects to Emergency Services The Karangahape early works will not impact on the access and egress for Emergency Services from their facilities on Pitt Street.

Effects to Over Dimensional Vehicles Pitt Street is a key part of the over- dimensional road network providing a link into the middle of Auckland City Centre. The required width for vehicles on an over dimensional route is 11.5m wide x 6.5m high. Stage 4 of the Beresford Square / Pitt Street works will have an approximate minimum width of 9.6m across 3 lanes (2 northbound, 1 south bound) and Stage 5 will have only single 3.2m wide lanes in each direction. Stage 4A of the Beresford Square / Pitt Street early works is unavoidable and will limit the ability for Pitt Street to accommodate over-dimensional vehicles for approximately 3 – 4 weeks from early January over the holiday period. Should the early works require any OD vehicles to be brought to the site, this will be coordinated around the 3 – 4 week closure as practicable, within the contractor’s programme. NZTA will issue a temporary suspension to over dimensional load requests during this time.

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6. Travel Time / Congestion Monitoring CRL designation Condition 26 requires that monitoring of travel times and transport network congestion be carried out on specified routes during the CRL construction works. The specified route subject to monitoring (designation Condition 26.9) that is closest to the Karangahape early works is Nelson Street (between Pitt Street and Fanshawe Street). In accordance with CRL designation Condition 26.6, the monitoring will establish whether the CRL construction works have increased average traffic delays as follows: (a) “Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition) (b) Or if the travel times are more than three minutes or 30% greater than the forecast modelled increases along that route (according to the most recent traffic model test of that scenario, undertaken prior to the start of construction. The modelled time is to be based on the Auckland City Centre SATURN traffic model or a different traffic model approved by the Requiring Authority). (c) “The 30% above shall only apply for an increase predicted to be over four minutes.” AT will be monitoring the routes specified in designation Condition 26.9 throughout the CRL works and will identify if the works are resulting in travel time increasing in excess of the conditions. Should travel times on the route be exceeded, additional mitigation will be implemented in accordance with designation Condition 26.7 to minimise impacts to below the travel time levels specified in designation Condition 26.6 as far as reasonably achievable.

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7. Consultation and Communication The Karangahape Early Works Communications and Consultation Plan (CCP) (in particular Sections 6 and 7) sets out the communications and consultation procedures that will be implemented to advise affected parties, key stakeholders (including emergency services) and the general public of the early works, potential impacts on transport, access and parking and proposed temporary traffic management works. Table 7-1 identifies the key stakeholders with respect to this TAP DWP with whom engagement will be undertaken in relation to the Karangahape early works. Table 7-1: Stakeholder Engagement in relation to this TAP DWP

Stakeholder

TAP DWP Interests

Engagement

 Cycle ramp closure  Bus Stop closure / relocation  Bus Journey Times along Pitt Street as a result of the works  Relocation of the mobility park in Beresford Square  Loading zone temporary closures in the works area  Monitoring of transport network congestion during works  Co-ordination with the Karangahape Streetscape Improvement Project

 Agreed relocation of cycle ramp.  Minimal impact to bus journey time due to works being undertaken over ‘holiday period’  AT are already delivering on the Bus stop relocation.  Loading Zones- no concerns raised  AT understand that they have responsibility for monitoring  Karangahape Road Streetscape project has been accounted for within this assessment. Ongoing liaison between Link Alliance and AT for coordination during construction

New Zealand Transport Agency (One Network” consultation as per condition 18)

 Over Dimensional Route on Pitt Street – reduction in road capacity during Pitt Street early works  Management of the works to minimise adverse transport effects on the road network through a One Network approach as per condition 18

 Over dimensional route will be restricted to OD loads over the 34-week holiday period.  No impacts envisaged from the early works on to the state highway.

Karangahape Community and Business Liaison Group (CLG)

 Management of transport, access and parking impacts in Beresford Square / Pitt Street / Karangahape Road / Mercury Lane during the early works

Regular meetings as outlined in the CCP

Emergency Services

 Temporary Traffic Management during the early works must not impede to the emergency services clearway zones on Pitt Street.  Emergency Services must be made aware of any road closures or traffic management that could impact their route choices.

 Fire and Emergency and St Johns consulted with about the works that will be happening.  No foreseen issues.  Feedback incorporated where appropriate, else relayed to the suitable people within the alliance.

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Transport Access and Parking Delivery Work Plan Stakeholder

TAP DWP Interests

Engagement

Private property owners/occupiers, where their access is impacted by the works

Management of transport, access and parking impacts in Beresford Square / Pitt Street / Karangahape Road / Mercury Lane during the early works and any property specific matters

Engagement prior to and during the works as required. Access will be maintained to properties at all times.

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Appendix A: Record of CLG, IPR and Auckland Council Comments A1. CLG Comments A Karangahape CLG meeting was held on 17th September to discuss the Karangahape early works and for the CLG to provide comments / feedback on the CEMP and sub-plans, including this TAP DWP. Comments received from the CLG on this TAP DWP are as follows: CLG Member

Feedback / comments

Response

Dave Perkin - Beggs Big & Tall Menswear

 Concerned with the removal of on-street parking on Beresford Square and Pitt Street (the latter particularly before Christmas).  Interested in the timeframes to determine the best time to end their lease.

 Pitt Street not fully affected before Christmas. During works on Pitt Street (over the Christmas holiday period), there will be traffic lane restrictions, however one lane southbound and one lane northbound will remain. Parking and loading will also stay.  In the 1st phase of works in Beresford Square (tree removal and demolition), parking will be intermittently available. Parks at the lower (Hopetoun) end of Beresford Square will still be available.  From January onwards, works will be undertaken within Beresford Square, predominantly between Samoa House Lane and Pitt Street.  Parking at lower end of Beresford Square will be removed late January/early February. Layout at end January will be extent of the works.  Mobility space on Beresford Square will be relocated to Day Street.  Parking is available on St James St, Greys Ave, and Cross St. No changes are required to this TAP DWP.

Doug and Paul - Residents in apartment on the corner of Cross Street/Mercury Lane

 Concerned with access restrictions to their property.  Interested in the impacts to the parking on Cross Street and Mercury Lane.

 Access to apartment garages (in and out) will be retained. No restriction to traffic movement on Mercury Lane.  Some on-street parking at the top of Mercury Lane will be removed during the works in order to allow enough space for Fire trucks/emergency services to manoeuvre.  Parking on Cross Street will be impacted during the works but can be moved to the other side of the road.  Work will be within the CRL designation. No changes are required to this TAP DWP.

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Transport Access and Parking Delivery Work Plan CLG Member

Feedback / comments

Response

Felix - Resident from Hopetoun St apartments.

Concerned about safely crossing roads in the area (particular Hopetoun Street) if having to park elsewhere due to the closure of parks in Beresford Square.

 CRL related truck movements will be left turn only into Beresford Square.  It is advised for pedestrians to use the signalised crossing at the top of the road for pedestrians.  AT will not permit a Right Turn bay into Beresford Square. The Link Alliance/CRLL do not have influence over this decision.  For efficiency during construction, truck movements will operate via a one-way flow through Beresford, trucks won’t be turning right out of Beresford Square onto Pitt Street.  Beresford Square works start in December. This is when car parks will begin to be closed on Beresford Square. It will be a rolling closure, so they won’t all be closed at once.  Most of Beresford Square will be closed off in later phases of work.  There will be dedicated local vehicle access for Samoa House Lane.  The early works will only extend onto Pitt Street and not onto Karangahape Road. There may be construction works associated with the AT K Road works occurring at the same time as the CRL Karangahape Station early works but no overlap of work zones. Truck movements for the AT K road project will be different from the CRL works.  The mining of the CRL rail tunnels will be underground. Excavation will occur underneath Beresford Square, to reduce noise.  It is not envisaged to close Mercury Lane during the early works. It will only be closed if absolutely necessary for 1- 2 hours under a TMP. The designation conditions do not allow for closures. No changes are required to this TAP DWP.

Enquired into:  Feasibility of right turn bay into Beresford Square.  Timing of the closure of Beresford Square.  If the K Road AT works will be in the same areas.  The location of mining of the tunnel.  If Mercury Lane will be closed.

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A2. IPR Comments An Independent Peer Review of the draft TAP DWP was undertaken by Tony Innes, from Commute Transportation Consultants. The full IPR document can be found in Appendix B. A summary of the comments received which required a response from the Link Alliance are as follows: Section of DWP / condition

Comment

Response

2.1.4 & 4.3 / 21.1 (a)

The DWP outlines the proposed access points. We are yet to see the supporting Traffic Management plans as they are still with AT. Two Construction Support Areas (CSAs) have been identified and these have appropriate access and storage.

Noted that TMP’s are still under development and consultation with AT.

The DWP addresses these matters including reductions in width to 1.5m in some areas. Importantly pedestrian access is maintained to all buildings during construction. There will also be wayfinding and a new ramp providing access to the shared path, for which the location has been agreed with AT. The approach is considered appropriate for the works proposed. We also note that heavy vehicle swept paths may be ‘tight’ in some areas (Mercury Lane all stages). Typically, road design standards such as RTS-18 and Council Engineering standards require a 500mm clearance around design vehicles used in vehicle tracking assessments. This may result in changes to pedestrian footpaths which should be investigated further. It is recommended that this is picked up in the TTMP process which is at the next level of detail.

Concerns with vehicle swept paths noted. This has been passed on the appropriate TTMP designer.

Only the Nelson/Hobson Street route is identified there may be others that are impacted. It is understood that all of the routes are being monitored so this should pick up any issues.

The early works area does not extend far enough to influence the other monitored routes, therefore not explicitly mentioned in the monitoring section. Impacts to all monitored routes are covered in the Modelling section of the TAP (Section 5). Nelson / Hobson Street is the closest monitored route to the site and may experience minor impacts.

5.6 /25.2 (b)

6 / 26.9

No amendments to the TAP DWP.

No amendments to the TAP DWP have been made.

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A3. Auckland Council Comments Comments on the draft TAP DWP were received from Mr Pravin Dayaran, Auckland Council’s Transport, Access and Parking Specialist. The following statement was made: “Overall, there are no key issues where we would require further information…All the conditions (with regard to the corresponding references within the draft DWP) have been addressed as per section 1.4 of the DWP.” On review of the comments detailed provided, the following was noted: 

In section 4.2.7 reference is made (as an alternative to Option 1) to works occupying the western side. Not sure if this is a typo and should be ‘eastern’.

This has been checked against the staging plans and this TAP DWP. Section 4.2.7 states that: Stage 2 works are an alternative option to Stage 1A, involving network utility relocation via open trenching. These works will occupy the eastern side of Mercury Lane. No amendments have been made to the TAP DWP based on Auckland Council comments.

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Appendix B: Independent Peer Review (Full)

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CRL Independent Peer Review Karangahapre Road Station Utility Relocation Works Transport, Access and Parking Review 9 October 2019

Project:

CRL Independent Peer Review

Report title:

Transport, Access and Parking Review

Document reference:

CRL Karangahape Station Utility Peer Review Report Draft to Client v1

Date:

9 October 2019

Report Status

Prepared By

Reviewed By

Approved By

Final Report

Tony Innes

Mike Nixon

Tony Innes

CRL Independent Peer Review Transportation Assessment Report

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

Introduction ................................................................................................................... 2 1.1

Scope of peer review ........................................................................................... 2

1.2

Background information ....................................................................................... 3

1.3

Structure of this Report ........................................................................................ 3

Transport, Access and Parking DWP ............................................................................ 4 2.1

CRL Designation Condition 25.1 ........................................................................ 15

2.2

CRL Designation Condition 25.2 ........................................................................ 15

Recommendations ...................................................................................................... 16

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EXECUTIVE SUMMARY BACKGROUND The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.4km double track underground rail line linking Britomart and the existing western line near Mt Eden via the city centre will allow a train every five to 10 minutes from most Auckland rail stations. Britomart would become a through station and provide for two intermediate stations in the Aotea and Karangahape Road areas. The project recently obtained a designation. This designation had several conditions attached to it. Particularly related to this review is condition 11 which requires an independent review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed. This report relates to the independent peer review of the DWP for works associated with the Karangahape Road Station Utility Relocation Works. An assessment of the DWP compliance with the relevant designation conditions has been undertaken as part of this peer review. PEER REVIEW ASSESSMENT Based on the review undertaken, it is clear that a comprehensive DWP has been developed for these enabling works. The DWP documents are clearly written and show how compliance with the appropriate designation conditions will be met during construction. Based on the above assessment this independent peer review has found that the DWP has appropriately addressed the transportation impacts as defined by the designation conditions. There will need to be careful and detailed management of the impacts through the more detailed traffic management plans, particularly maintaining access to existing buildings on Beresford Square and Samoa House Lane. It is also considered more detailed analysis will be required to demonstrate appropriate consideration for the swept paths of large vehicles and the needs of other road users e.g. pedestrians travelling past the proposed Mercury Lane works. 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 â€œso far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property accessâ€? 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.

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1 1.1

Page 2

INTRODUCTION SCOPE OF PEER REVIEW

The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.4km double track underground rail line linking Britomart and the existing western line near Mt Eden via the city centre will allow a train every five to 10 minutes from most Auckland rail stations. Britomart would become a through station and provide for two intermediate stations in the Aotea and Karangahape Road areas. Prior to the main CRL construction contract, enabling works are proposed to be undertaken in some areas of the route, with the objective to proceed far enough to avoid the points of conflict and to create a construction support area for the remaining CRL works. These enabling works are split into a number of different areas and packages along the route. One of these sections is the early relocation of utility works around the Karangahape Road Station works, for which this DWP relates. The CRL project recently obtained a designation. This designation had a number of conditions attached to it. The purpose of this report is to address condition 11 which requires an independent peer review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed. Condition 11 is outlined overleaf.

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Independent Peer Review of CEMP and DWPs 11.1 Prior to submitting the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) to Auckland Council for the construction of the City Rail Link, the Requiring Authority shall engage suitably qualified independent specialists agreed to by Auckland Council to form an Independent Peer Review Panel. The purpose of the Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39), and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions. 11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included in the CEMP, and DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition. 11.3 The CEMP, DWP’s, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) submitted to Auckland Council shall demonstrate how the recommendations from the independent peer reviewers have been incorporated, and, where they have not, the reasons why not. 11.4In reviewing an Outline Plan submitted in accordance with these designation conditions, Auckland Council shall take into consideration the independent specialist peer review undertaken in accordance with this condition and any additional information provided to Auckland Council by affected parties. This report documents the independent peer review of the DWP enabling works near the proposed Karangahape Road Station. The extent of works as set out in the DWP includes: • • • •

Part of Pitt Street Part of Karangahape Road Beresford Square Part of Mercury Lane.

This independent peer review has been undertaken by Tony Innes from Commute Transportation Consultants. 1.2

BACKGROUND INFORMATION

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

1.3

The TAP DWP entitled Karangahape Station Early Works,: Transport Access and Parking Delivery Work Plan, Revision A, 30th September 2019; Beresford Square Drawings, Karangahape Station Indicative Early Works, Beresford Square, Stage 1 to Stage 4, and Mercury Lane Drawings, Karangahape Station Indicative Early Works, Beresford Square, Stage 1 to Stage 4.

STRUCTURE OF THIS REPORT

There are a large number of designation conditions and sub-conditions that need to be addressed in the Transport, Access and Parking DWP. To provide an efficient assessment and peer review, this report follows the same format as the DWP report. The DWP report included a table (Table 1) which cross-referenced the section of the report that addressed the designation conditions considered applicable to the Transport, Access and Parking. This report adds a column to this table and provides a summary of the peer reviewers assessment of

CRL Independent Peer Review Transport, Access and Parking Review

the DWP against each criterion. The DWP table from the original review has been retained and an additional column added to address this addendum. A summary against the key designation conditions has then be undertaken to summarise the peer review.

TRANSPORT, ACCESS AND PARKING DWP

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

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Table 1 : Designation Condition Assessment

Condition Number

Designation Condition

Relevant Section:

Original Peer Review Comments

Section 7 & Appendix A

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

Communication and Consultation 18.1

The works will impact on the existing Over Dimension Route, however the NZTA have indicated this can be managed through their approval process for OD traffic and ensuring that not approvals are given for this route during the Stage 2 works (holiday period) when the route will not be suitable. This condition is appropriately dealt with.

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:

3.1.3

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

2.1.4 & 4.3

(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

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General Transport, Access and Parking 25.1

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

25.2

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

All

This is covered in the summary section in this report. This is covered in the summary section in this report.

All sections

This is an important intersection for the transport network and therefore a staged approach to the works has been undertaken to limit as much as possible the impact on the transport system. The transport modelling shows relatively small increases in delay for private vehicles as a result of the works as would be anticipated with works of this scale. There will be increased delay and queuing as a result of these works, this is to be expected. The analysis has also looked at potential rerouting of traffic and the impact on parallel routes. Parking and loading considerations have also been considered. These early works result in the relocation of one bus stop only (which affects one route â€“ Citylink). The bus travel times are the most impacted, but still only have an increase of generally no more than 10%, which is considered manageable. It should be noted that the proposed plans show no reduction in southbound capacity on Pitt Street during Stages 1, 3 and 4, with a reduction to one lane occurring during Stage 2 only. While this would be expected to have a noticeable effect, it is noted these works are planned for 22 December 2019 to 20 January 2020 i.e. the holiday period, when traffic volumes are traditionally lower. It is also noted that while the northbound capacity on

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Pitt Street is reduced to one lane, there is only one lane of traffic feeding into this section at any one time (one left turn lane from Karangahape Road and one right turn lane from Karangahape Road â€“ these movements do not occur simultaneiously). As such, the modelling may have exaggerated the effects of the proposed Pitt Street capacity reductions. Overall the response is considered appropriate for the works proposed. (b) Maintaining pedestrian access to private property at all times; and

5.6

25.3

To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP:

5.6

We also note that heavy vehicle swept paths may be â€˜tightâ€™ in some areas (Mercury Lane all stages). Typically, road design standards such as RTS-18 and Council Engineering standards require a 500mm clearance around design vehicles used in vehicle tracking assessments. This may result in changes to pedestrian footpaths which should be investigated further. It is recommended that this is picked up in the TTMP process which is at the next level of detail. There is limited vehicle access in this area of the network. However, where there is vehicle access this is being maintained to the best extent possible.

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4.3 & 5.7

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

(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:

4.3 & 5.7

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

(i) Form part of the regional arterial network;

4.3 & 5.7

(ii) Are overweight / over dimensioned routes;

4.3 & 5.7

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

4.3 & 5.7

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

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

n/a

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

4.3 & 5.7

n/a

The routes identified are considered appropriate for the works proposed.

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

n/a

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

n/a

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

n/a

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

n/a

4.2

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

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

5.6, 5.8 & 5.9

(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

5.6, 5.8 & 5.9

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

5.6, 5.8 & 5.9

(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.

5.8

This has been addressed above. This has been addressed above.

There is no proposed loss of private parking. This has been identified as a requirement of the DWP.

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Note: For the purposes of designation Conditions 25, 27, 28, 29 and 30 â€œtemporary closureâ€? is defined as the following: (i) In place for less than six hours, the Requiring Authority shall communicate and consult on the closure at least 24 hours in advance, but is not required to offer or provide alternative parking arrangements, though it may choose to offer this on a case by case basis in consultation with the affected party; and (ii) In place for between six and 72 hours, the Requiring Authority shall communicate and consult on the closure at least 72 hours in advance, and will offer and provide where agreed with the affected party alternative parking arrangements. The alternative parking arrangement should be as close to the site affected as is reasonably practicable. (h) How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through:

(i) Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring; (ii) Relocating bus stops and taxi stands to locations which, as far as practicably possible, minimise disruption; and

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

4.1 5.5 & 5.9.6

4.3,5.7 & 5.11

(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:

n/a

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

n/a

The DWP confirms that emergency services have been advised of the plans. This is important with Fire and Ambulance on Pitt Street. The DWP outlines that they are comfortable with the approach. PT and pedestrian needs have been prioritized as required. There is relocation of bus stops, this has been undertaken in consultation with AT. 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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(ii) Potential adverse effects associated with alternative options;

n/a

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

n/a

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

n/a

Monitoring of Transport Network Congestion 26.1

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:

The DWP outlines that monitoring will be undertaken and appropriate measures undertaken if required. That said the DWP analysis indicates that the identified monitoring triggers are unlikely to be triggered. As above

(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

26.3

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.

As above

26.6

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

As above

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

As above

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26.7

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

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.

As above

26.9

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

n/a

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

n/a

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

n/a

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

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

n/a

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

n/a

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

n/a

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

n/a

Only the Nelson/Hobson Street route is identified, there may be others that are impacted. It is understood that all of the routes are being monitored so this should pick up any issues.

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(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.

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n/a n/a

Transport, Access and Parking: Specific Requirements (Karangahape Station Area) 28.1

To achieve the objective in Conditions 25, the following measure shall be implemented: (a) Retaining one lane in each direction on Pitt Street (unless otherwise agreed with the Auckland Council 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

4.2

This has been confirmed in the DWP.

4.3 & 5.7

This has been confirmed in the DWP.

4.2

Staging diagrams have been provided which outlines the requirements of the DWP and seeks to minimize the impacts of the construction on the surrounding transport system.

(i) Providing pedestrian and cycle access to private property at all times, particularly those businesses located at the eastern end of Beresford Street and northern end of Mercury Lane.

5.6

This has been confirmed in the DWP.

4.2

This has been confirmed in the DWP.

(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);

4.2

The DWP confirms that there will be dedicated access to the Samoa House Lane

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

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5.9.4

There is no impact on this car parking

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2.1

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CRL DESIGNATION CONDITION 25.1

Condition 25.1 of the overall CRL designation requires that the DWP mitigates the adverse transport effects of the project. The wording of CRL25.1 is as follows: A Transport, Access and Parking DWP shall be prepared to manage the adverse effects of construction of the City Rail Link, or any part of it, on the transport network. The conclusion of the review of the original DWP was that it was clearly written and showed how compliance with the appropriate designation conditions will be met during construction. The Addendum builds upon this approach. The CRL project is a significant and complex infrastructure project within the busy CBD environment of Auckland. This area of the network is already being impacted upon by the Contract 2 and other enabling works further to the north on Albert Street that are currently underway. These works will have an additional impact; however, this impact is not considered to be significant as confirmed by the transport modelling. The Utility works are forecast to have a small increase in impact on the transport network compared. However, the works to be undertaken were always envisaged as part of the project and the mitigation proposed is considered appropriate to manage the impacts. The staging of the works has been developed to reduce the impact on the transport system with the more impactful closures occurring over the Xmas holiday period. There will be a local interface with existing property access and construction vehicles, however the management proposed to address this potential impact will ensure effects are mitigated. Given a project of this scale there will be inevitable disruption associated with the project’s construction. However, the DWP has identified that there is sufficient process and mitigation proposed to manage the transportation effects to ensure that the effects “so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access”. Importantly the DWP seeks to ensure that pedestrian safety and amenity is maintained, property access is maintained and the impact of construction on the surrounding road network is kept to a minimum. With the measures proposed in this DWP and the resolution of the issues identified in this review it is considered by the reviewer that Condition 25.1 of the CRL conditions are satisfied. 2.2

CRL DESIGNATION CONDITION 25.2

Condition 25.2 of the overall CRL designation require that the DWP mitigates the adverse transport effects of the project. The objective of the Transport, Access and Parking DWP is to so far as is reasonably practicable, avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access. This is to be achieved by: (a) Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion; (b) Maintaining pedestrian access to private property at all times; and (c) Providing on-going vehicle access to private property to the greatest extent possible As outlined in the preceding section of this report, based on this review it is considered that the DWP can achieve the objectives set out in this overarching condition. Specifically, this is achieved through:

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1. Managing the road transport network for the duration of construction by adopting the best practicable option to manage congestion – Active traffic management is proposed that identifies appropriate routes for heavy vehicles to and from the construction area and also identifies route through the wider transport network. 2. Maintaining pedestrian access to private property at all times – Pedestrian safety and efficient is a key focus of the DWP, ensuring pedestrian have safe access to all areas around the construction area. 3. Providing on-going vehicle access to private property to the greatest extent possible – Existing property access has been identified and plans prepared to maintain this access wherever possible. When this is not possible the engagement proposed should allow for adequate planning and based on this review strengthened final measures will ensure existing access users are inconvenienced as little as practical. It is therefore considered that the DWP adequately outlines how the proposed construction project will meet these objectives.

RECOMMENDATIONS

Based on the above assessment this independent peer review has found that the DWP has appropriately addressed the transportation impacts as defined by the designation conditions. There will need to be careful and detailed management of the impacts through the more detailed traffic management plans. Based on the above assessment this independent peer review has found that the DWP has appropriately addressed the transportation impacts as defined by the designation conditions. There will need to be careful and detailed management of the impacts through the more detailed traffic management plans, particularly maintaining access to existing buildings on Beresford Square and Samoa House Lane. It is also considered more detailed analysis will be required to demonstrate appropriate consideration for the swept paths of large vehicles and the needs of other road users e.g. pedestrians travelling past the proposed Mercury Lane works. This review has not seen the proposed TMP drawings (which we would typically see with the DWP) as they are still being reviewed by AT. Until these are provided final confirmation of the DWP’s compliance with the designation conditions cannot be made. However based on the information provided no substantive issues have been identified and none are expected from the review of the drawings. It is therefore considered that the DWP adequately address the intent and requirements of the appropriate designation conditions.