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Mt Eden Main Works Transport, Access and Parking Delivery Work Plan

CRL-MTE-RME-LKA-PLN-800035 Revision: 001A Date: 14 July 2020

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Transport, Access and Parking Delivery Work Plan

Mt Eden Station Main Works – Transport, Access and Parking Delivery Work Plan CRL-MTE-RME-LKA-PLN-800035

This document is uncontrolled when printed. This document should be printed in colour

Revision Status Revision

Date

Version details

Prepared By

Approved By

Rev A00

07 May 2020

Draft for Auckland Council and Independent Peer Review

Jacques Van den Heever, Josie Ackroyd, XiaoFan Lin and Jack Wan

Rev 000

16 June 2020

Final for pre-lodgement

Jacques Van den Heever, Josie Ackroyd, XiaoFan Lin and Jack Wan

Peter Roan

Rev 001

29 June 2020

Final for submission

Jacques Van den Heever, Josie Ackroyd, XiaoFan Lin and Jack Wan

Peter Roan

Rev 001A

14 July 2020

Update to address Council’s feedback post submission

Jacques Van den Heever, Josie Ackroyd, XiaoFan Lin and Jack Wan

Peter Roan

Approval Status Name/Title

Signature

Date

Prepared by:

Jack Wan Transport Specialist Lead Jacques Van den Heever Transport Specialist Josie Ackroyd Transport Specialist XiaoFan Lin Transport Specialist

14/07/20

Reviewed by:

Michael Jongeneel Associate (Flow Transportation Specialists)

14/07/20

Approved by:

Peter Roan Planning Lead

14/07/20

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Transport, Access and Parking Delivery Work Plan

Table of contents 1. Introduction ................................................................................................7 Overview of CRL Works at Mt Eden Station ....................................................................... 7 TAP DWP Staging ............................................................................................................... 8 Purpose of the TAP DWP ................................................................................................... 8 Relevant Conditions ........................................................................................................ 10 Sustainability ................................................................................................................... 19 DWP Review and Updates ............................................................................................... 19

2. Mt Eden Main Works ................................................................................ 20 Overview of Works .......................................................................................................... 20 Construction Staging and Methodology .......................................................................... 21 Site Description ............................................................................................................... 21 Hours of Operation .......................................................................................................... 22 Construction Support Areas............................................................................................. 22 Construction Workforce .................................................................................................. 22 Travel Management Plan................................................................................................. 23

3. Existing Transport Environment................................................................ 24 General Traffic Environment ........................................................................................... 24 Road Hierarchy ................................................................................................................ 28 Traffic Volumes and Road Characteristics........................................................................ 30 Traffic Movements .................................................................................................... 30 Clearways .................................................................................................................. 34 Parking and Loading .................................................................................................. 34 Walking and Cycling Facilities .......................................................................................... 37 Walking Facilities ....................................................................................................... 37 Cycling Facilities ........................................................................................................ 39 Bus Services and Facilities ............................................................................................... 39 Emergency Services ......................................................................................................... 43 Over-Dimension and Over-Weight Routes....................................................................... 44

4. Proposed Traffic Management Methodology ........................................... 46 Philosophy ....................................................................................................................... 46 Rail Level Crossing Safety Impacts ................................................................................... 46 General Traffic Management........................................................................................... 47 Construction Staging â€“ July 2020 to December 2024 .................................................. 49 Page 3

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Transport, Access and Parking Delivery Work Plan Porters Avenue and Fenton Street Level Crossing Closures ........................................ 56 New North Road / Ngahura Street Signalisation......................................................... 59 Mt Eden Station Closure ............................................................................................ 61 Mt Eden Road Bridge Works and Lane Closures ......................................................... 65 Normanby Road Level Crossing Temporary Closure ................................................... 67 Construction Support Areas............................................................................................. 69 EFC 1 and EFC 2 ......................................................................................................... 70 MTN and WFC ........................................................................................................... 72 Construction Traffic ......................................................................................................... 73 Vehicle Types ............................................................................................................ 73 Vehicle Volumes ........................................................................................................ 73 Construction Vehicle Routes ...................................................................................... 76 Spoil Disposal Routes................................................................................................. 79 Over-Dimensional / Overweight and Large One-off Deliveries ........................................ 81 Contractor Parking .......................................................................................................... 82 Workforce Travel Demand Management ........................................................................ 82

5. Assessment and Management of Effects .................................................. 83 Methodology ................................................................................................................... 83 SATURN Model ................................................................................................................ 83 2020 CRL Model ........................................................................................................ 83 Reference Case Model Extension ............................................................................... 85 Reference Case Zone Splitting.................................................................................... 86 Alignment with Construction Staging and Methodologies .......................................... 86 Additional Traffic Rerouting ....................................................................................... 89 Travel Time Validation of Base Model ........................................................................ 90 General Traffic Volume Changes...................................................................................... 91 Case 1A – North-South Priority .................................................................................. 91 Case 1B – East-West Priority ...................................................................................... 93 Case 1C – Northern Intersection Roundabout ............................................................ 94 Case 1D – Normanby Road Closure and Local Rerouting ............................................ 96 Case 1E – Normanby Road Closure with 20% Wider Network Rerouting .................... 97 Effects on the State Highway Network ....................................................................... 99 General Traffic Travel times ............................................................................................ 99 Case 1A – North-South Priority ................................................................................ 100 Case 1B – East-West Priority .................................................................................... 101 Page 4

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Transport, Access and Parking Delivery Work Plan Case 1C – Northern Intersection Roundabout .......................................................... 101 Case 1D – Normanby Road Closure and Local Rerouting .......................................... 102 Case 1E – Normanby Road Closure with 20% Wider Network Rerouting .................. 103 Summary of Modelling Assessment ......................................................................... 103 Effects on Rail Services and Facilities ............................................................................. 104 Public Transport Volume and Travel Time Differences ............................................. 104 Effects on Bus Services and Facilities ............................................................................. 106 Effects on Pedestrian and Cyclist Facilities .................................................................... 107 Construction Traffic Effects ........................................................................................... 110 Interpeak Period Traffic Volumes and Percentage of Construction Vehicles ............. 111 Cumulative effect of CRL construction vehicles on the Traffic Network .................... 113 Secondary Routes and Sensitive Sites ...................................................................... 114 Effects of Over-Dimensional and Overweight Deliveries ............................................... 115 Effects on Property Access and Parking ......................................................................... 115 32 Normanby Road .................................................................................................. 116 Lauder Road (Mt Eden Corrections Facility) ............................................................. 117 51 – 63 Normanby Road .......................................................................................... 117 22 Normanby Road .................................................................................................. 118 8 – 10 Boston Road .................................................................................................. 118 47 – 57 & 65 – 69 Boston Road ................................................................................ 119 1 Enfield Street ........................................................................................................ 119 Fenton Street .......................................................................................................... 120 Haultain Street ........................................................................................................ 121 Wynyard Road ......................................................................................................... 121 Porters Avenue........................................................................................................ 122 Ngahura Street ........................................................................................................ 122 Shaddock Street, Flower Street, Korari Street, Nikau Street, and Ruru Street ........... 122 Effects on Public Parking and Loading ........................................................................... 123 On-Street Parking .................................................................................................... 123 Loading Zones ......................................................................................................... 127 Effects on Over-Dimensional Routes ............................................................................. 127

6. Monitoring ..............................................................................................129 7. Consultation and Communication .......................................................... 132 Appendix A: Record of CLG, IPR and Auckland Council Comments .............. 135 Page 5

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Transport, Access and Parking Delivery Work Plan

A1. CLG Comments ........................................................................................135 A2. Independent Peer Review Comments .................................................... 138 A3. Auckland Council Comments .................................................................. 140 Appendix B: Independent Peer Review ........................................................ 141 Appendix C: ISCA Requirements ................................................................... 142 Appendix D: Rail Crossing Management Plan ............................................... 143 Appendix E: Workforce Travel Demand Management Plan ......................... 144 Appendix F: NZTA Consultation Feedback .................................................... 145

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Transport, Access and Parking Delivery Work Plan

1. Introduction The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden Station. The CRL also involves the construction of two new underground stations at Aotea and Karangahape and redeveloped station at Mt Eden (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. This Transport, Access and Parking Delivery Work Plan (TAP DWP) has been prepared in relation to the Mt Eden Main Works (â€œmain worksâ€?).

Figure 1-1: CRL Route and Location

Overview of CRL Works at Mt Eden Station The CRL Works in the Mt Eden area involve the construction of the southern section of the tunnel structures and the tie-in of the CRL railway to the existing NAL, including the construction of the redeveloped Mt Eden Station. The Mt Eden Active Construction Zone (ACZ) and Construction Support Areas (CSAs) are generally located between Nikau Street to the north, State Highway 1 (SH1) to the east, Dominion Road to the west and the existing NAL to the south.

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Transport, Access and Parking Delivery Work Plan The works in this area include: •

Operational activity required to support the tunnel boring machine (TBM) drive, including control room and plant, storage and spoil handling;

•

Construction of a new Mt Eden Station building, incorporating passenger linkages between the new CRL platform and the modified existing NAL platform;

•

Construction of a ventilation building;

•

Road over rail bridges at Mt Eden Road, Normanby Road and Ruru Street with sections of road realignment;

•

Grade separation structures for the existing and new rail lines to pass-over and connect with each other, including the Newton Junction Grade Separation Structure, the Eastern Facing Connection and the Western Facing Connection;

•

Installation of retaining walls and utilities;

•

Pedestrian and cyclist bridge structures at Fenton Street and Porters Avenue; and

•

New road linkages within the reinstated area post-construction.

Given the nature and scale of CRL works at Mt Eden, works are being undertaken in a staged manner, involving: •

Enabling and early works (demolition, network utility relocation and site establishment work) – early works have commenced and will continue to end of 2020;

•

Main construction works (construction of the underground CRL cut and cover tunnels, grade separation structures and trenches, station building and platforms, and tie-ins to the NAL) to be undertaken from mid-2020 through to mid-2023; and

•

Public realm reinstatement – likely to be undertaken from 2021 to early 2024.

Refer to Section 2 of this TAP DWP for further detail on the construction works.

TAP DWP Staging To reflect the staged construction approach for CRL in the Mt Eden area, a series of TAP DWPs are being prepared. This TAP DWP addresses the main works, which are detailed in the Construction Environmental Management Plan (CEMP) and summarised in Section 2 of the DWP. TAP DWPs have already been prepared for the Mt Eden Enabling Works and Normanby Road Early Works, and if required a TAP DWP will also be prepared for the future public realm reinstatement.

Purpose of the TAP DWP This TAP DWP has been prepared to identify measures that will be implemented to mitigate and manage the adverse effects of construction of the CRL on the transport network. In accordance with CRL designation Condition 25.2, the objective of this TAP DWP is:

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Transport, Access and Parking Delivery Work Plan 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.

This TAP DWP addresses the requirements of CRL designation conditions 18, 25, 26 and 30 and will be implemented throughout the construction period. The TAP DWP has been prepared by Link Alliance Transport Specialists and forms part of the CEMP for the main works. The TAP DWP has been developed in consultation with the Mt Eden Community and Business Liaison Group and the CRL Mana Whenua Forum, and has undergone independent peer review prior to submission to Auckland Council (as per designation conditions 7, 8 and 11). A record of the consultation and review outcomes, including the Link Alliance’s response to matters raised, is included in Appendices A and B.

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Transport, Access and Parking Delivery Work Plan

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

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

CEMP Requirements

Relevant section of DWP

Section 7

In order to give effect to the objective in Condition 19.1, the CEMP must provide for the following: 20.1

(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

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;

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.

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Section 2.7

Section 4.4

All Sections

Transport, Access and Parking Delivery Work Plan

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

All Sections

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

Sections 4.3, 5.5 & 5.8

Section 5.8

To achieve the above objective, the following shall be included in the Transport, Access and Parking DWP: (a) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion, and to the greatest extent possible, avoid adverse effects on residential zoned land and education facilities; (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: 25.3

(i)

Form part of the regional arterial network;

(ii)

Are overweight / over dimensioned routes;

Sections 3.7, 4.5.2, 4.5.3 & 5.10

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

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

(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: â€Ś

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Sections 4.5.2 & 5.5 Sections 4.5.2 & 5.8.3

Transport, Access and Parking Delivery Work Plan

(i)

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

Section 7

(ii)

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

Sections 4.5.3 & 5.8.3

(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 4.5, 5.1, 5.2, 5.3, 5.4, 5.10 and covered under TMPs to be prepared

(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 5.10

(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 5.10

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.

Section 5.10

(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) Page 12

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Prioritising, as far as practicably possible, pedestrian and public transport at intersections where construction works are occurring;

Section 4.1

Transport, Access and Parking Delivery Work Plan

(ii)

(i)

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

Sections 5.6 & 5.11.2

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

Section 5.12

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

(j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil. This will include as applicable: (i)

Benefits that could be provided by alternative options;

(ii)

Potential adverse effects associated with alternative options;

Section 4.5

(iii) Where an alternative option is proposed, methods for managing potential adverse effects; and (iv) Reasons for either adopting or not adopting alternative transport options. 26

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. 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:

26.2

(a) The average travel times over the weekday two hour morning peak period; and (b) The average travel times over the weekday two hour evening peak period; and (c) The average weekday interpeak travel times between 9am to noon, noon to 2pm and 2 to 4pm.

26.3

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

26.4

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

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Section 6

Transport, Access and Parking Delivery Work Plan

26.5

Monitoring shall commence six months prior to construction of the City Rail Link to establish a baseline of existing transport congestion. The monitoring will establish whether the City Rail Link construction works have increased traffic delays as follows: (a) Either by more than 10 minutes (from the monitoring previously undertaken in accordance with this condition)

26.6

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

26.7

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

26.8

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

Section 6

For the purposes of this condition, the following are the specified routes: â€Ś g) New North Road/Symonds Street (between Dominion Road and Newton Road) 26.9

(h) Mt Eden Road (between Normanby Road and Symonds Street) (i) Khyber Pass Road between the southern motorway ramps and Symonds Street if this route is to be used by construction related trucks (j) Newton Road between the northwestern motorway ramps and Symonds Street

30 30.1

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Transport and Property Access: Additional Requirements (NAL Area) To achieve the objective in Condition 25, the following measures shall be implemented: (a) The retention of at least two traffic lanes (one in either direction) on Mt Eden Road during the construction of the replacement Mt Eden Road Bridge; | Mt Eden Main Works

Section 4.3.5

Transport, Access and Parking Delivery Work Plan

(b) During the closure of the Normanby Road level crossing to construct the grade separated crossing, the Mt Eden Road and Normanby Road intersection shall be signalised and a second traffic lane shall be provided on the Boston Road approach to its intersection with Mt Eden Road intersection. Additionally, the no parking restrictions on Boston Road shall be extended along the length of Boston Road and considered for any adjacent local roads to facilitate through traffic;

Sections 4.3.6, 5.3 & 5.11

(c) A temporary pedestrian crossing (over the rail line) at Normanby Road is to be provided for the period of the temporary closure of the Normanby Road connection;

Sections 4.3.6 & 5.7

(d) Access will be maintained to Nikau Street at all times by at least one lane (minimum 3m), and two lanes on Nikau St between Flower and Korari Streets. Access to sites within Flower Street and Korari Street is to be retained, from Nikau Street or New North Road, at all times;

Section 5.10.13

e) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles to all accessways to the MediaWorks site including staff and visitors cars, trucks and service vehicles;

Section 5.10.13

(f) Providing for traffic to turn right out of Ruru Street to reduce any congestion (particularly at peak times) resulting from not being able to travel via Nikau Street to the traffic lights at Flower Street and New North Road;

Section 5.10.13

(g) Providing accessibility along Mt Eden and Normanby Roads as a priority for, where practicable: public transport (buses), emergency services, access to properties for pedestrians, and cyclists;

Section 4.3

(h) Construction works will be undertaken to ensure two-way access is maintained at all times for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road (including staff and visitorsâ€™ cars, service vehicles, prison vans, emergency vehicles and buses), communication and consultation with the Department of Corrections, and the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road, on this matter shall be recorded in accordance with Condition 15) of this designation. The Requiring Authority shall be responsible for ensuring that the construction works do not restrict 24-hour two-way access for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road;

Section 5.10.2

(i) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles accessing the premises at 51-63 Normanby Road, including staff and visitors cars, trucks and service vehicles. The measures shall: (i)

Ensure safe and reasonable access to and from the site, to Austroads standards;

(ii)

Not result in the loss of any on site parking;

(iii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation; Page 15

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Section 5.10.3

Transport, Access and Parking Delivery Work Plan

(iv) It is noted that the site is used occasionally by large trucks of up to 18m. These vehicles are to be provided for in the design of the access (i.e. the vehicle crossing and the access onto the site); (v)

Following completion of the grade separation of Normanby Road safe and reasonable access will be provided to and from the property at 51-63 Normanby Road to meet the relevant Austroads and NZS2890.1 standards or the applicable standard required by the road controlling authority.

(j) Construction works will be undertaken to ensure pedestrian and two-way vehicle access is maintained at all times to access the premises at 32 Normanby Road, including staff and visitors cars, trucks and service vehicles. The measures shall: (i)

Ensure safe and reasonable access to and from the site, to Austroads standards;

(ii)

Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation;

(iii) Should the Requiring Authority require part of the site at 32 Normanby Road that is currently used for 40 car parking spaces for the construction of the City Rail Link 34 alternative car parking spaces will be provided at 14-22 Boston Road (in accordance with Plans CRL-EFC-CON-000-DRG-0064 Revision 1 dated 8/7/16 and CRLEFC-ROA-000-DRG-1027 Revision 4 dated 30/6/16, 1028 Revision 4 dated 30/6/16 and 1127 Revision 2 dated 30/6/16). The Requiring Authority shall provide safe pedestrian access across the North Auckland Line and into the site for customers and staff, visiting or employed at the site in accordance with Condition 30.1(c) until the grade separation works are completed and permanent access is reinstated to the site.

Section 5.10.1

(k) At completion of the grade separation of Normanby Road safe and reasonable pedestrian and vehicle access to and from the site and 34 on site car parking spaces will be provided for the property at 32 Normanby Road. In the case of pedestrian and vehicle access and parking arrangements, this will be in accordance with Plans CRL-EFC-ROA-000DRG-1027 Revision 4 dated 30/6/16, 1028 Revision 4 dated 30/6/16 and 1127 Revision 2 dated 30/6/16, and the following requirements: (i)

The access will meet relevant Austroads, NZS2890.2 and the Auckland Council District Plan: Isthmus Section design standards;

(iii) The design, structures and barriers associated with the pedestrian access to the site will be subject to the urban design process of Condition 47; and (iv) Provision for landscape planting shown on CRL-EFC-ROA-000-DRG-1127 Revision 2 dated 30/6/16.

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Section 5.10.1

Transport, Access and Parking Delivery Work Plan

(m) Construction of the grade separation works at Normanby Road on the parcels of land identified on the CRL NOR6 Sheet 2 as parcels 242, 243, 244, 245, 246, 393, 394 shall not commence until the KiwiRail land is available and written confirmation of this has been provided by the Requiring Authority to Auckland Council.

n/a

(n) Access to Water Street to and from Mt Eden Road for CRL construction related heavy commercial vehicles shall be limited to left-in and left-out movements only.

Section 4.4.1

(o) Access to 14-22 Boston Road from Normanby Road shall be restricted to left-in and left-out movements only; the exception to this will be when Normanby Road is closed; and

Section 4.4.1

(p) During the temporary works along Boston Road, a 1.8m wide footpath on the north side of the street, in addition to two 3.0m wide traffic lances shall be provided on Boston Road between Normanby Road and Khyber Pass. A safe temporary pedestrian crossing facility shall be provided at the western extent of Active Construction Zone M1.

Section 3.4.1

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

30.2

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(a) How construction works can be undertaken to mitigate congestion on New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street, and the road network in general in this area including:

All Sections

(b) Which routes are to be used by construction trucks to remove spoil from the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion;

Sections 4.5 & 5.8

(c) Which routes are to be used by construction related traffic (especially trucks) to deliver construction materials and other related goods and services to the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion;

Sections 4.5 & 5.8

(d) The grade separation of Normanby Road so that it is undertaken at a time when vehicles, pedestrians, and cyclists can be managed and accommodated on Dominion Road, Mt Eden Road and Porters Avenue, to an extent which mitigates where practicable, delays to travel journeys from congestion on these roads resulting from City Rail Link construction works;

Sections 4.3.1, 4.3.6 & 5.3

(e) Any reduction in the number of fully operational traffic lanes associated with the closure of Normanby Road, and the reduction in the number of vehicle lanes on the Mt Eden Road bridge, is to be undertaken on only one of these two routes at a time;

Sections 4.3.1, 4.3.6 & 5.3

(f) The timing and sequencing of temporary road lane reductions and / or closures at the Symonds Street / New North Road / Mt Eden Road intersection , Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road in the vicinity of the bridge over the rail line, Normanby Road, Boston Road, Nugent Street in the vicinity of the rail crossing, and the alternative routes and temporary detours to be used, including how these

All Sections

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Transport, Access and Parking Delivery Work Plan have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network; (g) How disruption to the use of property located immediately adjacent to the surface designation with access onto New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street will be mitigated through: (i)

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

Section 5.10

(ii)

Providing local vehicle access and pedestrian access at all times to properties located along Flower Street (between Nikau Street and Shaddock Street) and Shaddock Street (between Flower Street and its dead end to the east), which are not located within the designation footprint, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure;

Section 5.10.13

(iii) Retaining local vehicle and pedestrian access to properties located outside the designation footprint along Haultain Street, Fenton Street, Porters Avenue, Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street, Mt Eden Road, Boston Road, Nugent Street, and Normanby Road at all times except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure;

Section 5.10

(iv) Full accessibility to those parts of Porters Avenue not affected by, but in the vicinity of, the construction works; and

Section 5.10

(h) How disruption to the use of Mt Eden Rail Station will be mitigated through providing, where practicable, access during construction works associated with the replacement of Mt Eden Road Bridge.

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Section 4.3.4

Transport Access and Parking Delivery Work Plan

Sustainability The Link Alliance is seeking an Infrastructure Sustainability Council of Australia (ISCA) Infrastructure Sustainability (IS) Rating. Further details can be found in the main works CEMP and Sustainability Management Plan. Project sustainability requirements that relate directly to this TAP DWP are included in Appendix C. 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 main works, or to address unforeseen adverse transport effects arising from construction, or unresolved complaints. Refer to the CEMP for further detail on the review and updating process.

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Transport Access and Parking Delivery Work Plan

Mt Eden Main Works Overview of Works

The main works involve construction along several active work fronts concurrently within the Mt Eden area at any one time, to enable the redevelopment of the Mt Eden Station and establish the CRL tie-ins to the NAL. Works will be carried out in a staged fashion. The construction staging, and methodologies are described in greater detail in the CEMP. Within the main works area, there are already other works occurring in accordance with the Mt Eden Enabling Works (OPW60350039) and Normanby Road Early Works (OPW60351423) Outline Plan packages. This TAP DWP has been prepared to address the cumulative effect where the different works overlap each other. Accordingly, the works addressed by this TAP DWP involve:

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•

Continuation of demolition, network utility diversions, portal piling, bulk excavations, (blasting and rock breaking)) to form what will become the rail trenches/cut and cover tunnels and mined tunnelling;

•

Construction of the additional Mt Eden Road Bridge and completion of the Normanby Road temporary utility and service bridge;

•

Site set up within the Mt Eden CSAs (Mt Eden Station CSA, Normanby Road CSA and New North Road CSA), including establishment of ITA at the CSAs;

•

Ground improvements, in the form of deep soil mixing (contiguous piling and grout injection), within the NAL corridor between Mt Eden Road Bridge and Normanby Road;

•

Construction of retaining walls, and bulk excavations along the NAL to provide for the rail trenches and installation of new tracks. The excavation will encounter basalt, which will be removed via rock-breaking and blasting. In places, softer ground conditions are anticipated to be encountered, which may require the use of sheet piles;

•

Construction of the eastern and western crossover structures that enable the CRL to tie-in to the NAL;

•

Construction of the Porters Avenue and Fenton Street pedestrian and cyclist bridges.

•

Construction of the Normanby Road grade separation bridge, including regrading of Normanby Road and realigning the Boston Road roundabout;

•

Construction of the Mt Eden Station CRL platform and building foundations, and redevelopment of the existing NAL platform; and

•

TBM operational activities, which include conveying spoil material from the tunnels, refuelling and general maintenance of the TBM within the Mt Eden Station CSA.

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Transport Access and Parking Delivery Work Plan

Construction Staging and Methodology The main works will be divided into several stages within the various work areas. Generally, the works along the NAL are divided into two stages to allow works on the northern (downmain) or southern (upmain) sections to correspond with the â€˜Single Line Runningâ€™ of train services through the construction area. Works within the Mt Eden station area are divided into 12 stages. Stages 1-4 have already been addressed in the Mt Eden Enabling Works outline plan package, and stages 5-12 will be undertaken as part of the main works. For the new Mt Eden Station building and ventilation building, construction of the foundations and building structures will be undertaken as part of stages 5-12, while the finishing of the buildings, including internal and external fittings, will be completed as part of the future public realm reinstatement. The construction staging, and methodologies are described in Sections 2.3 and 2.4 of the CEMP.

Site Description The main works will be undertaken in the vicinity of the existing Mt Eden Station and along the NAL, in an existing urban environment. The main works area is generally bounded by the NAL (south), State Highway 1 (east), Dominion Road (west), and Nikau Street (north). The main works will include construction activity along Nikau Street, Ruru Street, Porters Avenue, Fenton Street, Haultain Street, Ngahura Street, Flower Street, Shaddock Street, Mt Eden Road, Normanby Road, Boston Road and Nugent Street. Refer to Figure 2-1 for an overview of the main works area.

CRL Designation 2500-6 KiwiRail Designation 6300

Figure 2-1: Site and extent of works Page 21

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Transport Access and Parking Delivery Work Plan

Hours of Operation Construction activity will be generally undertaken between 7:00am and 10:00pm on Monday to Saturday, except where a Block of Line or stakeholder consultation indicates that the Best Practicable Option (BPO) is to undertake works outside of these hours. Construction truck movements will generally occur across a 12-hour working day from 7:00am to 7:00pm and focus will be placed on minimising construction travel conflict with the commuter peak periods to reduce the demand on the road network. Where travel is required on routes adjacent to residential zoned land and education facilities, truck movements will be restricted to the greatest extent possible to between 9:30am and 4:00pm on Monday to Friday, and between 9:00am and 2:00pm on Saturday in accordance with designation Condition 25.3(d)(ii). Some trucks essential to the work, such as concrete trucks required during all-day concrete pours, will be permitted as required. Construction related vehicle movements may be undertaken outside these hours, such as the delivery of oversized plant as detailed in the CEMP, provided that they comply with the relevant designation conditions.

Construction Support Areas Across the Mt Eden CRL construction zone, there are three main CSAs: • CSA 4-MTN or ‘Mt Eden Station CSA’1 within the Mt Eden Station and NAL platform (MTN) work area; • CSA 5-EFC or ‘Normanby Road CSA’2 within the East Facing Connection (EFC) work area; and • CSA 5-WFC or ‘New North Road CSA’3 within the West Facing Connection (WFC) work area. These are collectively referred to in this report as ‘Mt Eden CSAs’. Diagrams showing the locations of the above CSAs, their site access points and construction access movements are provided in Section 4.4. There are a number of supporting work zones and site entry / exit points. It is anticipated that the CSA’s will be present throughout the majority of the construction works, whereas site entry /exits / work zones will be established and disestablished as required for related construction activities at different stages of the main works. For more information on the activities occurring and layouts inside the CSA’s please refer to the CEMP.

Construction Workforce The workforce at Mt Eden will vary throughout the stages of the main works. The following maximum workforce numbers are expected for each construction area: • MTN: approximately 500 personnel (including TBM staff); • EFC: approximately 150 personnel; and

This is previously referred to as the Mt Eden Active Construction Zone (ACZ) This is previously referred to as the Mt Eden Construction Support Area (CSA) 3 This is a new CSA title given to a work area between 1A Porters Avenue and the New North Road southbound ramp to Dominion Road Page 22 | Mt Eden Main Works 2

Transport Access and Parking Delivery Work Plan • WFC: approximately 100 personnel. As a potential maximum, there can be up to 750 personnel concurrently across the Mt Eden CSA and ACZ work areas. This number includes subcontractor workforces, such as traffic management and staff from various utility operators who will be on site intermittently during the works. No parking will be provided for the general workforce at the CSAs. A small number of parking spaces (approximately 38) will be provided across the various CSAs and site offices, at least 27 of which will be at the Mt Eden Station CSA. These spaces are intended for service and trade vehicles, such as surveyors, material testing, first aid response and equipment transfers between sites. These spaces will also be shared with Link Alliance staff on a ‘first in first served’ basis but will not be available to the general workforce.

Travel Management Plan To support this TAP DWP and as a CEMP requirement (designation Condition 20.1(d)) a Travel Management Plan will be developed and provided to the workforce prior to works start. The aim of the workforce Travel Management Plan is to reduce the number of private vehicles travelling to the worksites and to increase the accessibility of the work sites through more travel options. Due to the size of the workforce for the construction of the main works at Mt Eden, the potential impacts from workforce travel on the traffic network will be minimised through: • • • • • •

Promotion of public transport; Public transport incentives; Promotion of carpooling; Providing cycle parking storage lockers and showers within the CSAs; Providing storage for tools and equipment within the CSAs and site areas; and Other opportunities (outlined in the workforce Travel Management Plan – refer Appendix E).

The Travel Management Plan and will be promoted through the induction process and onboarding of staff.

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Transport Access and Parking Delivery Work Plan

3. Existing Transport Environment General Traffic Environment For the purposes of this TAP DWP, the existing transport environment includes the last stages of the Enabling / Early Works. The scope of these works are detailed in the Normanby Road Early Works TAP DWP (CRL-MTE-RME-LKA-PLN-800006) and Mt Eden Enabling Works TAP DWP (CRL-MTE-RMELKA-PLN-800015) and are summarised in Table 3-1 along with indicative timeframes. Table 3-1: Enabling Works forming the Existing Transport Environment

Enabling Works

Indicative Timeframes

Demolition works at the Mt Eden ACZ and CSA and pre-TBM setup

Demolition works: Q2 2019 – Q2 2020 TBM setup: Q1 2020 – Q1 2021

Diversion of utility services from the rail line along Fenton Street and Porters Avenue

Q2 2020 – Q4 2020, approx. 7 months

Diversion of utility services from the rail line along Normanby Road, and building the foundations for a temporary utility services bridge across the rail line at Normanby Road

Q2 2020 – Q4 2020, approx. 7 months

Diversion of utilities on Mt Eden Road to enable construction of an additional Mt Eden Road bridge for the CRL line to pass underneath

Utilities diversion starts – Q1 2020 Bridge construction starts – Q2 2020

Undertaking ground strengthening works in the corridor between Mt Eden Road and Normanby Road prior to rail trench construction

From Q3 2020

The commencement of the main works will overlap with the Enabling Works and Early Works. Some activities within the Enabling / Early Works are expected to be completed before others, and some overlap is expected between these works and the main works. The potential cumulative effects of these works are assessed in this TAP DWP. Two significant closures will also occur in the Mt Eden area during this early period to enable utility diversion and construction work to be carried out:

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•

The Porters Avenue level crossing will be permanently closed to vehicles from June 2020. Pedestrians and cyclists will still be able to use the level crossing to cross the rail track until it is replaced by the new Porters Avenue pedestrian / cycle overbridge in late 2021; and

•

The Mt Eden Station will close for approximately four years from July 2020 while the new station building and CRL tunnels and tracks are constructed. Trains will run on single line running (one line only) through Mt Eden to keep freight and passenger services operating on the network, but will not stop at Mt Eden Station. This will allow for safe construction on the non-active side of the rail corridor.

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Transport Access and Parking Delivery Work Plan Normanby Road and Boston Road Area The Normanby Road Early Works are being undertaken in stages and over a period of approximately seven months. While work areas occupy one side of Normanby Road, two-way two-lane traffic operations are maintained over at least 6.0m width of the remaining carriageway. The CRL designation conditions define ‘fully operational traffic lanes’ as general traffic lanes that ‘may include a traffic lane that is subject to a reduced speed limit, or one which may have a temporary reduction in lane width, due to construction activity’. A portion of the Normanby Road Early Works that is expected to require closure of the level crossing will occur prior to the start of the Mt Eden Road bridge replacement works in accordance with designation Condition 30.2(e), which does not permit the fully operational traffic lanes of Mt Eden Road and Normanby Road to be restricted at the same time. Should works overlap, traffic will be managed to ensure two fully operational traffic lanes (one in each direction) are provided along both Normanby Road and Mt Eden Road. The final stage of the Normanby Road Early Works consists of the diversion of the existing utilities located on the north and south sides of the NAL to their corresponding utility lines installed on the proposed temporary utility and pedestrian bridge. Given that the Mt Eden Road bridge restrictions are anticipated to be in place concurrently, the diversion of these two utility lines will be scheduled to be installed in coordination with Mt Eden Road works so as not to restrict the two fully operational traffic lanes on either road during critical daytime periods. Figure 3-1 below shows the final stage (Stage 4) of the Normanby Road Early Works.

Figure 3-1: Normanby Road Early Works - Stage 4

The stormwater treatment installation within 32 Normanby Road and re-grading of a small section of the vehicle crossing to the finished levels of Normanby Road will be undertaken in 2022, as part of the main works.

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Transport Access and Parking Delivery Work Plan Mt Eden Road Area The construction of the additional Mt Eden Road bridge will be done sequentially in two sections to maintain two-way traffic on Mt Eden Road. This will result in the carriageway being reduced to a single, 3.2 m wide traffic lane in each direction, with footpaths maintained on both sides. A 30 km/h speed limit will apply on Mt Eden Road, on both approaches to the bridge, during the works. This traffic provision will meet the definition of â€™fully operational traffic lanesâ€™ for the purposes of achieving compliance with CRL designation condition 30.1(a). Traffic lanes and footpaths will alternate on the eastern and western sides of the bridge as shown in Figure 3-2 and Figure 3-3 below. These indicative temporary traffic management plans as well as vehicle tracking plans are included in Appendix A and B, respectively, in the Mt Eden Enabling Works TAP DWP (CRL-MTE-RME-LKA-PLN-800015).

Figure 3-2: Additional Mt Eden Road bridge temporary traffic management - configuration 1 (source: CRL-MTE-RME-LKA-

PLN-800015)

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Transport Access and Parking Delivery Work Plan

Figure 3-3: Additional Mt Eden Road bridge temporary traffic management - configuration 2 (source: CRL-MTE-RME-LKA-

PLN-800015)

Mt Eden Station CSA Area During the demolition works (pre-TBM setup) a section of Ruru Street and Shaddock Street shall be permanently closed to pedestrians and vehicles. All buildings which gain access via these sections of road have been demolished as part of the Phase 1 to 3 demolition works. Access to the Mt Eden Station CSA is initially via Ngahura Street, Ruru Street and Mt Eden Road, for the demolition of each building. Once the site is cleared, the removal of construction spoil and the majority of construction traffic access will occur via Ngahura Street only. Access will be granted to a minor portion of works via Ruru Street and the intersection of Flower Street and Shaddock Street. Construction truck movements in/out of Ngahura Street at New North Road are limited to left-turns only until traffic signals are installed at the intersection of Ngahura Street / New North Road.

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Transport Access and Parking Delivery Work Plan Porters Avenue Area Porters Avenue currently provides some through traffic function between New North Road and View Road. The Porters Avenue railway level crossing will be permanently closed to vehicles from June 2020 (in advance of the works within the NAL corridor and network utilities relocation), at which point this through traffic function will be lost. The general extent of the temporary and permanent utility diversions work area is illustrated in Figure 3-4 below.

Figure 3-4: Fenton Street / Porters Avenue Enabling Works construction area (source: CRL-MTE-RME-LKA-PLN-800015)

Apart from the changes to the road network due to the Enabling and Early Works (summarised above), other changes affecting public transport, pedestrians and cyclists, and parking are discussed in the sections below.

Road Hierarchy The classification of roads for the purposes of this TAP DWP is based on the Auckland Unitary Plan â€“ Operative in Part (AUP-OP) zoning map shown in Figure 3-5. This differs from the road hierarchy described in the Auckland Council GeoMaps shown in Figure 3-6 and the NZ Transport Agencyâ€™s One Network Road Classification (ONRC) shown in Figure 3-7, which are provided below to further clarify the function of the roads for the main works.

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Transport Access and Parking Delivery Work Plan

Figure 3-5: Auckland Unitary Plan precinct road hierarchy map overlay (source: Auckland Council; February 2020)

Figure 3-6: Auckland Council GeoMaps road hierarchy (source: Auckland Council GeoMaps; February 2020) Page 29 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan

Figure 3-7: One Network Road Classification (source: NZTA; February 2020)

The road classification framework that informed the CRL designation conditions is clarified in the TAP DWP prepared for the now completed CRL Contract 6 works at Mt Eden (relocation of a section of stormwater main),which noted that the ‘CRL conditions were based upon the “Regional Arterials” within the then operative Auckland Council District Plan (Isthmus Section) (i.e. New North Road, Khyber Pass Road, Dominion Road and the motorway network). An equivalent term in the AUP-OP is “Arterials” (applies to those listed previously plus Nugent Street, Boston Road west of Nugent Street, Esplanade Road and View Road).’ 4 Therefore, for the purpose of consistently interpreting the designation conditions going forward, the road classifications in this TAP DWP are based on the AUP-OP map as shown in Figure 3-5. Under this classification system, Normanby Road and Boston Road (east of Normanby Road) are identified as non-arterial roads and Mt Eden Road, Boston Road (west of Normanby Road) and Nugent Street are identified as arterial roads.

Traffic Volumes and Road Characteristics Traffic Movements A summary of traffic volumes during the AM Peak Hour, Average interpeak Hour and PM Peak Hour on key roads in the vicinity of the Mt Eden Main Works, is provided in Table 3-2 below. The vehicle volumes are reflective of what the roads would be carrying before the start of main works.

Nikau Street Stormwater Realignment, TAP DWP, 19 April 2018, Flow Transportation Specialists Page 30 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan Table 3-2: Traffic volumes

Road Name

Classification AM Peak Hour, (AUP–OP) 2-Way [veh/h]

interpeak Hour, 2-Way [veh]h]

PM Peak Hour, 2-Way [veh/h]

Mt Eden Road3 (Boston Rd – Water St)

Arterial

1236

854

1261

Boston Road3 (Mt Eden Rd – Nugent St)

Arterial

796

668

819

Nugent Street3 (Khyber Pass Rd – Boston Rd)

Arterial

822

615

953

New North Road4 (Mt Eden Rd – Basque Rd)

Arterial

1050

756

1265

Symonds Street5 (New North Rd / Symonds St / Mt Eden Rd Intersection)

Arterial

1474

1284

1604

Khyber Pass Road5 (Khyber Pass Rd / Nugent St / Grafton Rd Intersection)

Arterial

1895

1758

2021

Normanby Road6 (Edwin St – Enfield St)

Non-arterial

974

667

974

Enfield Street3 (Mt Eden Rd – Harold St)

Non-arterial

208

120

162

Water Street3

Non-arterial

103

150

Non-arterial

315

227

301

Korari Street

Ngahura Street Flower Street

Nikau Street

Ruru Street4 Porters Avenue Fenton Street

Non-arterial

Exmouth Street

Non-arterial

347

265

385

Lauder Street

Non-arterial

Wynyard Road7

Non-arterial

286

206

270

Haultain Street

Average interpeak Hour volumes were determined for the key roads listed in Table 3-2, where tube count data was available. Data was available for only Normanby Road, Mt Eden Road, Boston Road, Nugent Street, Enfield Street, Korari Street and Exmouth Street. It was determined that the Average interpeak Hourly volume is roughly 72% of the AM Peak Hour volume (the highest peak hour) for the

SCATS data, March 2018 CRL-MTE-RME-LKA-PLN-800006 data 7 CRL-MTE-RME-LKA-PLN-800015 data (traffic volumes after demolition) 8 Tube count data, May 2017 9 NoR2-Porters Ave level crossing_Flow MCA and modelling-Dec15 Page 31 | Mt Eden Main Works 6

Transport Access and Parking Delivery Work Plan roads assessed. For the remaining roads where no count data was available, this estimate of 72% of AM Peak Hour volume was used to determine the interpeak volume. As stated in the Normanby Road Early Works TAP DWP (CRL-MTE-RME-LKA-PLN-800006), no traffic volumes are available for Water Street. However, based on the current land uses on Water Street, the two-way peak hour traffic volumes are expected to be less than 50 vehicles. As stated in the Mt Eden Enabling Works TAP DWP (CRL-MTE-RME-LKA-PLN-800015), all existing buildings within the CRL Mt Eden Station CSA have been vacated and demolished. This has resulted in reductions in the volume of traffic on the streets servicing the area and has been accounted for in Table 3-2 above. Normanby Road and Boston Road Area The data for high volume roads such as Normanby Road, Nugent Street, Mt Eden Road, New North Road and Boston Road demonstrated a tidal flow characteristic where northbound traffic movements (towards the CBD) are dominant in the morning period and southbound traffic volumes (away from the CBD) are dominant in the evening period. Existing congestion on Normanby Road is generally associated with the railway level crossing, the Normanby Road / Boston Road / Nugent Street roundabout and the downstream signalised intersection with Khyber Pass Road. Notably, the eastbound volumes (towards SH1 and Newmarket) on Boston Road east of Nugent Street are generally higher than the westbound volumes (away from SH1 and Newmarket). This occurs during both peak periods and over the full day which indicates that Boston Road has a primary function in providing access to Khyber Pass Road, which connects to predominately the SH1 southbound on-ramp and the wider Newmarket area. This is due to the fact that a right-turn from Symonds Street into Khyber Pass Road is not possible. Furthermore, existing directional signage installed on New North Road eastbound, and Mt Eden Road northbound and southbound guide traffic movements onto Boston Road as shown in Figure 3-8.

Figure 3-8: Existing directional signage on New North Rd eastbound, and Mt Eden Rd southbound and northbound (left to right)

Mt Eden Road Area Truck access to the additional Mt Eden Road bridge works construction site is necessary to deliver plant and material. Trucks approach on Mt Eden Road, northbound during construction stage 1 Page 32

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Transport Access and Parking Delivery Work Plan (Figure 3-2) and southbound during stage 2 (Figure 3-3). Trucks drive past the site before pulling over to the left beyond the construction area and reversing into place. Trucks exit the site forwards, turning left onto Mt Eden Road. Mt Eden Station CSA Area Ngahura Street, Korari Street, Flower Street, Shaddock Street, Nikau Street, Ruru Street, Porters Avenue, Fenton Street and Haultain Street are not classified as Arterial roads in the AUP-OP. Each of these streets provide access to local properties and commercial businesses within the area of the main works. Ngahura Street, Ruru Street, Korari Street, Flower Street and Porters Avenue connect to the wider network at New North Road. Ngahura Street, Flower Street and Porters Avenue do so at prioritycontrolled T-Intersections and Ruru Street meets New North Road at a priority controlled crossroads (with Rendall Place). Korari Street meets New North Road at a signalised intersection with Exmouth Street (with Korari Street and Exmouth Street meeting New North Road at two separate offset Tintersections). Within the main works area all internal intersections are priority controlled. Porters Avenue Area Along with the permanent closure of the vehicle access across the NAL at Porters Avenue/Wynyard Road: •

A 30 km/h speed limit will apply on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street, during the works.

•

Vehicle access to properties on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street is retained to the greatest extent practicable.

•

Vehicle access is at times manually directed by a Traffic Controller/Site Traffic Management Supervisor.

Construction trucks to the Fenton Street / Porters Avenue construction area will approach from both the north (New North Road) and south (View Road) side of the NAL, but mostly from the latter. Truck movements on New North Road are restricted to left turn movements into/out of Porters Avenue only. Construction truck movements on the south (View Road) approach: •

Are restricted to the greatest extent possible to between the hours of 9:30am and 4:00pm Monday to Friday, to minimise conflict with peak period travel demands on the residential streets to the south.

•

Trucks essential to the work, such as concrete trucks during all-day concrete pours are permitted, as required.

•

Are not permitted on View Road east of Wynyard Road, between the hours of 8:00am to 9:00am, or between 2:30pm to 3:30pm on weekdays, to remove conflict with school travel demands.

•

Are not permitted on Brentwood Avenue at any time, due to the narrow nature of this street.

Utilities diversions within the Porters Avenue work area are being carried out progressively in sections, in order to maintain vehicle and pedestrian access to properties. The traffic management Page 33

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Transport Access and Parking Delivery Work Plan applied during each diversion section ensures that a standard 8m medium rigid truck can safely manoeuvre to/from existing properties.

Clearways On New North Road, the westbound lanes have a clearway restriction during the evening commuter peak (4-7pm Monday to Friday). The location of the clearway is shown in Figure 3-9.

Figure 3-9: Clearway on New North Road

Parking and Loading In the area surrounding the Mt Eden construction zones there are a variety of different on-street and off-street parking conditions. A large number of streets within this area have unrestricted parking. The existing parking and loading provisions within the Mt Eden work area and surrounding areas is depicted in Figure 3-10 (unrestricted parking noted with a blue line).

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Transport Access and Parking Delivery Work Plan

Figure 3-10: Parking provision near Mt Eden Station construction areas

It should be noted that AT is currently undergoing consultation to change the parking restrictions on Normanby Road. Currently unrestricted parking on the northern end of Normanby would change to restricted parking (time or paid) parking along the whole length of the road. This is likely to be in place late 2020. Notable parking amenities within the area include: • • •

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Loading Zones on: Ruru Street, Nikau Street, Enfield Street and Auburn Street and new North Road. Car Share parking spaces on: Enfield Street and Normanby Road Taxi Stands on: Enfield Street.

| Mt Eden Main Works

Transport Access and Parking Delivery Work Plan Normanby Road and Boston Road Area Approximately 180m of kerbside parking or 30 parking spaces on Normanby Road, south of the NAL level crossing, will be temporarily removed during intermittent periods in 2020 to support traffic management for the Early Works construction. It is anticipated that the majority of this parking demand will be temporarily displaced to the neighbouring roads of Boston Road, Enfield Street, Mary Street, Edwin Street and Harold Street and Kohekohe Street. ‘No Stopping At All Times’ (NSAAT) lines are marked on the north side of Boston Road. Kerbside parking is provided on the south side of Boston Road with approximately 50 spaces, comprised of P60 parking to the west of Normanby Road and P30 parking to the east. The eastern end of Enfield provides approximately eight kerbside parking spaces without time restrictions. Kerbside parking with P30 and P120 time restrictions are available further west. There are no marked loading zones on Normanby Road within the area of works. As per designation Condition 30.1(j)(iii), 34 alternative parking spaces will be provided within the Normanby Road CSA (CSA 5-EFC) located at 14-22 Boston Road while the Normanby Road Early Works occupy a portion of the car park at 32 Normanby Road. No loss of any on-site parking for 5163 Normanby Road will result from the works, as per Condition 30.1(i)(ii). The Early Works will also require temporary removal of parking spaces in the private car park of 8 and 10 Boston Road. The displaced parking spaces during the works will be provided for within the car park for 11 Water Street (owned by CRLL) and at 14-22 Boston Road. Mt Eden Road Area Intermittent on-street parking is permitted on Mt Eden Road, with parking spaces on the east side of Mt Eden Road generally being P60 (Monday to Saturday) and spaces on the west side are generally P30 (Monday to Saturday) except when the northbound bus lane is in operation. The Enabling Works will not require the loss of any existing private car parking. However, there will be reductions in on-street car parking on Mt Eden Road, resulting in approximately: •

8 fewer P30 on-street parking spaces on the west side of Mt Eden Road, outside 83-95 Mt Eden Road (except during the morning peak, when the existing bus lane is in operation and parking in these spaces is already banned). These spaces are located immediately outside properties being demolished by CRL.

•

3 fewer unrestricted on-street spaces on the west side of the street, outside 103 and 105 Mt Eden Road.

•

3 fewer P60 on-street spaces on the east side of the street, outside 20 and 24 Mt Eden Road.

•

2 fewer P60 on-street spaces on the east side of the street, outside the now demolished 26 Mt Eden Road.

•

5 fewer unrestricted on-street spaces on the east side of the street, outside 40 Mt Eden Road.

Ten of the 13 time-restricted spaces identified above are located immediately outside properties being demolished. As a result, the need for these spaces will be removed. The unrestricted spaces

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Transport Access and Parking Delivery Work Plan above will tend to be used by commuters, as a result the removal of these spaces does not result in impacts that necessitate mitigation. Mt Eden Station CSA Area Intermittent on-street parking is permitted on New North Road. East of Exmouth Street, this parking is paid parking on both sides of the road. West of Exmouth Street on-street parking is generally P30 on the north side of the road and P60 on the south side (Monday to Saturday), except when the eastbound bus lane/westbound clearway are in operation. On-street car parking within the main works area is generally unrestricted, although there is a short section of P5 loading zone on Ruru Street, close to New North Road. Porters Avenue Area The residential streets located to the south of the Porters Avenue/Fenton Street/Haultain Street area are part of the Mt Eden residential parking permit area. Porters Avenue, Fenton Street and Haultain Street are excluded from the permit area. The works within the temporary and permanent utility diversions will also result in the loss of existing car parking on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street. In all of these cases, the removal of these parking spaces is permitted by the CRL designation.

Walking and Cycling Facilities Walking Facilities Normanby Road and Boston Road Area The roads within the immediate works area have footpaths on each side. At some intersections where the identified roads meet, crossing facilities do not accommodate for all user abilities, with an absence of drop kerbs at some crossings. At the Normanby Road / Boston Road / Nugent Road roundabout, no dedicated pedestrian crossing facilities are provided on any approach, despite the relatively high volume of vehicles which travel through this roundabout. Normanby Road provides pedestrian connectivity over the NAL rail corridor, on both sides of the road, via a pedestrian rail level crossing. During the Normanby Road Early Works and in accordance with designation Condition 30.1(p), a 1.8m wide footpath will be maintained on the northern side of Boston Road. Safe temporary pedestrian crossing facilities will be provided at either extent of the Boston Road works. Where works will occupy the footpath on one side of the road, then the alternative pedestrian path will be provided either:

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â€˘

at the front or the back of the work area, with sufficient clearance from the road traffic and/or construction activity to ensure pedestrian safety; or

â€˘

on the other side of the road where a footpath exists and for a safe pedestrian crossing point to be provided in advance of the work zone.

| Mt Eden Main Works

Transport Access and Parking Delivery Work Plan Mt Eden Road Area An existing pedestrian refuge is provided on Mt Eden Road, immediately outside the pedestrian access to Mt Eden Station and the adjacent bus stops which will be relocated. The relocation of the existing pedestrian refuge within Mt Eden Road to a new location will be within 100 m of the current location to provide ongoing pedestrian access across Mt Eden Road and the bus stops on either side (see Figure 3-2 and Figure 3-3). Traffic speeds on Mt Eden Road will also be reduced to 30 km/h, lane widths reduced to 3.2 m, and the number of lanes reduced from 3 to 2 (one in either direction) as required by designation condition 30.1 (a). This will generally improve the pedestrian safety at this crossing. Footpaths will continue to be provided on both sides of Mt Eden Road, with minimum 1.5 m widths. Footpaths may briefly narrow to 1.2 m, however at short pinch points such as at the existing Mt Eden Bridge abutments. Mt Eden Station CSA Area All roads within the immediate vicinity of the Mt Eden Enabling Works have footpaths on each side of the road, with the exceptions of: •

Shaddock Street, which only has a footpath on the northern side of the street; and

•

Sections of Ruru Street, Nikau Street and Flower Street, which will have footpaths only on one side of the street due to the temporary traffic management applied at the CRL Mt Eden Station CSA.

Existing pedestrian movements at internal intersections within the works area generally do not provide for all user abilities, with missing pram ramps on some crossings. The signalised intersection of Korari Street/New North Road/Exmouth Street provides signal-controlled pedestrian crossings of all three streets. A pedestrian refuge is also located on New North Road, west of Ngahura Street. Ngahura Street provides an important pedestrian connection to Mt Eden Station and on to Fenton Street (for Wynyard Road), via a pedestrian rail level crossing. The crossing will be temporarily closed from July 2020 along with the closure of Mt Eden Station. Porters Avenue Area At least a single 1.5 m wide footpath will continue to be provided on Haultain Street, Wynyard Road and Porters Avenue. In the case of Haultain Street, this matches the existing provision. In the case of Wynyard Road and Porters Avenue this is less than the existing provision, but adequate to maintain property access within these local streets. The work area on Fenton Street will be very constrained, and pedestrians will either: •

Be provided with a footpath at least 1.2 m wide; or

•

Be escorted through the work site by a Traffic Controller.

Pedestrian access across the NAL will be retained via a level crossing on the eastern side of Porters Avenue. Pedestrian access across the NAL and to Mt Eden Station will be retained via a level crossing at Ngahura Street/Fenton Street, until approximately June 2020. Pedestrian access to properties on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street will be retained at all times. Page 38

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Transport Access and Parking Delivery Work Plan

Cycling Facilities A short section of westbound cycle lane is provided on New North Road, immediately west of the intersection with Mt Eden Road/Symonds Street. Advance cycle boxes are provided on the New North Road approaches to the Korari Street/Exmouth Street intersection, and on the Mt Eden Road and New North Road approaches to the Mt Eden/New North Road/Symonds Street intersection. In other regards, the immediate area has no dedicated cycle infrastructure. Mt Eden Road, Normanby Road and Boston Road have no dedicated cycle infrastructure in this area. Figure 3-11 below shows the cycling routes in the vicinity of the main works area.

Figure 3-11: Cycle network map - Central C1 (source: Auckland Transport, February 2020) (red circle = project area)

The works will not affect any dedicated cycling infrastructure. Cyclists on New North Road and Mt Eden Road will continue to either ride on the footpath, or share with general traffic as they do currently.

Bus Services and Facilities Figure 3-12 below shows the existing bus routes in the vicinity of the main works area. Bus routes 25B, 25L, 27H, 27T, 27W operate on Mt Eden Road, while bus routes 22A, 22N, 22R, 24B, 24R, 24W operate on New North Road.

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Transport Access and Parking Delivery Work Plan

Figure 3-12: Bus Routes â€“ Central Suburbs (source: Auckland Transport; March 2020) (red circle = project area)

Figure 3-13 below shows the existing bus stops in the vicinity of Mt Eden Station on Mt Eden Road and New North Road.

Figure 3-13: Bus stops near Mt Eden Station (source: Auckland Transport, March 2020)

Figure 3-14 below shows the current bus lanes provided on Mt Eden Road and New North Road in the vicinity of the Mt Eden Station. A bus lane is provided on New North Road in the eastbound Page 40

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Transport Access and Parking Delivery Work Plan direction (towards Auckland CBD), approximately between Ngahura Street and Mt Eden Road, and this operates between 7-10 am on weekdays. A bus lane is also provided on Mt Eden Road northbound, between Kelly Street and Nikau Street, which operates between 7-9 am on weekdays.

Figure 3-14: Bus lanes near Mt Eden Station

Normanby Road and Boston Road Area Normanby Road, Nugent Street and Boston Road do not currently support bus routes as shown in Figure 3-12. Mt Eden Road Area The temporary traffic management, as part of the Mt Eden Enabling Works, will close a section of northbound bus lane on Mt Eden Road, as there is no practicable way to construct the additional Mt Eden Road bridge without closing this bus lane. During the AM peak period, buses will have the benefit of a northbound bus lane up to approximately Akiraho Street, where the merge taper will require buses to merge in with general traffic. This will allow buses to gain access to the front of any queue. Buses will then return to the bus lane prior to the signalised intersection with Boston Road. The proposed temporary traffic management will require temporary bus stops when those currently located on the existing Mt Eden Road bridge are inaccessible. The relocations will be within a short, 80m walk of the existing bus stops (see Figure 3-2 and Figure 3-3).

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Transport Access and Parking Delivery Work Plan Mt Eden Road is strategically significant to public transport services, with bus services being part of Auckland Transport’s Frequent Service Network. Table 3-3 below summarises the bus service frequencies on Mt Eden Road northbound at stop 8503, near 97 Mt Eden Road. Table 3-3: Bus services and frequencies on Mt Eden Road northbound (stop 8503)

Mt Eden Road northbound – Stop 8503 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number 25B

25L

27H

27T

27W

Approx.1 bus every 2 mins

Approx. 1 bus every 3 mins

Total

Table 3-4 below summarises the bus service frequencies on Mt Eden Road southbound at stop 8502, near Enfield Street. Table 3-4: Bus services and frequencies on Mt Eden Road southbound (stop 8502)

Mt Eden Road southbound – Stop 8502 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number 25B

25L

27H

27T

27W

Approx.1 bus every 4 mins

Approx. 1 bus every 3 mins

Approx. 1 bus every 2 mins

Total

Mt Eden Station CSA Area New North Road is also strategically significant to public transport services, with bus services part of Auckland Transport’s Frequent Service Network. Table 3-5 below summarises the bus service frequencies on New North Road eastbound at stop 8203, near 131 New North Road.

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Transport Access and Parking Delivery Work Plan Table 3-5: Bus services and frequencies on New North Road eastbound (stop 8203)

New North Road eastbound – Stop 8203 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number 22A

22N

22R

24B

24R

24W

Approx.1 bus every 2 mins

Approx. 1 bus every 9 mins

Approx. 1 bus every 10 mins

Total

Table 3-6 below summarises the bus service frequencies on New North Road westbound at stop 8202, near 100 New North Road. Table 3-6: Bus services and frequencies on New North Road westbound (stop 8202)

New North Road westbound – Stop 8202 7am – 9am 12pm – 2pm 4pm -6pm

Bus Route Number 22A

22N

22R

24B

24R

24W

Approx.1 bus every 7 mins

Approx. 1 bus every 6 mins

Approx. 1 bus every 2 mins

Total

Porters Avenue Area As shown in Figure 3-12, Wynyard Road and Porters Avenue does not support any bus services.

Emergency Services No emergency services facilities are located near the main works area.

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Transport Access and Parking Delivery Work Plan

Over-Dimension and Over-Weight Routes Figure 3-15 below shows the NZTA Over-Dimensional (OD) roads for Auckland’s city centre. The roads identified as able to support OD vehicles for the transport of large equipment between the Ports of Auckland and Mt Eden: • • • • • • • •

Symonds Street, Newton Road, Beaumont Street, Franklin Road, Ponsonby Road, Fanshawe Street, Customs Street, Anzac Avenue,

• • • • • •

Tangihua Street, Pitt Street, Karangahape Road, Great North Road, Albert Street, Mayoral Drive,

Figure 3-15: Over-dimension vehicle route map – Auckland 4-27 (source: NZTA, November 2004)

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• • • • •

Vincent Street, Khyber Pass Road, Normanby Road, Nugent Street, Mt Eden Road (south of Normanby Road).

Transport Access and Parking Delivery Work Plan / Management Plan Figure 3-16 below shows the NZTA Over-Weight (OW) permit roads for Auckland’s city centre. The roads identified as able to support OW vehicles are: • • • •

Symonds Streets, Beaumont Street, Franklin Road, Ponsonby Road,

• • • •

Fanshawe Street, Customs Street, Anzac Avenue, Tangihua Street,

• • •

Pitt Street, Great North Road, Mt Eden Road.

Figure 3-16: Over-weight permit route map – Auckland 3-9 & 10 (source: NZTA, July 2007)

OD and OW deliveries of construction equipment will require these vehicles to manoeuvre limited sections of arterials and local streets that are not designated routes, including New North Road and Ngahura Street. These vehicle movements will be occasional in nature, used only to deliver/remove large plant, will take place outside of the commuter peak periods, and will be managed by appropriate mobile traffic management. This will allow these vehicles to safely traverse multiple lanes of traffic as required. Vehicle tracking of these over dimension routes are contained in Appendix B of the Mt Eden Enabling Works TAP DWP (CRL-MTE-RME-LKA-PLN-800015). Page 45

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Transport Access and Parking Delivery Work Plan

4. Proposed Traffic Management Methodology Philosophy This TAP DWP has been developed in general accordance with the traffic management approach outlined in the CRL Designation 2500-6 conditions and the supporting ITA, as well as with Auckland Transportâ€™s Code of Practice (ATCoP) and the Transport Agencyâ€™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 arterial and primary access 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. Active transport (walking and cycling); 2. Public transport; 3. Freight, service vehicles, couriers and taxis; and 4. Private vehicles (including construction traffic). The traffic management measures proposed in this TAP DWP have been developed accordingly for these classifications. Temporary pedestrian routes will be designed in accordance with Crime Prevention through Environmental Design (CPTED) guidance. The National Guidelines for CPTED define seven qualities that characterise well designed, safer places: 1. 2. 3. 4. 5. 6. 7.

Access: Safe movement and connections; Surveillance and sightlines: See and be seen; Layout: Clear and logical orientation; Activity mix: Eyes on the street; Sense of ownership: Showing a space is cared for; Quality environments: Well designed, managed and maintained environments; and Physical protection: Using active security measures.

These principles will guide the development of traffic management plans alongside the methods outlined below which have been developed to be commensurate in size and scale to the main works construction activities and the expected effects on the transport network.

Rail Level Crossing Safety Impacts A Rail Crossing Management Plan (RCMP) is provided in Appendix D to address the particular traffic risks associated with undertaking construction work in proximity to the live rail tracks and level crossings. The RCMP will serve as a framework to guide traffic management layout design for the main works and include Level Crossing Safety Impact Assessments (LCSIAs). The plan will ensure that traffic mitigation measures will be in place during the main works such that the existing level of safety will not deteriorate during any of the proposed traffic management stages. LCSIAs will be undertaken in accordance with KiwiRail procedures and requires the calculation of a Level Crossing Safety Score (LCSS) which will be based on site assessment undertaken by a certified Page 46

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Transport Access and Parking Delivery Work Plan Link Alliance level crossing safety assessor along with KiwiRail staff, train operators, and an Auckland Transport safety engineer. The site is scored for the existing situation and then for the proposed traffic management layouts. Taking account of the site visit score together with other factors such as incident reports, train frequency, type of crossing and approach geometry a LCSS is derived for the existing crossing before the works commence and for each traffic management stage. It is a KiwiRail requirement that the crossing operates within a “Medium-Low” or “Low” risk (KiwiRail Category 1) or that the operation of the crossing is made no worse by the traffic management, known as “Category 2”, the Category classes being determined from the LCSS. The RCMP specifies the mitigation measures required for each traffic management phase to ensure that the impacts on the safety of the rail crossing for road users, including cyclists and pedestrians, and rail users can be effectively managed. This plan includes, amongst other things, how queuing back over the rail crossing is to be eliminated and how pedestrian safety is to be maintained. The LCSIA will also be provided with the specific TTMP submissions to Auckland Transport’s Road Corridor Access team for approval.

General Traffic Management The main works construction will be undertaken across a number of stages between June 2020 and December 2024 (four and a half years). Refer to the CEMP for more detail. The main works construction will generally take place within the rail corridor between the Dominion Road fly-over to the west and the SH1 Motorway fly-over to the east. Significant works will also be carried out at a number of rail crossings, which currently vary between at-grade level crossings and grade-separated crossings. These crossings are: • • • •

Porters Avenue / Wynyard Road level crossing, Fenton Street / Ngahura Street pedestrian level crossing, Mt Eden Road bridge, and Normanby Road level crossing.

Table 4-1 below summarises the main works, broken down into three geographical areas, namely: Eastern-Facing Connections (EFC 1 & 2), Mt Eden Station area (MTN) and Western-Facing Connection (WFC). Indicative timeframes are also provided. Table 4-1: Summary of Mt Eden Main Works and indicative timeframes

Eastern-Facing Connection (east of Mt Eden Road towards Normanby Road) Activities Timeframes Commencement of single line running on the southern-most track and removal of rail assets from the northern side of the corridor.

From Q3 2020

Construction of retaining walls required for rail trenches. This will include piling, rock breaking and installing capping beams.

Q3 2020 – Q4 2022

Construction of a split-level cross-over structure, which will enable trains to connect to the new CRL line.

Q4 2020- Q4 2021

Bulk earthworks for rail trenches.

Q1 2021 – Q4 2022

Construction of Normanby Road road-over-rail bridge. Normanby Road level crossing will close for approximately six months to accommodate this work.

Q3 2021 – Q2 2022

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Realignment of the Boston Road / Normanby Road / Nugent Street roundabout to accommodate the new Normanby Road bridge.

Q2 2021 – Q2 2022

Mt Eden Station (Mt Eden Road to Fenton Street) Activities

Timeframes

Closure of access to Mt Eden Station, along with the station closure.

Q3 2020

Relocation of the bus stops and pedestrian on Mt Eden Road bridge.

Estimated Q2 2020

Signalisation of the Mt Eden Road / Enfield Street / Akiraho Street intersection.

Estimated Q2 2020

Construction of the additional Mt Eden Road bridge for the CRL rail line.

Q3 2020 – Q3 2021

Removal of the station access ramp from Mt Eden Road.

Q3 2020

Demolition of the existing Western Line platform and staged construction of an extended and re-aligned platform.

Q1 2021 – Q4 2022

Construction of the new Mt Eden Station building.

Q1 2021 – late 2022

Activities

Western-Facing Connection (from Fenton Street towards Porters Avenue) Timeframes

Permanent closure of Porters Avenue level crossing to vehicles.

Q3 2020

Track removal and construction of rail trench (including bulk earthworks, blasting and piling for retaining walls) and rail cross-over structures.

Staged from Q3 2020 – Q1 2023

Construction of Porters Avenue pedestrian overbridge.

Q3 2020 – Q3 2021

Staged re-instatements of Fenton Street after utility works and footbridge construction.

Q4 2020 – Q3 2022

Construction of Fenton Street to Ngahura Street pedestrian overbridge.

Q1 2021 – Q3 2022

Public Realm enhancements will follow after the completion of the main works in each of the geographical areas above, expected from late 2023. These works will also include reconfiguration of the public realm environment of Ruru Street, Nikau Street and Flower Street to achieve greater connectivity and access to the redeveloped station. Temporary and long-term Traffic Management Plan (TTMP) layouts will be implemented for the main works with evolving requirements. The TTMPs will ensure that existing vehicle access to private properties within the work areas is maintained to the greatest extent possible. Pedestrian access to properties will be maintained at all times. The TTMPs will also ensure that all pedestrian routes meet accessibility requirements of ATCoP with appropriate ramps and gradients for all users. Wayfinding signage will be provided at junctions along key pedestrian routes through the work areas. Where appropriate, additional information will be provided on the location and operation of specific buildings or businesses (refer to the main works Social Impact and Business Disruption Delivery Work Plan (SIBD DWP) for further detail).

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Transport Access and Parking Delivery Work Plan

Construction Staging – July 2020 to December 2024 The staging diagrams below provide a network-wide overview of the main works over time, from the start of works in July 2020 through to December 2024. Changes to this staging may be expected as construction planning progresses. The road layouts for Ruru Street, Nikau Street, Korari Street, Flower Street and Shaddock Street are indicative only and are still being developed as part of the Link Alliance public realm reinstatement design. July 2020 Figure 4-1 shows the construction plan for July 202010.

Figure 4-1: Mt Eden Main Works construction staging plan – July 2020

In June 2020, the Porters Avenue railway level crossing will permanently close to vehicular traffic. However, temporary pedestrian access across the rail line will still be maintained. During this phase, Mt Eden Station will undergo a temporary closure from July 2020 to approximately December 2024. This will include the closure of pedestrian access through the station area, closure of pedestrian access from Mt Eden Road and the closure of the Fenton Street / Ngahura Street pedestrian level crossing. In order to mitigate the effects of the station closure on train passengers, a new 64 bus route will begin operating prior to the closure. The route will operate between Kingsland Station and Newmarket Station. Minor traffic management will be present on the Mt Eden Road bridge during this phase. The works on the Mt Eden Road bridge necessitate the temporary relocation of the pedestrian crossing facility and bus stops currently located on the bridge. To facilitate this, the Mt Eden Road / Enfield Street / Akiraho Street intersection will be signalised by AT, which will provide safe pedestrian crossing

Note the “640” bus route has since been renamed to the “64” route Page 49 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan facilities and bus stops on both sides of Mt Eden Road to the south of the intersection. Pedestrian access along Mt Eden Road and the bridge will be maintained at all times. As Ngahura Street will be the main access point for construction vehicles to the Mt Eden Station CSA, the New North Road / Ngahura Street intersection will be signalised. This signalisation will include minor changes to existing pedestrian crossing facilities and bus stops near this intersection. September 2020 Figure 4-2 shows the construction plan for September 2020.

Figure 4-2: Mt Eden Main Works construction staging plan â€“ September 2020

Single line running of the Western Line (NAL) is expected from September 2020 to April 2023 to provide space for parts of the main works to commence within the rail corridor. Rail work will start on the northern side of the rail corridor. Vehicle and pedestrian access to Fenton Street will be managed by traffic management and traffic controllers to limit access to only Fenton Street property owners and their visitors. Traffic resolutions on Fenton Street will enable traffic management to remove on-street parking on an asneeded basis to support the construction activities. Partial lane closures of Mt Eden Road will occur during this time, consisting of reducing the roadway across the Mt Eden Road bridge to two lanes. Minor traffic management will also be visible on Normanby Road due to utility services diversion works and pilling works for a new temporary utility services bridge across the rail line as part of the Normanby Road Early Works. Construction works and traffic management at Normanby Road will be such that designation Condition 30.2(e) will be met, which does not permit lane closure on both Mt Eden Road and Normanby Road simultaneously.

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Transport Access and Parking Delivery Work Plan January 2021 Figure 4-3 shows the construction plan for January 2021.

Figure 4-3: Mt Eden Main Works construction staging plan â€“ January 2021

The launch of the TBM from Mt Eden is expected in January 2021, driving the new CRL tunnels towards the new Karangahape and Aotea Stations to the north. Spoil being produced from this activity will be temporarily stored on site and carted away to tipping sites. Construction traffic will travel to / from the site via the New North Road / Ngahura Street signalised intersection. Mt Eden Road and Normanby Road works continue during this phase.

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Transport Access and Parking Delivery Work Plan June 2021 Figure 4-4 shows the construction plan for June 2021.

Figure 4-4: Mt Eden Main Works construction staging plan â€“ June 2021

During this phase of construction, Mt Eden Road will have two fully operational traffic lanes with minor works in the shoulder. Minor traffic management will still be visible, and works will continue along the shoulders of Mt Eden Road and underneath the bridge. The temporary relocation of the pedestrian crossing facility and the bus stops located on Mt Eden Road bridge will remain in effect during this phase.

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Transport Access and Parking Delivery Work Plan September 2021 Figure 4-5 shows the construction plan for September 2021.

Figure 4-5: Mt Eden Main Works construction staging plan â€“ September 2021

A switch-over of single line running on the Western Line is expected by September 2021, allowing construction works to continue within the rail corridor on the southern side of the rail line. The pedestrian and cyclist overbridge at Porters Avenue is expected to be completed during this phase, while the level crossing will remain permanently closed to vehicular traffic. The Fenton Street / Ngahura Street pedestrian level crossing will remain closed during this phase. Mt Eden Road is expected to be fully open, in line with designation condition 30.2(e) which does not permit concurrent lane closures on Mt Eden Road and Normanby Road. Main works on Normanby Road grade separation bridge and the Normanby Road / Boston Road roundabout are expected during this phase. These works will consist of partial closures and cornerby-corner work with minor traffic management on Nugent Street. The intersection of Mt Eden Road / Normanby Road will be signalised as per designation Condition 30.1(b). The Normanby Road level crossing will close temporarily for approximately six months. A Temporary Service Bridge (TSB) and able-bodied pedestrian bridge will maintain pedestrian access across the rail line at Normanby Road. Cyclists and mobility users will need to use Enfield Street and cross the rail line via Mt Eden Road.

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Transport Access and Parking Delivery Work Plan March 2022 Figure 4-6 shows the construction plan for March 2022.

Figure 4-6: Mt Eden Main Works construction staging plan â€“ March 2022

During this phase, Normanby Road bridge is expected to be completed and fully opened to all traffic. April 2023 Figure 4-7 shows the construction plan for April 2023.

Figure 4-7: Mt Eden Main Works construction staging plan â€“ April 2023 Page 54

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Transport Access and Parking Delivery Work Plan Main works within the rail corridor are expected to approach completion during this phase, enabling two line running operations on the Western Line through the Mt Eden area. The Mt Eden Station will remain closed during this phase. The Fenton Street and Ngahura Street pedestrian level crossings are also expected to remain open during this phase, while the pedestrian and cyclist overbridge at this location is expected to be completed between April 2023 and December 2024. December 2024 Figure 4-8 shows a network-wide overview of the Mt Eden area at construction completion which is expected in December 2024.

Figure 4-8: Mt Eden Main Works construction staging plan – December 2024

Public Realm Enhancements will follow after the completion of main works, expected from late 2023. This includes addressing the final layouts of the surrounding roads and the Mt Eden Station precinct. A number of significant changes to the road network and public transport services will take place during the main works construction programme which are expected to have an effect on the road network operations for pedestrians, cyclists, public transport users and general motorists. These key events are:

Page 55

•

Porters Avenue and Fenton Street level crossing closures;

•

New North Road / Ngahura Street signalisation;

•

Mt Eden Station closure;

•

Mt Eden Road lane closures and bridge works; and

•

Normanby Road level crossing temporary closure.

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Transport Access and Parking Delivery Work Plan

Porters Avenue and Fenton Street Level Crossing Closures As permitted by a confirmed alteration to CRL Designation 2500-6, the Porters Avenue level crossing will permanently close to vehicular traffic in June 2020. The pedestrian level crossing at Fenton Street / Ngahura Street will close at the same time as the closure of Mt Eden Station in July 2020. Several main works packages will be undertaken in the Porters Avenue and Fenton Street area. These works include utility and drainage installations, footbridge foundation piling and bridge construction. Enabling works for these packages have been detailed and assessed in the Mt Eden Enabling Works TAP DWP (CRL-MTE-RME-LKA-PLN-800015) and will interface with the Main Works. Within the Porters Avenue and Fenton Street work areas, the following will occur during the main works construction phases: •

•

Pedestrian access across the NAL will be retained via the level crossing on Porters Avenue. •

Porters Avenue railway level crossing will permanently close to vehicular traffic in June 2020 via TMPs.

•

Pedestrian access will be maintained on the western side of the level crossing. The signals and bells equipment from the eastern side will be relocated to the western side as an agreed mitigation measure between Link Alliance and KiwiRail.

•

In July 2020, with the closure of Mt Eden Station, the western pedestrian level crossing will permanently close while the eastern crossing re-opens with electronically controlled pedestrian gates to provide sufficient safety to pedestrians during single line running operations.

•

The eastern pedestrian level crossing will be permanently closed once the Porters Avenue footbridge is constructed, which is expected to be completed by September 2021.

Pedestrian access across the NAL and to the Mt Eden Station via the level crossing at Fenton Street / Ngahura Street will permanently close at the same time as the Mt Eden Station closure in July 2020. •

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The pedestrian level crossing will be replaced by a footbridge, which is expected to be completed between April 2023 and December 2024.

•

A 30 km/h speed limit will apply on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street during the works.

•

Pedestrian access to properties on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street will be retained at all times.

•

Vehicle access to properties on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street will be retained to the greatest extent practicable. Vehicle access may at times be manually directed by a Traffic Controller / Site Traffic Management Supervisor.

•

Construction traffic to the Porters Avenue / Fenton Street construction areas will need to approach from both the north (New North Road) and south (View Road):

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Transport Access and Parking Delivery Work Plan •

Truck movements on New North Road will be restricted to left-turn movements into / out of Porters Avenue only.

•

Vehicles carrying spoil, bulk construction materials or machinery on View Road will be restricted as much as practicable to between 9:30 am to 4:00 pm on weekdays and 9:00 am to 2:00 pm on Saturdays, to minimise conflict with peak period travel demands on the residential streets to the south.

•

Trucks essential to the work, such as concrete trucks required for all-day pours will be permitted as required.

•

Vehicles carrying spoil, bulk construction materials or machinery will not be permitted on View Road east of Wynyard Road, between 8:00 am to 9:00 am, or between 2:30 pm to 3:30 pm on weekdays, to remove conflict with school travel demands.

•

Trucks will not be permitted on Brentwood Avenue at any time due to the narrow nature of this street.

•

Traffic management applied during each phase of the main works construction will need to ensure that a standard 8 m medium rigid truck can safely manoeuvre to / from existing properties.

•

Traffic management will ensure full accessibility to those parts of Porters Avenue not affected by, but in the vicinity of, the construction works as per designation Condition 30.2(g)(iv).

•

Wayfinding and information signage will be visible on-street to/from the area to assist pedestrians, public transport passengers and vehicles regarding closures, detours and alternative travel options.

Figure 4-9 below shows an overview of the work zones on Porters Avenue, Haultain Street, Fenton Street and Wynyard Road during Stage 1 of main works construction.

Figure 4-9: Porters Ave, Haultain St, Fenton St, Wynyard Rd work zones (Stage 1) Page 57

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Transport Access and Parking Delivery Work Plan The main works on Porters Avenue, Haultain Street, Fenton Street and Wynyard Road are expected to result in the following parking removals: •

Four fewer unrestricted on-street spaces along Wynyard Road northbound, outside 1/5 Wynyard Road.

•

Five fewer unrestricted on-street spaces along Wynyard Road southbound, outside 1 Fenton Street.

•

Ten fewer unrestricted on-street spaces along Haultain Street eastbound, bordering the rail corridor.

•

16 fewer unrestricted on-street spaces along Haultain Street westbound, outside 3-10 Haultain Street.

•

22 fewer unrestricted on-street spaces along Fenton Street eastbound, bordering the rail corridor.

•

12 fewer unrestricted on-street spaces along Fenton Street westbound, outside 1-11 Fenton Street.

•

Five fewer unrestricted on-street spaces along Porters Avenue northbound, outside 3 Porters Avenue.

•

Four fewer unrestricted on-street spaces along Porters Avenue southbound, outside 2-4 Porters Avenue.

In all of these cases, the removal of these on-street spaces is permitted by the CRL designation conditions. Main works Stage 2 work zones are expected to be largely similar. Fenton Street Footbridge Construction Figure 4- below shows the final bridge position and indicative lift crane position off Ngahura Street.

Figure 4-10: Fenton Street Footbridge final position Page 58

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Transport Access and Parking Delivery Work Plan Night works will be undertaken for the landing of bridge spans. A working window of 0:00 am to 4:00 am has been assumed, thereafter the tracks will be cleared at 4:30 am. Appropriate advanced notice will be given to adjacent properties of all night works. The lifting and landing of the Pier-3 to Pier-2 Span may require a partial/full closure of Fenton Street to complete the span lift exclusion zone. Bridge span maximum transportable widths of 4.2 m have been assumed, which will dictate the number of section splices of the main span. Special permits for transport may reduce the restriction allowing larger widths and less span sections, reducing site welding required. This also applies to the construction of the Porters Avenue footbridge (below section). Porters Avenue Footbridge Construction Figure 4-9 below shows the final bridge position and lift crane position on Porters Avenue.

Figure 4-9: Porters Avenue Footbridge final position

Night works will be undertaken for the landing of bridge spans. A working window of 0:00 am to 4:00 am has been assumed, thereafter the tracks will be cleared at 4:30 am. Appropriate advanced notice will be given to adjacent properties of all night works. Pedestrian access across the NAL will be maintained via the Porters Avenue level crossing along with TTM through the site. The potential cumulative effects of the Porters Avenue railway level crossing permanent closure and other main works on the road network, and travel patterns in the Mt Eden area, have been modelled and are discussed in further detail in sections below.

New North Road / Ngahura Street Signalisation Ngahura Street will be the main access point for construction vehicles to the Mt Eden Station CSA, in accordance with designation Condition 25.3(c)(i). As such, the New North Road / Ngahura Street intersection will be signalised by AT. The intersection is proposed to be signalised by late 2020. The traffic signals will assist in the safe and efficient turning of large construction vehicles out of Ngahura Street. Figure 4-10 below shows the traffic signal layout design of the New North Road / Ngahura Street intersection. AT will undertake consultation with affected properties in relation to the proposed changes. Page 59

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Transport Access and Parking Delivery Work Plan

Figure 4-10: New North Rd / Ngahura St traffic signal layout design (Scheme Design, 18 March 2020)

This signalisation will include other minor changes to public transport, active mode and parking facilities near the intersection such as:

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•

Relocating the existing bus stops and bus shelters on both sides of New North Road, slightly further east of the intersection. This will result in approximately five fewer P30 on-street parking spaces in front of 78-96 New North Road.

•

Extension of the cycle lane on New North Road westbound, west of the intersection. This will result in approximately two fewer P30 on-street parking spaces in front of 112 New North Road and four fewer P30 on-street parking spaces in front of 130 New North Road.

•

Parking removal by NSAAT markings along Ngahura Street, resulting in approximately six fewer P60 on-street parking spaces in front of 112 New North Road and two fewer unrestricted parking spaces in front of 98-110 New North Road.

•

Removal of the existing pedestrian crossing to the west of the intersection and providing a signalised crossing point on the eastern leg of the intersection.

•

Extension of the cycle lane and addition of drop kerbs on New North Road eastbound, west of the intersection.

•

Advance cycle boxes on both approaches of New North Road to the intersection.

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Transport Access and Parking Delivery Work Plan â€˘

Raised table pedestrian crossing facility at the Virginia Avenue East approach to New North Road and full-length conversion of Virginia Avenue East to a one-way road in the northbound direction.

The potential cumulative effects of the New North Road / Ngahura Street signalisation and other main works on the road network, and travel patterns in the Mt Eden area, have been modelled and are discussed in further detail in section below.

Mt Eden Station Closure In July 2020, Mt Eden Station will close for redevelopment and to enable the Link Alliance to construct the new CRL works in the surrounding area. The station is expected to be closed for approximately four years while construction is underway. The existing Western Line (NAL) platform will be demolished and rebuilt to accommodate an overbridge from the redeveloped Mt Eden Station. The CRL line will have its own platform, also accessed through the new Mt Eden station. Once fully established, the construction site will incorporate a significant area of the rail corridor between Dominion Road to the west and Khyber Pass Road to the east. Due to the limited remaining space, it is not feasible to construct a temporary station between the neighbouring Kingsland or Grafton stations. During construction, trains will operate over a single track through Mt Eden to maintain operations for freight and passenger services on the Western Line. It has been assessed that stopping at the station is not feasible as the resultant stop/go effect over the single line would significantly reduce the viable train frequencies and passengers on the full Western Line. Therefore, single line running ensures enough space to safely complete construction on the opposite side of the rail corridor, without delaying train services and minimising the overall disruption to Western Line users. Closing the station is required also to guarantee both public and worker safety during the construction. If trains were to continue stopping at Mt Eden Station, this would require passengers to enter a live and complex construction site. Figure 4-11 below shows an indicative layout for the redeveloped Mt Eden Station, expected to be completed by December 2024.

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Figure 4-11: Overview of the redeveloped Mt Eden Station (Dec 2024)

A series of enhanced transport services and network mitigations have been committed to respond to the effects of the Mt Eden Station closure: •

AT public information video campaign and ground staff supported started in March 2020 ahead of the station closure.

•

Wayfinding and information signage will be visible on-street to/from the station area to assist pedestrians, public transport passengers and vehicles regarding closures, detours and alternative travel options.

•

Active mode travel will be encouraged as mitigation to the disruption caused by the temporary Mt Eden Station closure. •

Kingsland and Grafton Stations, about five to 10 minutes’ walk or cycle from Mt Eden Station, both provide cycle parking facilities.

•

All trains provide a carriage that is equipped to accommodate bikes on board.

•

The 221X and 223X Express Bus Services running via New North Road will be converted to all-stop services. These services will supplement public transport capacity on New North Road.

•

Additional capacity will also be added to the existing 22 New North Road services as well as the 24 Sandringham Road services.

In addition, a bus lane on New North Road westbound will be implemented between approximately 50 m east of Flower Street and the New North Road / Ngahura Street signalised intersection. Figure 4-12 below shows a concept design of the proposed bus lane on New North Road westbound.

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Figure 4-12: New North Rd westbound bus lane between Flowers St and Ngahura St (concept)

This bus lane will include other minor changes such as: •

The bus lane will replace the existing clearway restrictions on this section of New North Road westbound between 4:00 pm – 7:00 pm, Monday – Friday.

•

Tree pruning along New North Road westbound, offsetting of signal head displays at the New North Road / Korari Street signalised intersection and relocation of a streetlight between Korari Street and Ruru Street to allow for Double Decker clearance.

A new bus service is also proposed to ensure that alternative public transport options are available while the station is closed. The new 64 route will be introduced in July 2020, ahead of the Mt Eden Station closure. The route will operate between Kingsland Station and Newmarket Station. Figure 4-13 below shows the proposed route of the new 64 service.

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Figure 4-13: New 64 service from Mt Eden Station to Newmarket Station

The new 64 route has been extended west to Kingsland Station, following further assessment, to further mitigate the effects of the Mt Eden Station closure. Additional bus stops for the new 64 service will be provided on Boston Road, west of the Normanby Road / Boston Road roundabout. Figure 4-14 below shows a concept layout of the new 64 route bus stops on Boston Road.

Figure 4-14: Boston Road bus stops for new 64 service

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Transport Access and Parking Delivery Work Plan The proposed bus stops on Boston Road will result in five fewer P60 on-street parking spaces along Boston Road westbound in front of 14-22 Boston Road, and four fewer P60 on-street parking spaces along Boston Road eastbound in front of 69-71 Boston Road. It is anticipated that the temporary bus stops on Boston Road for the new 64 bus service will be relocated further west on Boston Road as part of the Normanby Road / Boston Road roundabout Main Works. In accordance with designation Condition 30.2(h), the measures outlined above will also mitigate some of the potential negative effects of the Mt Eden Road bridge works and lane closures.

Mt Eden Road Bridge Works and Lane Closures The Mt Eden Road bridge works will consist of early utility diversion works to enable the construction of an additional bridge section, to the north of the existing bridge, to allow for the CRL line to pass underneath. These works will result in partial lane closures of the bus lane and flush median, while maintaining pedestrian access along Mt Eden Road. The overall Mt Eden Road works programme is expected to be from May 2020 to September 2021. Further detail of the Mt Eden Road works, and assessment of the effects is provided in the Mt Eden Enabling Works TAP DWP (CRL-MTE-RME-LKA-PLN-800015). The additional Mt Eden Road bridge works and lane closures necessitate the relocation of the pedestrian crossing facility and the bus stops on both sides of Mt Eden Road. The bus stops will be relocated south of the Mt Eden Road / Enfield Street / Akiraho Street intersection, and signalisation of the intersection will be provided by AT in Q4 2020 to provide a safe pedestrian crossing facility on Mt Eden Road. At the time of writing this TAP DWP, the bus stop relocation will be temporary, for the duration of construction, while Auckland Transport considers options for its permanent location. The bus stops will likely be located as close as possible to the new rail station to facilitate interchange between bus and rail. Auckland Transport has also indicated that the presence of the traffic signals will be reviewed at the end of construction to determine if it will remain permanently. The following signalisation options have been considered by AT: â€˘

Full signalisation of the Mt Eden Road / Enfield Street / Akiraho Street intersection, and

â€˘

Midblock signalisation of Mt Eden Road, between Enfield Street and the Mt Eden Road bridge.

Full signalisation was the preferred option to manage pedestrian safety as well as traffic flows. Intermediate options for relocating the bus stops are also under consideration in case the signalisation of Mt Eden Road / Enfield Street / Akiraho Street intersection cannot be completed prior to the Mt Eden bridge works commencing. Partial lane closures during the construction of the Mt Eden Road bridge will provide at least two traffic lanes (one in either direction) to satisfy designation Condition 30.1(a). As the Mt Eden Road bridge works will be undertaken prior to main works on Normanby Road, designation conditions 30.2(d), 30.2(e) and 30.2(f) will be met.

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Transport Access and Parking Delivery Work Plan The design of the existing Mt Eden Road bridge, south of the new bridge, is currently being reviewed in relation to the AT Connected Communities programme for Mt Eden Road. Reconstruction of the existing bridge to a higher standard is being investigated by the Link Alliance. The Mt Eden Road bridge works and lane closures are expected to require the removal of the following parking spaces: •

Eight fewer P30 on-street parking spaces on the west side of Mt Eden Road, outside 83-95 Mt Eden Road (except during the morning peak, when the existing bus lane is in operation and these spaces are already banned). These spaces are located immediately outside properties being demolished by CRL.

•

Three fewer unrestricted on-street parking spaces on the west side of the street, outside 103 and 105 Mt Eden Road.

•

Three fewer P60 on-street spaces on the east side of the street, outside 20 and 24 Mt Eden Road.

•

Two fewer P60 on-street spaces on the east side of the street, outside the demolished 26 Mt Eden Road.

•

Five fewer unrestricted on-street spaces on the east side of the street, outside 40 Mt Eden Road.

Ten of the 13 time-restricted parking spaces identified above are located immediately outside properties that have been demolished as part of the CRL construction works. As a result, the need for these spaces has been removed and the effects of removing the spaces will be negligible. Unrestricted spaces tend to be used by commuters. As a result, these will not require specific mitigation and the existing users will be required to park elsewhere or travel via other modes. Impacts on parking and loading, due to the signalisation of the Mt Eden Road / Enfield Street / Akiraho Street intersection, will be managed by AT. The temporary closure of the Mt Eden Road northbound bus lane is expected to have only modest travel time and reliability effects on public transport users, as the bus lane only operates during the morning peak period (7:00 am to 9:00 am, Monday – Friday). During this peak period, buses will have the benefit of the northbound bus lane between Kelly Street up to approximately Akiraho Street where the Mt Eden Road / Enfield Street / Akiraho Street traffic signal is proposed. Thereafter, the TTM taper will require buses to merge with general traffic. This will allow buses to gain access to the front of any queue. Buses will then return to the bus lane prior to the signalised intersection with Boston Road. The works on Mt Eden Road will require the full closure of the road to all traffic on at least two occasions, to allow the bridge beams to be craned into place. These closures will take place during the evenings only, between 10:00 pm and 6:00 am. This will require Mt Eden Road buses, including airport Skybus services, to detour via Boston Road and Normanby Road. It is noted that Mt Eden Road services operate from 5:00 am to midnight (3:00 am Saturday and Sunday mornings) and that the SkyBus operates 24 hours a day.

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Normanby Road Level Crossing Temporary Closure Early utility diversion works on Normanby Road require lane closures of the Normanby Road railway level crossing during Block of Lines and weekends in May and June 2020. These early works and lane closures will occur prior to any partial lane closure on Mt Eden Road to satisfy designation conditions 30.2(e) and 30.2(f). Once all utility services have been diverted away from the roadway, the Temporary Services Bridge (TSB) and pedestrian bridge across the NAL has been completed, and the services cutover to corresponding lines on the TSB and Mt Eden Road bridge works have been completed, then the main works on Normanby Road will commence. The main works on Normanby Road will upgrade the existing level crossing to a grade separated crossing which will require lane closures, consisting of the following key construction activities: •

Normanby Road / Boston Road roundabout reconstruction and lifting levels in some parts of Boston Road, Nugent Street and Normanby Road. •

•

The roundabout layout will undergo alternative arrangements during its reconstruction from early 2021, expecting completion before September 2021.

Concrete bridge piling construction, rail corridor excavation and track formation, and installation of bridge beams and deck construction. •

The level crossing will undergo temporary closure to vehicles for approximately six months from September 2021 to March 2022.

Figure 4-15 below provides an overview of the main works to be undertaken at the Normanby Road roundabout and level crossing.

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Figure 4-15: Normanby Road roundabout and level crossing Main Works overview

The main works on Normanby Road, Boston Road and Nugent Street are expected to result in the following parking removals: •

Two fewer unrestricted on-street spaces along Nugent Street southbound, outside 57 Boston Road.

•

29 fewer unrestricted on-street spaces along Boston Road westbound, east of the roundabout (combined impact of the Normanby Road main works and rail corridor main works).

•

Four fewer unrestricted on-street spaces along Normanby Road northbound, outside 22 Normanby Road.

•

Five fewer unrestricted on-street spaces along Normanby Road southbound, outside 51-63 Normanby Road.

•

No additional loss of parking is expected on Boston Road west of the roundabout, as the effects of the new 64 service bus stops will already be in place at the time of the Normanby Road main works.

The Normanby Road main works temporary closures will occur after the Mt Eden Road bridge works in accordance with designation conditions 30.2(d), 30.2(e) and 30.2(f). At no time will the main works reduce traffic capacity on both Mt Eden Road and Normanby Road, as shown in the Construction Staging diagrams in Section 4.3.1. When main works are being carried out on one of Page 68

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Transport Access and Parking Delivery Work Plan these two roads that reduce the available traffic capacity, full capacity will remain available on the other route. The only option available to reduce delays further, while still carrying out the works, would be to provide increased traffic capacity on other routes across the NAL. However, this is not considered a practicable option. The TSB will also satisfy designation Condition 30.1(c) by providing a temporary pedestrian crossing over the rail line during the temporary closure of the Normanby Road connection. As the TSB will only be a temporary crossing facility, it will be an able-bodied pedestrian bridge only. Cyclists and mobility users can still cross the rail line at the Mt Eden Road bridge via Enfield Street. In accordance with designation Condition 30.1(b), the Normanby Road / Mt Eden Road intersection will be signalised during the temporary Normanby Road closure. Figure 4-16 below shows a concept traffic signal layout design.

Figure 4-16: Normanby Road / Mt Eden Road intersection temporary signalisation (concept)

The signalisation of the intersection will assist vehicles turning out of Normanby Road into Mt Eden Road. In accordance with designation Condition 30.1(b), a second traffic lane will be provided on the Boston Road approach to its intersection with Mt Eden Road and the no-parking restrictions on Boston Road will be extended along the length of Boston Road to facilitate through traffic. This will result in the further removal of parking on Boston Road west of the roundabout, with six fewer P60 on-street spaces and one fewer P30 space, outside 2-8 Boston Road.

Construction Support Areas Truck loading and unloading will occur within the Mt Eden CSAs and ACZs which are located in the areas of EFC 1, EFC 2, MTN and WFC, as shown in Figure 4-17. Conflicts between pedestrians, private Page 69

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Transport Access and Parking Delivery Work Plan vehicles and construction activity at each access point will be managed by a Traffic Controller (during active site hours). Construction vehicles arriving at a CSA or ACZ will not wait on the traffic network and will be facilitated into the site immediately on arrival.

Figure 4-17: Mt Eden work area overview

EFC 1 and EFC 2 Within the EFC 1 and 2 area there is one CSA (Normanby Road CSA / CSA 5-EFC) and four additional work zones / site entrance / exits which provide access to the rail corridor. There will be 10 locations where site vehicle entrances / exits interface with the road network as shown in Figure 4-18.

Figure 4-18: Access and Egress to CSAs and work zones in EFC1 and EFC 2 (Original image source: Auckland Council, GeoMaps)

The access provisions and worksite features are listed below:

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Transport Access and Parking Delivery Work Plan Normanby Road CSA (CSA 5–EFC): •

•

• •

From approximately May 2020 to May 2022 (Stage 1), the main site entrance and exit for all vehicles will be on Water Street. An additional entry and exit on Normanby Road will be primarily used by oversized vehicles initially and then closed upon the completion of the Temporary Services Bridge (TSB). The entry and exit provisions for this CSA will adhere to the following designation conditions at all times: o Condition 30.1(n): Vehicle movements between Water Street and Mt Eden Road for CRL construction related heavy commercial vehicles will be limited to left-in and leftout only. o Condition 30.1(o): Access from Normanby Road will be restricted to left-in and leftout movements only; the exception to this will be when Normanby Road is closed at the level crossing for bridge construction and abutment excavations which would also prevent construction vehicles to access this CSA from Normanby Road, south of the rail line. From approximately October 2021 to January 2023 (Stage 2), there will be two additional vehicle entrances/exits (with provision for a wheel wash): one at Normanby Road south of the TSB, and one at the 3 Enfield Street car park, south of MC40; Arrangements for alternate temporary car parking, for stakeholders at 32 Normanby Road, will be provided when works are undertaken within their car park. This is discussed in Section 5.10 and is required by designation condition 30.1(j)(iii). Pedestrian access to the CSA will be provided on Water Street, separate from the vehicle access. There is no provision for on-site staff parking at this CSA.

Boston Road Work Area: • •

• •

The Boston Road work zone will mainly be required during Stage 1 of the Mt Eden area works; Vehicle and truck entrances will be located at the upper end of Boston Road (as seen in Figure 4-18) and exits via left turn out onto Normanby Road. There will be a site entrance and exit in the middle of the work zone to provide flexibility for vehicle access. Hoarding for the work zone will extend into the south side parking on Boston Road (see Section 5.11 for more information). Hoardings will also extend around the Flame tree and the work zone will occupy the area of the left turn slip lane. General vehicle users will turn left at the roundabout in the through lane. Large trucks unable to make the left turn at the roundabout will turn right and loop around the roundabout 270 degrees to turn into Normanby Road.

Lauder Road Work Area: • •

•

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The Lauder Road work area will be set up and mainly used in Stage 2. Stage 1 will support construction vehicles doing minor utility works. There will be one vehicle entry/ exit point interfacing with Normanby Road, this will be left turn in and left turn out. One vehicle entry / exit point will be through the Lauder Road car park (outside of the designation area). Additionally, there will be rail corridor access for construction vehicles at the eastern end of Lauder Road. | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan •

Access to the Mt Eden Corrections will be maintained as per Condition 30.1(h), which requires two-way access to be maintained at all times for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road (including staff and visitors’ cars, service vehicles, prison vans, emergency vehicles and buses).

Across the whole of the EFC 1 and EFC 2 areas, vehicle access to the works area will be restricted to material delivery, concrete delivery, spoil delivery to surge pile and spoil removal offsite, service vehicles (for example sediment disposal and fuel supply) and vehicles required for personnel movements across construction works. An offsite storage facility will be located out of the city centre to guarantee the supply of materials and pre-fabricated units when required.

MTN and WFC Combined, the MTN and WFC areas have five locations where the site accesses interface with the road network, shown in Figure 4-19.

Figure 4-19: Access and Egress to CSA's and work zones in MTN and WFC (Original image source: Auckland Council, GeoMaps)

The access provisions and worksite features have been listed below: Mt Eden Station CSA (CSA 4-MTN): • • • • Page 72

Entrance / exit to this CSA for trucks (with proposed wheel wash) is near the western side of the CSA onto Ngahura Street; Site parking at the entrance of this CSA; Separate pedestrian entrance to the CSA and access to the site offices will be provided from Ruru Street; and A secondary access to the CSA for only deliveries to the TBM technical area will be located at the southern end of the new temporary Flower Street diversion. There will be

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Transport Access and Parking Delivery Work Plan approximately 10 deliveries per day to the technical area and will include cement, bentonite, and mechanical workshop items. Deliveries to this site access will arrive via New North Road and Ruru Street and exit onto Mt Eden Road via Nikau Street. New North Road CSA (CSA 5-WFC): • •

Site vehicle entrance and exit through New North Road, and additional site vehicle exit through Porters Avenue; and The pedestrian walkway will be blocked (a fence will be placed on the walkway under the bridge). This is addressed further in Section 5.7.

Porters Avenue, Fenton Street and Wynyard Street: • •

Stage 2 access to the rail corridor will be from the existing Wynyard Street, Porters Avenue level crossing and via a ramp off Haultain Street. These streets will also be accessed as required for the construction of the pedestrian bridges.

Across the whole of this area vehicle access to the work sites will be restricted to material delivery, concrete delivery, spoil delivery to surge pile and spoil removal offsite, service vehicles (for example sediment disposal and fuel supply) and vehicles required for personnel movements across the main works. There will be no provision for contractor parking in any of these sites.

Construction Traffic The CRL Mt Eden construction sites are located adjacent to the existing western rail network (NAL). Accordingly, the option of removing spoil offsite from the TBM and mined tunnel operations via the rail network has been considered. This option has been discounted as the existing rail line infrastructure and available train equipment is not suitable to support rail transportation of spoil. The only viable option for transportation of spoil is via the road network on truck and trailer11. Assessment of spoil removal transport options is included in the Mt Eden Enabling Works TAP DWP – Appendix C.

Vehicle Types Across all of the CRL Mt Eden work sites there will be a range of vehicle sizes and types being used for the construction activities. All sites will accommodate smaller vehicle units such as 6- wheeler trucks, 11m ridged trucks and 7m-9m concrete trucks. Larger construction vehicles will be required to access the Mt Eden Station CSA and the Normanby Road CSA. Larger vehicles include 19m truck and trailers, 18m semi-trailers trucks and articulated trucks up to 25m in length.

Vehicle Volumes The vehicle volumes will be described in two ways: the number of vehicles and the number of vehicle movements. The number of vehicles is defined as the physical number of vehicles a particular construction activity requires (e.g. 2 trucks worth of materials). That same vehicle is able to make more than one vehicle movement between the site and the network, and may undertake trips between sites within 11

In referral to designation condition 25.3(j) Page 73 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan the wider Mt Eden Station precinct. One vehicle can pass a point along a road more than once (i.e. arriving at site and then leaving the site), the total number passed is the vehicle movement volume. Assumptions The number of construction vehicles required for the Mt Eden works has been determined using the following method and assumptions: •

•

• • • • • •

•

For the purposes of determining the worst-case scenario, ‘truck’ volumes are based on all construction vehicles transporting spoil and materials being 6m3 - 6-wheeler truck. • This excludes construction vehicles removing spoil at the location of MTN. These will be 12m3 truck and trailers removing spoil from a surge pile. Number of vehicles have been based on volume of material being removed or required via delivery. (Time to load or unload vehicles within the CSAs have been taken into consideration but not used as a determining factor). Vehicle numbers are averaged across a 10 -hour working day. • TBM related truck movements will operate 24 hours a day. Each quarter is 12 working weeks – assuming 4 weeks in a month and 3 months in a quarter. Construction vehicles will be accessing site 5 days a week (conservative assumption). • Noting that spoil removal is likely to occur 7 days a week. Concrete trucks have a volume of 6m3. An additional 15% has been added to the calculated truck required as contingency. Large plant and machinery will be one-off deliveries, as required. These deliveries are not expected to be disruptive as they are rare in occurrence and brief in duration. Note that some essential equipment required for the main works has already been delivered as part of the early works, while other equipment will be endeavoured to be delivered overnight or in the early morning in preparation for use from the start of the workday. Section 4.5 covers this in more detail. The work being considered is heavy construction only. Future public realm works will be addressed closer to the time by way of amendments to the Outline Plan of Works process and TAP DWP.

It should also be noted that vehicle movements will be described as ‘movements’ and ‘return trips’. Movements refer to a vehicle arriving at site and a vehicle leaving site being 2 separate movements. Return trips refer to a vehicle arriving at the site and then leaving to return to its origin being 1 trip. Construction Activities The expected total number of construction vehicles from Q1 2020 to Q1 2023 are shown in Figure 4-20, split by the four construction areas: EFC 1, EFC 2, MTN (C5 and C3 works), WFC. Below is a summary of the activities considered in the total construction vehicle movements: • • • • • Page 74

Excavation Ground Improvements Piling and retaining Walls Bridge Construction Drainage

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Transport Access and Parking Delivery Work Plan • • • • •

NAL Platform Construction TBM and Tunnel Mining Eastern and Western Crossover Structures Miscellaneous deliveries Contractor and Subcontractor Vehicles

Distribution Over the course of the construction (Q1 2020 – Q1 2023) there will be on average a total of 212 vehicles across the Mt Eden area per day. Figure 4-20 shows that the total number of construction vehicles visiting EFC 1, EFC 2, MTN and WFC sites will peak at 350 a day in Q1 2021 (700 movements). Figure 4-20 also displays a double peak for the volumes of construction traffic expected. This is largely due to the ending of ‘Stage 1’ in December 2021 and switching the live rail line to begin ‘Stage 2’ in December 2021/ January 2022 and having Stage 1 activities tail off in Q2 and Q3 2021 and then beginning to increase again in Q4 2021 and Q2 2022. The MTN site will have the largest contribution to construction vehicle movements as this is the location with the largest amount of work occurring and the biggest storage and surge piles.

Figure 4-20: Average number of expected construction vehicles per day

It can be expected in the early and late phases of construction across all sites that vehicle movements will be mainly related to establishment and disestablishment of sites as well as fitout related activities for the Mt Eden Station. For this graph, minor deliveries and contractor staff vehicles are estimated to be approximately 40 vehicles per day for the Mt Eden Station CSA and 20 vehicles per day for each of the other ACZ areas. Normal operating hours for construction traffic across CRL are 7:00am to 7:00pm, Monday to Saturday. Some activities may finish at 10:00pm while others occur overnight and are subject to compliance with noise and vibration limits. Activities which might contribute to outside of ‘normal Page 75

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Transport Access and Parking Delivery Work Plan operating hours’ could be movement of oversized equipment and sensitive plant to minimise disruption to general traffic (Section 4.6 for further details) or for infrequent prolonged activities such as large continuous concrete pours. The transporting of spoil off site can also occur outside of the ‘normal operating hours’ when required to maintain the 24 hours / 7 days tunnelling operations, when the TBM spoil may exceed the surge pile capacity. 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. Overall, the effects on the road network due to construction traffic will be minor as detailed in Section 5.2.

Construction Vehicle Routes In general truck movements to and from the Mt Eden CSAs and ACZs will be via the arterial road network as defined by the AUP-OP, the OD routes, OW routes and other authorised routes where no other practical option is available (as per CRL designation Condition 25.3(c)(i)). The sites are all well located in relation to accessing the arterial and OD/OW networks. Some of these arterial roads pass through residential zoned land and access to the Fenton Street site requires use of residential and collector roads (Wynyard Road and View Road). In addition to this, two education facilities have been identified along the construction vehicle routes. Mitigation measures in relation to residentially zoned land, residential / local streets and sensitive areas such as schools are addressed in accordance with CRL designation Condition 25.3(a) and 25.3(d) in Section 5.8.3. Construction vehicle routes for general construction traffic movements (including internal transportation of spoil, materials (such as aggregates) and other construction related deliveries) have been determined to enable access to and egress from each site from North, South or West Auckland via the State Highway network. Figure 4-21 shows the routes to access the CSAs and construction sites from the State Highway network and Figure 4-22 shows the routes to access the State Highway network from the CSAs and ACZs.

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Figure 4-21: Construction vehicles accessing Mt Eden CSAs and construction sites from State Highways (Original image source: Auckland Council, GeoMaps)

Figure 4-22: Construction vehicles egressing Mt Eden CSAs and construction sites to State Highways (Original image source: Auckland Council, GeoMaps) Page 77

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Transport Access and Parking Delivery Work Plan The above construction traffic routes have identified two on/off ramps that could be used to access the State Highway when coming or going from any primary direction (north, south or west). This was done in case of incidents and unplanned events that occur on the network, and hence providing resilience to the CRL transport routes. Routes with the shortest access to the motorway from the sites will always be used as a primary route. Outside of these specified routes in Figure 4-21 and Figure 4-22 alternatives will only be used if required. Normal hours for construction vehicle activity outside of speciied routes will be limited to the greatest extent possible to 9:30am – 4:00pm Monday to Friday and 9:00am – 2:00pm on Saturdays where trucks must pass residential zoned land and education facilities. For the local roads that are used for construction, tracking has been undertaken to ensure that construction vehicles are able to adequately manoeuvre at intersections. This includes: •

The left turn from Dominion Road to View Road (Figure 4-23), and

•

The left turn from View Road to Wynyard Road and the right turn from Wynyard Road to View Road (Figure 4-24).

Figure 4-23: Vehicle tracking from Dominion Road to View Road

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Figure 4-24: Vehicle tracking at Wynyard Road and View Road intersection.

Both of these locations in their current form can adequately provide manoeuvring for an 11.5m rigid truck when the vehicle was moving at a low speed. For truck manoeuvrebility at the access and egress points of the ACZs at Fenton Street, Haultain Street and Porters Avenue, tracking will be undertaken as part of the development of TMPs. Reverse manoeuvring of construction trucks shall not take place on any arterial route. The only exception to this is if the truck or construction vehicle is inside the work zone and is assisted by a Traffic Controller. If reverse manoeuvring is required on any other street this shall be carried out with the assistance of a Traffic Controller and manual Stop / Go control as required.

Spoil Disposal Routes Vehicle routes for the transportation of spoil off-site are shown in Figure 4-25.

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Figure 4-25: Spoil vehicle routes to spoil disposal sites (Original image source: Auckland Council, GeoMaps)

There are a range of potential spoil disposal sites where consenting and operational arrangements are being progressed12. The range of disposal sites are located in the far west, far south and central areas of Auckland. The different spoil types transported to each are outlined: • • •

Tip sites located far west and far south will take ‘clean wet’ spoil; The Three Kings Quarry, being centrally located, will take ‘clean dry’ spoil; and Contaminated spoil will be transported to a landfill located in the far south.

The majority of spoil removed from site will be the clean wet spoil that is extracted by the TBM. The clean dry type of spoil is limited to surface spoil to be removed during the initial tunnelling operations. Three Kings Quarry The clean dry spoil to be transported to the Three Kings Quarry will require trucks to pass by some residential zoned land via Mt Eden Road. 12

Once these sites have been confirmed, the transport routes between the state highway and the sites will be assessed in relation to the provision of the designation conditions and documented either in a separate Link Alliance memorandum or amended to this TAP DWP as part of the annual DWP review. Page 80 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan Discussions are ongoing with AT to limit the use of Mt Eden Road for spoil transport to Three Kings Quarry to between 9:30am and 3:00pm, in order to avoid truck movements during the morning and afternoon school peak hours. The proposal includes allowing spoil transport to use the route of SH16 and SH20 as shown in Figure 4-26 during the morning and evening peak hours of 7:00am to 9:30am, and 3:00pm to 5:00pm, on weekdays. Approximately 33 truck movements per day are expected between the Mt Eden Station CSA and the Three Kings Quarry. The hours which Mt Eden Road is to be used will comply with designation Condition 25.3(d)(ii). The use of Hillsborough Road and Mt Albert Road on the SH16 – SH20 route will be limited to designation Condition 25.3(d)(ii) to the greatest extent possible.

Figure 4-26: Three Kings Quarry construction vehicle routes

Over-Dimensional / Overweight and Large One-off Deliveries When required, delivery of large plant or oversized materials (such as components of large structures e.g. the pedestrian bridges) by OD vehicles will take place via the Transport Agency’s OD routes where practicable. These routes include the State Highway network, and those outlined in Section 3.7. During the early phases of the main works construction programme large pieces of equipment and machinery will need to be bought to the site to allow the commencement of the physical works, although it is expected that the majority of the ‘large pieces of equipment’ have already been Page 81

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Transport Access and Parking Delivery Work Plan bought to the site in the enabling and early works phase (i.e. TBM). Haulage companies must obtain the correct permits before using the OW routes for OW deliveries. Large OW / OD deliveries will occur at night with traffic management assistance and controlled turns at intersections. Some deliveries will occur outside normal operating hours where permitted (i.e. night deliveries). This will be done in order to minimise the disruption to the traffic network and allow safe manoeuvring of OD vehicles across multiple lanes.

Contractor Parking On-site parking across all CSAs and ACZs will be provided (approximately 38) for the loading/unloading of equipment, materials, spoil and for essential contractor vehicles. The Mt Eden Station CSA will have some allocated parking within the site. There will be approximately 27 carpark spaces on site and these parking spaces will be provided for site staff and visitors.

Workforce Travel Demand Management It is expected that the traffic effects of workforce travel can be reduced by providing the workforce with advice on the use of public transport, car sharing and off-peak shift starts (especially in the morning peak period). The CRL Mt Eden workforce will be provided with public transport information, and encouraged to travel via public transport or to carpool if they choose to drive. Further details are outlined in the Workforce Travel Management Plan provided in Appendix E and the workforce will be briefed accordingly prior to the start of main works. The limited amount of parking provided in the Mt Eden works area, along with the implementation of the Workforce Travel Management Plan will serve to help ease congestion generated as a result of workforce travel.

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Transport Access and Parking Delivery Work Plan

5. Assessment and Management of Effects Methodology The assessment of transport effects aims to provide an understanding of how the main works at key stages within the proposed construction period from June 2020 to December 2024 could impact on the surrounding transport environment. The key stages of main works are those that are identified to potentially have the most adverse impact on the transport environment, leading to a combination of appreciable deterioration in the operational capacity of the road network as well as reductions in the access and parking provisions for roads, private properties and public sites. The proposed main works construction staging has been assessed with regards to the traffic volumes generated by the CSAs and the ACZs (Section 4.5.2), the type of construction activity, timing and level of construction traffic movements (Section 4.5.3 and Section 4.5.4), and the road network layout and its predicted traffic levels (Section 3.3.1). The Auckland City Centre SATURN traffic model is used to assess the effects on the wider road network based on the network layout in the stages of construction between January 2021 and March 2022. During these stages of the main works, several changes are expected to be in place on the road network that will have a notable effect (either positive or negative) on road capacity: •

Temporary staggered tee intersection of Normanby Road / Boston Road / Nugent Street (Stage 4 of the Link Alliance Normanby Road roundabout construction methodology);

•

Closure of the Normanby Road railway level crossing to vehicles;

•

Closure of the Porters Avenue railway level crossing to vehicles;

•

Two lanes on the Boston Road approach to the intersection with Mt Eden Road;

•

Signalised intersection at Mt Eden Road / Normanby Road;

•

Signalised intersection at New North Road / Ngahura Street; and

• Signalised intersection at Mt Eden Road / Enfield Street / Akiraho Street. Assessment of the above roading changes using the SATURN model is detailed in the following section.

SATURN Model The Auckland City Centre SATURN model originally used for CRL construction traffic modelling had undergone an update in 2012. Minor calibration and validation exercises were subsequently undertaken in 2016, 2018 and 2019 for predominately modelled roads in the CBD. Minor changes to the modelled network layout have been undertaken in 2019 to assess construction of the CRL Aotea Station and Karangahape Station. Further changes to the model were made in 2020 comprised of network changes associated with the Mt Eden main works.

2020 CRL Model The 2020 CRL Model is a reference case that represents CRL construction in Mt Eden in January 2021. This reference case is iterated upon for the testing of construction stages between January 2021 and March 2022. This model uses the 201913 SATURN model as a base and includes the key 13

Received the Auckland City Centre SATURN from Flow Transportation Specialists on 13/08/2019 and further calibrated Page 83 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan road network changes in the Mt Eden area as well as various committed projects across the City that are likely to occur at the same time: (i)

(ii) (iii) (iv) (v) (vi) (vii) (viii) (ix) (x) (xi) (xii) (xiii) (xiv) (xv) (xvi) (xvii) (xviii)

Karangahape Road construction works between Ponsonby Road and Symonds Street were assumed complete and the final layout which reflects the streetscape on Karangahape Road14 was incorporated. Symonds Street/Karangahape Road intersection to reflect Karangahape Road Cycleway construction complete15 were included. Corrected inconsistent distances 16 from ‘2018 Base model’ and “AT K’Rd Streetscape TMP A & F” model on Karangahape Road. Quay Street Enhancements which renders Quay Street one lane in each direction. Reduction of traffic lanes on Pitt Street and closure of Beresford Square towards Pitt Street to reflect construction work associated with the Karangahape Station17. ICON construction at the Wyndham Street/Albert Street intersection18. Reversing Lower Albert Street to one lane southbound, with bus realignment to reflect planned work consented under the C2 works 19. Partial opening of the Wellesley Street/Albert Street intersection for general traffic in Scenario 2. Bus diversions20 in response to buses not able to travel through the Victoria Street/Albert Street intersection as provided by Auckland Transport. Freemans Bay TMP for Picton Street, Hepburn Street and Angelsea Street. Victoria Street cycleway between Hasley Street and Nelson Street, signalising the left turns onto Wellesley Street and Hasley Street. Signalisation of the Sale Street/Wellesley Street intersection. Albert Street Streetscape, C2 works from Wyndham Street to Swanson Street to Wolfe Street. Porters Avenue railway level crossing is closed. Signalisation of Enfield Street / Mt Eden Road intersection. Signalisation of Ngahura Street / New North Road intersection. Signalisation of Normanby Road / Mt Eden Road intersection. Additional 80m long lane on Boston Road approaching the Mt Eden Road / Boston Road intersection.

Construction traffic volumes on the network have been added to this reference case, for both the morning and evening peak periods. The volumes adopted for all tests are the forecast construction traffic volumes for Q1 2021 (refer Section 4.5), which is estimated to be the peak period of construction activity. It is noted that the volumes are a combination of forecast spoil transport traffic and estimated general construction delivery traffic. The routes to which these construction volumes were applied are the known spoil transport routes21. The specific volumes added to the model include: 14

Received the AFC_K_Road_Modelling_Update_TMP_PhasesAandF_v2 model from AFC on 20/08/2019. Received an updated layout for K’Rd/Symonds St junction from AFC on 23/08/2019 16 Agreed corrections with Flow Transportation Specialists and AFC on 27/08/2019 17 Planned work submitted as part of TAP DWP for Karangahape Station Early Works 18 Assumed that ICON construction would operate as shown in Figure 2 below. 19 Extracted from Appendix 22.14 - TAP DWP Addendum Lower Albert (Dec 2019 to Aug 2020 Assumptions) 20 AT Bus route changes as per ‘2019-08-19 Bus Response Routes - Updated.xlsx’ received on 28/08/2019 21 The modelling of construction traffic on only spoil transport routes is an adopted simplification because the general construction delivery traffic will comprise of a mix of trucks, utes and cars that will use a mix of arterial and collector routes. Page 84 | Mt Eden Main Works 15

Transport Access and Parking Delivery Work Plan â€˘

17 trucks per hour each way on the spoil removal route between Ngahura Street (Mt Eden Station CSA access at southern end) and SH16 via New North Road, Symonds Street and Newton Road; and

â€˘

2 trucks per hour each way on the spoil removal route between Normanby Road (Normanby Road CSA access north of the NAL) and Mt Eden Road (south) via Boston Road for leaving the CSA and Normanby Road for entering the CSA. AT has undertaken a separate modelling assessment of the impacts of the Mt Eden Station closure on the transport network. The assessment showed that there could be an additional 50 car trips in the morning peak hour and 60 car trips in the evening peak hour across the road network as a result of the station closure. The net increase in traffic volumes on any one road in the Mt Eden area is estimated to be less than five vehicles per hour, which is negligible for the SATURN assessment. The details of the AT assessment are discussed in Section 5.5.

Reference Case Model Extension The 2019 SATURN model has been further extended along Mt Eden Road and Normanby Road. Figure 5-1 and Figure 5-2 illustrate the original SATURN model and the extended model for the purposes of this assessment, respectively.

Figure 5-1: Auckland City Centre SATURN 2019 layout at southern boundary

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Figure 5-2: Extended model layout

While only minor changes have been made to the road network within the model, several changes have been made to the modelâ€™s zone structure. These changes have involved manual splitting of various zones around the model extension area to match the observed traffic count, utilising information from the 2014 Normanby Road level crossing closure report22. However, the overall demand for the model is unchanged.

Reference Case Zone Splitting The zone splitting of Ngahura Street was based on a traffic count survey conducted on 12 February 2020. A portion of traffic demand was manually split from the larger zone that represents the total traffic demand at the area. The new and more refined zone reflects the survey count and better represents the effect of the intersection. The zone splitting of local trips along Enfield Street, Edwin Street and Lauder Road was based on the 2014 Normanby Road level crossing closure model23. Although the total demand of the two models are different, the proportion of zone splitting for local trips along the three streets was adopted from the previous model. It was assumed that the number of local trips is unlikely to change as the land used around the area remains basically the same.

Alignment with Construction Staging and Methodologies

Normanby Road and Porters Avenue Level Crossings: Traffic Assessment of closing or retaining crossings; Flow Transportation Specialists; June 2014. 23 Received from Flow Transportation Specialists on 16/02/2020. Page 86

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Transport Access and Parking Delivery Work Plan The reference case model is iterated on for the assessment of the Normanby Road / Boston Road / Nugent Street roundabout construction in the period before September 2021, and for the closure of Normanby Road level crossing from September 2021 to March 2022. The modelling scenarios are divided into the reference case as described above in Section 5.2.1 and five cases as noted below in Figure 5-3 and Figure 5-4. The reference case and the five cases are based on the expected traffic management layout described below: • • • • •

•

Reference Case; Case 1A: Staggered Tee on Normandy Road / Boston Road intersection with north to south priority; Case 1B: Staggered Tee on Normandy Road / Boston Road intersection with east to west priority; Case 1C: Staggered Tee on Normandy Road / Boston Road intersection with a roundabout at the north intersection (with 9m diameter temporary roundabout); Case 1D: Full closure of the Normanby Road level crossing (with 18m diameter single lane roundabout at Normanby Rd / Nugent Street / Boston Road with 100% diversion to Mt Eden Road); and Case 1E: Full closure of the Normanby Road level crossing as per Case 1D and assuming 20% rerouting to Mountain Road via Clive Road.

For Cases 1A, 1B and 1C a speed limit of 30km/h and reduced lane capacity of 1,100vph is modelled for the four approaches to the intersection of Normanby Road / Nugent Street / Boston Road to represent the impact of traffic management on traffic flows.

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Figure 5-3: Staggered tee intersection layouts tested in SATURN

Cases 1A, 1B, and 1C are alternative lane priority arrangements of the temporary staggered tee intersection layout required as part of Stage 4 of the roundabout upgrade construction methodology. The banning of right turn movements (mostly required during peak hours) in each of the cases is a measure required due to the lack of space for turning lanes and to prevent unsafe queuing either over the rail crossing or on the downhill on Nugent Street. The appropriate arrangement to install as part of the TMP for the construction stage will be determined once the detailed methodology is available. It will be considered in relation to the layout of road barriers and Page 88

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Transport Access and Parking Delivery Work Plan hoardings that will be in place to allow sufficient visibility to motorists on each approach and to provide a good level of traffic safety through the intersections. All cases above include the closure of the Porters Avenue railway level crossing and the signalisation of Mt Eden Road / Enfield Street / Akiraho Street. The road layouts for each case are further detailed in Section 5.3.

Additional Traffic Rerouting Although most of the Normanby Road traffic can be expected to reroute to Mt Eden Road as the closest alternative route, some trips to and from Clive Road may redistribute to Mountain Road as a second alternative, as shown in Figure 5-4. As Mountain Road is beyond the area of the SATURN model, Case 1E is created to represent such a diversion. Case 1E can also represent a general redistribution of Normanby Road traffic to a route other than Mt Eden Road in areas beyond the modelled network. To assess this in the SATURN model, an arbitrary 20% of the traffic volume from zones on Mt Eden Road was manually reassigned to the zones on Park Road. Overall, Case 1E is a more pragmatic assessment of the effects of the level crossing closure while Case 1D is considered a conservative test used to understand the sensitivity of Mt Eden Road delays in relation to increased traffic volumes.

Figure 5-4: Traffic rerouting assumption Page 89

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Transport Access and Parking Delivery Work Plan

Travel Time Validation of Base Model AT have been monitoring the travel time on key routes prior to and during the construction of CRL. Figure 5-5 shows the Bluetooth travel time routes in the Mt Eden area that are monitored by AT.

Figure 5-5: Travel time Routes as per designation condition 26.9

Calibration of the 2019 base model was undertaken and included adjustments to intersection signal timings and the capacity of the four travel time routes. Table 5-1 shows the average Bluetooth travel time of those monitored routes for November 2019 compared with the modelled travel times of the calibrated 2019 base model. According to the NZTAâ€™s Transport Model Development Guidelines, the modelled travel time should be within 15% or one minute of the observed travel time. Confirmation for whether the criteria is met is shown in column 6 for the morning peak and column 6 for the evening peak. Table 5-1: Travel time Comparison Summary

Route New North Road/Symonds Street Mt Eden Road

Khyber Pass Road Page 90

Bluetooth (min)

Morning Peak Model (min)

Criteria Met

Bluetooth (min)

Evening Peak Model (min)

Criteria Met

3.1

2.2

True

2.3

1.4

True

1.9

2.3

True

1.6

2.3

True

2.2

1.8

True

2.2

2.0

True

1.6

1.3

True

1.6

1.4

True

2.4

1.5

True

2.0

1.8

True

1.8

1.4

True

2.0

1.5

True

Travel Direction

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Transport Access and Parking Delivery Work Plan

Route

Newton Road

Bluetooth (min)

Morning Peak Model (min)

Criteria Met

Bluetooth (min)

Evening Peak Model (min)

Criteria Met

3.3

2.3

True

2.6

2.0

True

3.6

2.2

False

3.2

3.8

True

Travel Direction

The results of this comparison allow for an understanding of the scale of difference in traffic movements for interpretation of the modelling results for the Reference Case versus Cases 1A to 1E. Although the modelled travel times are mostly within the above-mentioned one minute criteria, the morning peak model appears to generally underestimate the travel times. The implication is that construction delays in the Reference Model and the five cases may be underestimated by a similar amount. The route of most concern is Mt Eden Road, which is expected to be impacted most by the Normanby Road level crossing closure as described in refer Case 1E. The modelled travel times for Mt Eden Road agrees well with the observed times (i.e. within 18-24 seconds) and gives confidence to the accuracy of the assessed travel times for Case 1E. For the evening peak, all the travel times are well within the criteria.

General Traffic Volume Changes To isolate the potential impacts of the proposed works, the proposed traffic management measures included in the CRL Model options have been compared to the Reference Case Model for each option. The changes were quantified in the form of volume difference plots and travel time changes. In the SATURN plots for Case 1A, 1B, 1C, 1D and 1E shown in sections below, the green bands indicate the net increase in traffic volume between the Reference Case scenario and the options, while the blue lines indicate decreases in volume (width proportional to the volume of change). The volumes displayed are what SATURN terms “actual” volumes, which are given by the assignment stage and represents the volumes assigned to the model network within the hour.

Case 1A – North-South Priority This intersection arrangement makes Boston Road traffic give way to north-south movements between Normanby Road and Nugent Street. It also prohibits right turn movements into Boston Road from Normanby Road and Nugent Street to prevent excessive queuing and traffic safety issues. This arrangement will result in the rerouting of traffic to adjacent street as shown in Figure 5-6 and Figure 5-7.

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Figure 5-6: Morning peak hour plots of volume difference for Case1A compared to the Reference Case

The above modelling results for the morning peak show: • • •

A significant decrease in Boston Road trips due to the right turn bans from Normanby Road and Nugent Street; A moderate increase in trips westbound on Enfield Street, northbound on Nugent Street and eastbound on Khyber Pass Road; and A slight increase in northbound traffic on Burleigh Street.

Figure 5-7: Evening peak hour plots of volume difference for Case1A compared to the Reference Case

The above modelling results for the evening peak show: Page 92

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Transport Access and Parking Delivery Work Plan • •

A significant increase in northbound trips along the Nugent Street and Khyber Pass Road; and A significant decrease in trips on Boston Road due to the right turn bans into Boston Road and the reduced priority for east-west movements on Boston Road.

Case 1B – East-West Priority This intersection arrangement makes Normanby Road and Nugent Street traffic give way to eastwest movements on Boston Road. It prohibits right turn movements from Normanby Road into Boston Road and from Boston Road into Nugent Street to prevent excessive queueing and traffic safety issues. This arrangement will result in the rerouting of traffic to adjacent streets as shown in Figure 5-8 and Figure 5-9.

Figure 5-8: Morning peak hour plots of volume difference for Case1B compared to the Reference Case

The above modelling results for the morning peak show: • • •

Page 93

A significant increase in trips northbound on Mt Eden Road and eastbound on Boston Road; A significant decrease in northbound traffic on Normanby Road and Nugent Street; and A moderate increase in eastbound traffic on Khyber Pass Road.

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Transport Access and Parking Delivery Work Plan

Figure 5-9: Evening peak hour plots of volume difference for Case1B compared to the Reference Case

The above modelling results for the evening peak show: • • • •

A significant increase in trips northbound on Mt Eden Road and eastbound on Boston Road; A corresponding decrease in northbound traffic on Normanby Road and Nugent Street; A moderate increase in eastbound traffic on Khyber Pass Road; and A moderate increase in northbound and southbound traffic on Symonds Street between Khyber Pass Road and Mt Eden Road.

Case 1C – Northern Intersection Roundabout This intersection arrangement provides a roundabout (likely to be fully mountable) at the northern intersection between Boston Road, Nugent Street and Normanby Road. A priority control is provided at the intersection of Normanby Road / Boston Road with the banning of right turn movements from Normanby Road to Boston Road to prevent excessive queueing and traffic safety issues. This arrangement will result in the rerouting of traffic to adjacent roads as shown in Figure 5-10 and Figure 5-11.

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Figure 5-10: Morning peak hour plots of volume difference for Case1C compared to the Reference Case

The above modelling results for the morning peak show: â€˘ â€˘

A moderate increase in northbound trips on Nugent Street and eastbound volumes on Khyber Pass Road; and A slight decrease in Boston Road trips in both directions.

Figure 5-11: Evening peak hour plots of volume difference for Case1C compared to the Reference Case

The above modelling results for the evening peak show: Page 95

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Transport Access and Parking Delivery Work Plan • • •

A moderate increase in northbound trips on Nugent Street and eastbound volumes on Khyber Pass Road; A moderate decrease in Boston Road trips in both directions; and A moderate increase in westbound traffic on SH16 through the central motorway junction and southbound on SH1.

Case 1D – Normanby Road Closure and Local Rerouting This case assesses the effects of the closure of the Normanby Road level crossing with traffic being reassigned to Mt Eden Road as the only alternative route. The changes to trips of the closure compared to the Reference Case are shown in Figure 5-12 and Figure 5-13.

Figure 5-12: Morning peak hour plots of volume difference for Case1D compared to the Reference Case

The above modelling results for the morning peak show: • • • •

Page 96

A significant decrease in trips on Normanby Road and New North Road in both directions; A significant increase in northbound trips on Mt Eden Road and eastbound traffic on Khyber Pass Road; A moderate increase in southbound trips on Mt Eden Road, Enfield Street and Edwin Street; and A moderate decrease in trips on Boston Road likely due to the capacity of Mt Eden Road / Boston Road intersection limiting the volume of traffic between Mt Eden Road and Boston Road.

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Transport Access and Parking Delivery Work Plan

Figure 5-13: Evening peak hour plots of volume difference for Case1D compared to the Reference Case

The above modelling results for the evening peak show: • • •

•

A significant increase in northbound trips on Mt Eden Road; A significant increase in trips on Dominion Road, George Street and Charles Street in both directions; A significant decrease in trips on Newton Road, Symonds Street (between Newton Road and New North Road), New North Road, Mt Eden Road (between Symonds Street and Boston Road) and Normanby Road; and A moderate decrease in trips on Boston Road, Nugent Street and the Khyber Pass Road southbound on-ramp to SH1.

Case 1E – Normanby Road Closure with 20% Wider Network Rerouting This case assesses the effects of the closure of the Normanby Road level crossing as done in Case 1D but with 20% of the Normanby Road traffic volumes diverted away from Mt Eden Road. Although most of the Normanby Road traffic can be expected to reroute to Mt Eden Road, some trips to and from Clive Road may redistribute to Mountain Road. Under congested conditions on Mt Eden Road, traffic may also find other routes such as Gillies Avenue and Dominion Road. Changes in traffic volume between Case 1E and the Reference Case is shown in Figure 5-14 and Figure 5-15.

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Figure 5-14: Morning peak hour volume difference plots for Case1E compared to the Reference Case

The above modelling results for the morning peak show: • • •

A significant decrease in trips along the Normanby Road; A significant increase in trips on Mt Eden Road; and A moderate increase in trips expected on Enfield Street and Edwin Street with these two routes providing traffic approaching from the north the most direct access to the Normanby Road area south of the level crossing, while the level crossing is closed.

Figure 5-15: Evening peak hour volume difference plots for Case1E compared to the Reference Case Page 98

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Transport Access and Parking Delivery Work Plan The above modelling results for the evening peak show: • •

A significant decrease in trips along the Normanby Road; and A significant increase in northbound trips on Mt Eden Road.

Effects on the State Highway Network The volume difference plots in the above sections have shown that the modelled cases when compared to the Reference Case will result in relatively small volume changes (generally less than 50 trips) along the SH1 and SH16 motorways and motorway ramps at the northern boundary of the Mt Eden area. Of the State Highway assets, the SH1/Khyber Pass Road on-ramp and off-ramp is shown to be impacted most significantly by the road layout changes at Normanby Road and Boston Road. This is likely due to its proximity to the work zones and the function of Boston Road as a route to the SH1/Khyber Pass Road southbound motorway access for motorists from Mt Eden Road and New North Road as described in Section 3.3.1. The forecast changes to vehicle volume and delay at the ramps are generally less than 30 vehicles and 5 seconds, respectively, in both peak hours. The exceptions to this are a reduction of 57 vehicles on the off-ramp in the morning peak in Case 1A and 137 less vehicles on the on-ramp in the evening peak in Case 1D when compared to the Reference Case. These changes are assessed to be a result of increases in travel time on the local network which in Case 1A causes the 57 vehicles to continue on SH1 past the off-ramp and for Case 1D causes less vehicles to arrive at the on-ramp. With Case 1E being the more realistic scenario than 1D, the overall rerouting of traffic locally within the Mt Eden area for each modelled road layout is expected to have very minor effects on the operations of the motorway.

General Traffic Travel times The traffic volume changes assessed above for Cases 1A to 1E also result in corresponding travel time changes as described in this section. The Mt Eden area routes specified in designation condition 26.9 have been assessed, and are listed below: • • • •

New North Road and Symonds Street (between Dominion Road and Newton Road); Mt Eden Road (between Normanby Road and Symonds Street); Khyber Pass Road (between the southern motorway ramps and Symonds Street); and Newton Road (between the north western motorway ramps and Symonds Street).

These routes are illustrated in Figure 5-16 and are consistent with the routes that AT are monitoring during CRL construction.

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Figure 5-16: Travel time routes

The following sections discuss the modelled travel times for the Reference Case and Cases 1A to 1E.

Case 1A â€“ North-South Priority Table 5-2 presents the travel times for the Mt Eden area routes as modelled in the Reference Case and Case 1A, which is a potential intersection layout installed during construction of the Normanby Road roundabout. Table 5-2: Case 1A Travel time summary

AM Peak Route

New North Road/Symonds Street

Direction

PM Peak

Reference (min)

1A (min)

Difference (min)

Reference (min)

1A (min)

Difference (min)

Northbound

2.5

1.8

-0.7

1.4

1.5

0.1

Southbound

2.5

0.0

2.3

0.0

Northbound

1.4

0.0

1.5

0.0

Southbound

1.7

2.2

0.5

2.4

6.4

4.0

Mt Eden Road

Khyber Pass Road

Eastbound

1.5

1.6

0.1

1.7

2.6

0.9

Westbound

1.3

1.4

0.1

1.5

2.0

0.5

Newton Road

Eastbound

2.4

0.0

2.1

0.1

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Transport Access and Parking Delivery Work Plan AM Peak Route

Direction

Westbound

PM Peak

Reference (min)

1A (min)

Difference (min)

Reference (min)

1A (min)

Difference (min)

2.2

2.3

0.0

3.8

3.6

-0.2

A comparison of the travel times indicates that the layout will have negligible effects (less than 1minute change) to most of the travel times assessed. Only the travel time for the Mt Eden Road southbound route during the evening peak has increased by a moderate amount of four minutes.

Case 1B â€“ East-West Priority Table 5-3 presents the travel times for the Mt Eden area routes as modelled in the Reference Case and Case 1B, which is a potential intersection layout installed during construction of the Normanby Road roundabout. Table 5-3: Case 1B Travel time summary

Route New North Road/Symonds Street Mt Eden Road Khyber Pass Road Newton Road

Bound Northbound Southbound Northbound Southbound Eastbound Westbound Eastbound Westbound

Reference (min)

AM Peak 1B Difference (min) (min)

PM Peak Reference (min)

1B (min)

Difference (min)

2.5

2.1

-0.4

1.4

1.5

0.1

2.5 1.4 1.7 1.5 1.3 2.4 2.2

2.5 2.1 3.0 1.5 1.4 2.5 2.2

0.0 0.8 1.3 0.0 0.0 0.1 0.0

2.3 1.5 2.4 1.7 1.5 2.1 3.8

2.3 1.7 2.5 1.8 1.7 2.1 3.7

0.0 0.2 0.1 0.0 0.3 0.0 0.0

A comparison of the travel times indicates that the layout will have negligible effects (1 minute 18 seconds at most) to all the travel times assessed. When compared with Case 1A, the prioritisation of east-west movements on Boston Road will perform better than prioritising north-south movements between Normanby Road and Nugent Street.

Case 1C â€“ Northern Intersection Roundabout Table 5-4 presents the travel times for the Mt Eden area routes as modelled in the Reference Case and Case 1C, which is a potential intersection layout installed during construction of the Normanby Road roundabout. Table 5-4: Case 1C Travel time summary

Route New North Road/Symonds Street Mt Eden Road Page 101

Bound Northbound Southbound Northbound

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Reference (min)

AM Peak 1C Difference (min) (min)

PM Peak Reference (min)

1C (min)

Difference (min)

2.5

2.2

-0.3

1.4

1.5

0.1

2.5 1.4

0.0 0.0

2.3 1.5

2.3 1.6

0.0 0.0

Transport Access and Parking Delivery Work Plan

Khyber Pass Road Newton Road

Southbound Eastbound Westbound Eastbound Westbound

1.7 1.5 1.3 2.4 2.2

1.8 1.5 1.4 2.4 2.2

0.1 0.0 0.0 0.0 0.0

2.4 1.7 1.5 2.1 3.8

2.4 1.8 1.9 2.0 3.9

0.0 0.0 0.4 0.0 0.2

A comparison of the travel times indicates that the layout will have negligible effects (less than 1minute change) to all the travel times assessed. Compared with the priority intersection layouts in Case 1A and 1B, the installation of a roundabout at the northern intersection will perform with the least network impacts. The relative feasibility of the roundabout layout, especially in terms of traffic safety, will need to be further considered as part of the traffic management requirements for Stage 4 of the Normanby Road roundabout construction methodology.

Case 1D â€“ Normanby Road Closure and Local Rerouting Table 5-5 presents the travel times for the Mt Eden area routes as modelled in the Reference Case and Case 1D, which comprises the removal of the through function of Normanby Road (via the level crossing closure) and a conservative test of network effects with Mt Eden Road as the only alternative route. Table 5-5: Case 1D Travel time summary

Route New North Road/Symonds Street Mt Eden Road Khyber Pass Road Newton Road

Bound Northbound Southbound Northbound Southbound Eastbound Westbound Eastbound Westbound

Reference (min)

AM Peak 1D Difference (min) (min)

PM Peak Reference (min)

1D (min)

Difference (min)

2.5

4.2

1.7

1.4

20.7

19.3

2.5 1.4 1.7 1.5 1.3 2.4 2.2

2.4 7.5 15.1 1.8 1.4 2.6 2.4

-0.1 6.2 13.4 0.3 0.0 0.2 0.2

2.3 1.5 2.4 1.7 1.5 2.1 3.8

2.0 6.5 15.9 1.7 1.6 9.1 3.7

-0.3 4.9 13.5 -0.1 0.1 7.0 -0.1

A comparison of the travel times shows that the Normanby Road closure will have a significant impact on travel times on Mt Eden Road and New North Road. During closure of the Normanby Road railway level crossing, Normanby Road can no longer function as a through route. This results in the north-south traffic movements (between Nugent Street and Normanby Road) and the east-west movements (between Boston Road and the motorway) being modelled to fully divert to Mt Eden Road. Select Link analysis of Mt Eden Road and New North Road indicates that the increased delay is largely due to capacity limitations at the signalised intersections of Mt Eden Road / Enfield Street / Akiraho Street, Mt Eden Road / Boston Road and Mt Eden Road / Symonds Street. These intersections need to cater to a significant increase in northbound trips on Mt Eden Road that compete with the southbound trips from New North Road for signal green time. As seen in Figure 5-13 there is also a corresponding increase in traffic on Dominion Road in relation to delays on New North Road. Page 102

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Transport Access and Parking Delivery Work Plan It should be stressed that Case 1D is a conservative test, should existing Normanby Road traffic not reassign to routes other than Mt Eden Road. It can be expected that given the modelled delays on Mt Eden Road are significant (in excess of 10 minutes), some traffic would no doubt find other routes as represented by Case 1E.

Case 1E â€“ Normanby Road Closure with 20% Wider Network Rerouting Table 5-6 presents the travel times for the Mt Eden area routes as modelled in the Reference Case and Case 1E, which comprises the removal of the through function of Normanby Road (via the level crossing closure) and a test of network effects with Mt Eden Road as the main alternative route with 20% of traffic diverting to other routes. Table 5-6: Case 1E Travel time summary

Route New North Road / Symonds Street Mt Eden Road Khyber Pass Road Newton Road

Bound Northbound Southbound Northbound Southbound Eastbound Westbound Eastbound Westbound

Reference (min) 2.5 2.5 1.4 1.7 1.5 1.3 2.4 2.2

AM Peak 1E Difference (min) (min) 1.8 2.5 8.4 9.0 1.6 1.4 2.4 2.2

PM Peak Reference (min)

1E (min)

Difference (min)

1.4 2.3 1.5 2.4 1.7 1.5 2.1 3.8

7.0 2.1 6.7 4.2 4.0 1.6 2.0 3.6

5.6 -0.2 5.2 1.8 2.3 0.1 -0.1 -0.2

-0.7 0.0 7.0 7.3 0.1 0.0 0.0 0.0

The comparative analysis for Case 1E shows a modest increase in travel times on Mt Eden Road in both peak periods and on New North Road in the evening peak. When comparing the travel time results of Case 1E and Case 1D, it can be seen that the 20% reduction in Normanby Road traffic results in a greater proportion of reduction in travel times on Mt Eden Road and New North Road. Most notably, the 19 minutes of delay to northbound traffic on New North Road has reduced to approximately 5 minutes. Also, Mt Eden Road travel times have reduced by approximately half in the morning peak and significantly more in the evening peak.

Summary of Modelling Assessment The Case 1A, 1B and 1C assessments show that the different staggered-tee arrangements at the Normanby Road / Boston Road / Nugent Street intersection results in negligible effects on the network. The provision of a roundabout at the northern intersection (Case 1C) resulted in the least impacts, while prioritising east-west movements on Boston Road (Case 1B) performed better than prioritising north-south movements (Case 1A). Case 1D presented a conservative test of the Normanby Road level crossing closure where Mt Eden Road was the only alternative route that Normanby Roadâ€™s northbound traffic can divert to. This resulted in significant delays on both Mt Eden Road and New North Road. The delays may be overestimated, as in such conditions traffic would typically find other routes that are available in the wider network.

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Transport Access and Parking Delivery Work Plan Case 1E presented a scenario of the Normanby Road level crossing closure where Mt Eden Road was the primary alternative route while an arbitrary 20% of northbound traffic diverted to other routes. The assumption of wider network rerouting resulted in much reduced effects on Mt Eden Road and New North Road. It showed that Mt Eden Road travel times are very sensitive to the level of traffic diversion. On balance, the closure of the Normanby Road level crossing will result in northbound delays on Mt Eden Road, possibly in the order of seven minutes in the morning peak and five minutes in the evening peak. Northbound delays on New North Road is modelled to be in the order of five minutes and eastbound delays on Khyber Pass Road is modelled to be in the order of two minutes. It is expected that some traffic will reassign to other routes, keeping these delays at manageable levels.

Effects on Rail Services and Facilities In July 2020, the Mt Eden Station will close for redevelopment and to enable construction of the wider CRL works at Mt Eden. The station is expected to be closed for approximately four years while construction is underway. During construction, trains will run on ‘single line running’ (one line only) through Mt Eden to keep freight and passenger services operating on the western line. This means that trains will travel through the Mt Eden Station, but will not stop at the station. If trains were to stop at the Mt Eden Station during single line running, a ’stop/go’ effect would be created on the Western Line. Train frequencies would then reduce, affecting thousands of passengers across the network. Therefore, single line running ensures enough space to safely complete construction on the opposite side of the rail corridor, without delaying train services and minimising the overall disruption to Western Line users. Works within the vicinity of live rail level crossings will be assessed under the framework of the Level Crossing Safety Impact Assessment. The assessment framework and recommended mitigations are outlined in the RCMP included in Appendix D (refer also to Section 4.2 of this TAP DWP).

Public Transport Volume and Travel Time Differences In March 2020 the Auckland Forecasting Centre (AFC) used the Macro Passenger Transport Model (MPT) to assess the effects of the Mt Eden Station closure on public transport patronage and travel times24. The assessment consisted of comparing Scenario 1; a 2018 base model (including September 2018 New Network bus services and Mt Eden Station open), with Scenario 2; a future model which included the closure of the Mt Eden Station as well as the mitigation measures detailed in Section 4.3.4 of this TAP DWP. By way of summary, some rail service trips are expected to shift to bus service trips, while approximately 50-60 public transport trips per hour could be expected to convert to private vehicle trips. However, a minor difference in total regional public transport passenger demand is expected. Overall, average public transport travel times are not expected to be adversely affected. Regional PT Passenger Demand

AFC_Memo_0147_CRL_Construction_03242020 Page 104 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan Table 5-3 below shows the expected total regional passenger demand differences between Scenario 1 and Scenario 2 for bus, rail and ferry services. Table 5-3: Total regional PT passenger demand differences

Service

Regional Total PT Passenger Demand Differences (2-hour period) AM

Total Bus Pax Difference

148

162

Total Rail Pax Difference

-317

-98

-331

Total Ferry Pax Difference

Total Scheduled PT Pax Difference

-160

-59

-166

Overall, there is very little difference in total regional public transport passenger demand. Total regional rail demand is approximately 1% lower due to the Mt Eden Station closure. Rail volume difference plots showed a small decrease in patronage along the western line from Swanson to Mt Eden, and a reduction between Mt Eden Station, Grafton Station and Newmarket Station. A shift is expected from rail services to bus services during the station closure. Bus volume plot differences for the AM peak period showed an increase in passenger volume on Ian McKinnon Drive bus services, as well as on Boston Road towards Newmarket and Karangahape Road via Grafton Station bus services. Small reductions in Sandringham Road, New North Road and Mt Eden Road bus services from the south towards the Mt Eden area were also observed during the AM peak period. Walking volume plot differences showed an increase in boarding and alighting at the Grafton Station and a minor increase at Kingsland Station. An increase was also observed between Mt Eden Road and New North Road. Table 5-4 below shows the expected total regional public transport trips diverted to car due to the station closure. Assuming that one PT trip will translate into one car trip (i.e. no ride sharing), then it is expected that approximately 50 car trips will be added to the road network in the morning peak hour and approximately 60 trips in the evening peak hour. The origins and destinations of these additional car trips are expected to be located across the Mt Eden area such that the net increase in traffic on individual roads in the network would be negligible. Table 5-4: Total regional PT trips diverted to car

MPT Estimated PT Trip Diversion to Car (2-hour period)

PT Diverted to Car Trips

107

128

A Select Link analysis was conducted to examine how public transport trips enter / leave the surrounding area / zone of Mt Eden during the AM peak period during station closure. It was observed that instead of using Mt Eden Station, rail passengers walk to Grafton Station and board there to access the rail service. Similarly, passengers alight at Grafton Station and walk to the Mt Page 105

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Transport Access and Parking Delivery Work Plan Eden area. An increase in bus patronage via the Mt Eden Road and new 64 services towards the City Centre and Newmarket was also observed. Travel time Differences The average public transport travel time differences for prominent origins and destinations to/from the Mt Eden were also assessed for effects due to the Mt Eden Station closure during the AM peak period. The top three origins for commuting to the Mt Eden Station were Glen Eden, New Lynn and Britomart. The modelling results indicated that the average public transport travel time to Mt Eden Station from Glen Eden and New Lynn may be expected to increase by approximately 13 minutes. It should be noted that this is an expected increase in average public transport travel times between these specific origin-destination pairs and does not represent an expected increase in travel time for any particular bus service. Average public transport travel time to Britomart is not expected to be adversely affected. The top three destinations for commuting from the Mt Eden Station were Britomart, Newmarket and Grafton. Average public transport travel time from Mt Eden Station to Grafton may be expected to increase by approximately six minutes. Average public transport travel times to Britomart and Newmarket are not expected to be adversely affected due to the closure of the Mt Eden Station.

Effects on Bus Services and Facilities As part of the proposed mitigations to the effects of the Mt Eden Station closure, the use of other public transport modes is encouraged. Therefore, the following bus service and bus facility improvements have been proposed, which are summarised below and discussed in detail in Section 4.3.4 of this TAP DWP. Bus Services To facilitate this mode shift during the station closure, the 221X and 223X Express Bus Services running via New North Road will be converted to all-stop services. Additional capacity will also be added to the existing 22 New North Road services as well as the 24 Sandringham Road services. Furthermore, a new 64 bus service is proposed to ensure that alternative public transport options are available while the station is closed. The new 64 route will be introduced in July 2020, ahead of the Mt Eden Station closure and is intended as a replacement service that will cater for the demand as a result of the closure. The route will operate between Kingsland Station and Newmarket Station on Onslow Road, Sandringham Road, Walters Road, Valley Road, Mt Eden Road, Boston Road, Khyber Pass Road and on Broadway with additional bus stops on Boston Road near the Normanby Road / Boston Road roundabout. The new 64 service will be an all-day, free of charge service with operating hours between 6:05 am and 10:20 pm. Being a frequent bus route, the new 64 service will operate on 15-minute intervals between 7:00 am and 7:00 pm, seven days a week, and on 20-30 minute intervals outside of these periods. Existing bus services as well as the new 64 service on Mt Eden Road are expected to experience minor effects due to the additional Mt Eden Road bridge works and lane closures due to the contained area of works. Page 106

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Transport Access and Parking Delivery Work Plan The works on Mt Eden Road will require the full closure of the road to all traffic on at least two occasions, to allow the bridge beams to be craned into place. These closures will take place during the evenings only, between 10:00pm and 6:00am. This will require Mt Eden Road buses, including airport Skybus services25, to detour via Boston Road and Normanby Road. Wayfinding signage will be provided to inform buses of the temporary closure and the detour route to be used. During the Normanby Road temporary closure, buses will have the benefit of a fully operational bus lane and will be able to bypass any northbound delays in the morning peak period on Mt Eden Road. Bus Facilities An additional bus lane on New North Road westbound will be implemented between approximately 50 m east of Flower Street and the New North Road / Ngahura Street signalised intersection. The New North Road / Ngahura Street signalised intersection will result in relocating the existing bus stops and bus shelters on both sides of New North Road, slightly further east of the intersection. The additional Mt Eden Road bridge works and lane closures necessitate the relocation of the pedestrian crossing facility and the bus stops on both sides of Mt Eden Road. The bus stops will be relocated south of the Mt Eden Road / Enfield Street / Akiraho Street intersection, and signalisation of the intersection is proposed to provide a safe pedestrian crossing facility. Wayfinding signage will be provided to guide public transport users to the new bus stop locations. Intermediate options of temporary relocation are also under consideration in case the signalisation of Mt Eden Road / Enfield Street / Akiraho Street intersection cannot be completed prior to the additional Mt Eden bridge works commencing. The additional Mt Eden Road bridge works will result in partial lane closures of the bus lane and flush median, while maintaining pedestrian access along Mt Eden Road. These effects are however expected to be negligible. Additional bus stops for the new 64 service will be provided on Boston Road, west of the Normanby Road / Boston Road roundabout.

Effects on Pedestrian and Cyclist Facilities Porters Avenue and Fenton Street Level Crossing Closures During main works construction, TTM will be visible on Porters Avenue, Wynyard Road, Haultain Street and Fenton Street, but pedestrian access to all properties will be maintained at all times. Wayfinding and information signage will be visible on-street during construction to assist pedestrians and cyclists regarding closures, detours and alternative travel options. New North Road / Ngahura Street Signalisation The New North Road / Ngahura Street signalised intersection will result in the removal of the existing pedestrian crossing to the west of the intersection, while providing a signalised crossing point on the eastern leg of the intersection. The signalisation will also result in the extension of the cycle lane on New North Road westbound, west of the intersection and extension of the cycle lane and addition of drop kerbs on New North Road eastbound, west of the intersection.

Because of the effects of COVID-19 on air travel, it remains to be seen what happens to Skybus services. Page 107 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan Advance cycle boxes will be provided on both approaches of New North Road to the intersection as well as a raised table pedestrian crossing facility at the Virginia Avenue East approach to New North Road and full-length conversion of Virginia Avenue East to a one-way road in the northbound direction. Mt Eden Station Closure Active mode travel will be encouraged, as a mitigation to the disruption caused by the temporary Mt Eden Station closure. Wayfinding and information signage will be visible on-street to/from the station area to assist active mode users regarding closures, detours and alternative travel options. Kingsland and Grafton Stations are about five to 10 minutesâ€™ walk or cycle from Mt Eden Station, and both these stations provide cycle parking facilities. All trains provide a carriage that is equipped to accommodate bikes on board. Mt Eden Road Bridge Works and Lane Closures The additional Mt Eden Road bridge works and lane closure are expected from May 2020 to September 2021. These works will result in partial lane closures of the bus lane and flush median, while maintaining pedestrian access along Mt Eden Road. 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 (refer to the main works SIBD DWP for further details). Wayfinding signage and various communication methods will be used so that pedestrians are aware that businesses are open, and access is maintained. The additional Mt Eden Road bridge works necessitate the relocation of the pedestrian crossing facility and the bus stops on both sides of Mt Eden Road. The bus stops will be relocated south of the Mt Eden Road / Enfield Street / Akiraho Street intersection, and signalisation of the intersection is proposed to provide a safe pedestrian crossing facility. While adverse effects to cyclists on Mt Eden Road are not expected to be significant, as the speed limit is reduced to 30 km/h during construction, alternative routes are available. Cyclists could travel via Sylvan Avenue, Porters Avenue and New North Road as the level crossing at Porters Avenue will remain open, which would only be an increase in travel time of approximately three minutes. Alternatively, cyclists could travel via Enfield Street, Normanby Road and Boston Road as Normanby Road works will not occur during the same period, which would lead to a similarly modest increase of approximately three minutes in travel time. Normanby Road Level Crossing Temporary Closure Once all utility services have been diverted away from the roadway, the Temporary Services Bridge (TSB) and pedestrian bridge across the NAL has been completed, Main Works on Normanby Road will commence. The Normanby Road main works will require that the railway level crossing undergoes temporary closure to vehicles for approximately six months from September 2021 to March 2022. Pedestrian access across the NAL will be maintained at all times via the TSB.

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Transport Access and Parking Delivery Work Plan As the TSB will only be a temporary crossing facility, it will be an able-bodied pedestrian bridge only. Detour wayfinding signage will be installed to guide cyclists and mobility users to cross the rail line at the Mt Eden Road bridge via Enfield Street. New North Road CSA Figure 5-17 below shows the proposed New North Road CSA setup near 1A Porters Avenue.

Figure 5-17: New North Road CSA setup

Currently, a pedestrian footpath runs north-south through the CSA on the eastern boundary curving west near the southern boundary and passing underneath Dominion Road. Access to this footpath cannot be safely maintained while attempting to provide adequate working space within this CSA. It is therefore proposed to close this section of footpath. TTM will be visible on the footpath, on the western side of Dominion Road, in advance of the closure to inform pedestrians of the alternative route. TTM will also be visible on the footpath further east on New North Road to guide pedestrians to the alternative route. Wayfinding signage will be provided at end of the closed route to guide pedestrians and cyclists towards the existing footpath along New North Road. Figure 5-18 below shows the existing footpath through CSA and the Page 109

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Transport Access and Parking Delivery Work Plan proposed alternative route for pedestrian access east and west of Dominion Road along New North Road.

Figure 5-18: Dominion Rd pedestrian underpass & New North Rd alternative footpath

The alternative footpath requires pedestrians to cross one lane of traffic on New North Road at an existing pram crossing which allows for sufficient visibility to oncoming traffic. Temporary traffic management signs are recommended to highlight the crossing point to oncoming motorists and reduce the approach speeds of traffic. Overall, the main works are anticipated to contribute a small and manageable amount of adverse effects to pedestrians and no additional effects to cycling infrastructure to what is already being experienced as part of the early works.

Construction Traffic Effects Where practicable, construction vehicle movements will be restricted to the Arterial network as defined in the AUP-OP. Where construction traffic is required to utilise roads on the network not identified as Arterial routes, OW / OD routes or routes not specified by designation Condition 25.3(c), adverse effects will be mitigated by limiting operational times to those specified in Condition 25.3(d)(ii). Construction traffic for spoil removal has been based on the spoil volumes generated from construction activities and assuming a worst-case scenario of removing all the spoil with 6-wheeler trucks (6m3), except for truck movements in relation to spoil at the Mt Eden Station CSA which will be truck and trailer (12m3) due to the larger surge pile volumes expected. Truck movements, at peak (including spoil and deliveries) are expected to be approximately 700 movements per day (350 vehicles), as outlined in Section 4.5. The movements occurring will be targeted outside the commuter peak hour (7:00am â€“ 9:00am and 4:00pm-6:00pm) to reduce the likelihood of a negative impact to the traffic network but will operate over a 12-hour day. The construction vehicles removing spoil volumes via the road network will not adversely affect congestion. Based on Figure 5-19 below, the maximum daily vehicle numbers expected for each area are as follows: Page 110

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Transport Access and Parking Delivery Work Plan • • • •

EFC 1: 42, Q1 2022 EFC 2: 106, Q1 2021 MTN: 219, Q1 2022 WFC: 113, Q4 2020

Figure 5-19: Average number of expected construction vehicles per day

Interpeak Period Traffic Volumes and Percentage of Construction Vehicles In order to investigate the effect of construction vehicles on the traffic network, average interpeak hour volumes were determined for key roads where tube count data was available. Figure 5-20 below shows the two-way, 5-day average hourly volumes for Normanby Road, Mt Eden Road, Boston Road, Nugent Street, Enfield Street, Korari Street and Exmouth Street.

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Transport Access and Parking Delivery Work Plan

Figure 5-20: 2-Way, 5-day average hourly volumes (source: Auckland Transport tube data May'13-Apr'19)

Based on this data, the two hour AM Peak period was determined to be between 7:30am and 9:30am, while the PM Peak Period was determined to be between 4:30pm and 6:30pm. Average interpeak hour volumes for the network are on average 28% lower than the AM peak hour volume for the roads assessed. The lower traffic volumes during the interpeak period compliments designation condition 25.3(d)(ii), and supports the movement of construction traffic on roads in the interpeak. Table 5-9 reflects the percentage contribution of construction vehicles26 in the interpeak period.

Construction traffic movements as a proportion of interpeak volumes

PM Peak

Worst case construction vehicle movements per hour

Interpeak

Normanby Road (Edwin St – Enfield St) Mt Eden Road (Boston Rd – Water St) Boston Road3 (Mt Eden Rd – Nugent St)

Activity areas that impact on this road

AM Peak

Road Name27

Classification

Table 5-9: Percentage that construction traffic will contribute to the interpeak period

Nonarterial

974

667

974

EFC 1, EFC 2

Arterial

1236

854

1261

MTN, EFC 2

Arterial

796

668

819

EFC 1, EFC 2

All vehicle volumes are 2-way vehicle volumes per hour Roads with unavailable or no recorded traffic volumes have not been included in this table Page 112 | Mt Eden Main Works 27

Porters Avenue Fenton Street Haultain Street New North Road (Mt Eden Rd – Basque Rd) Symonds Street (New North Road / Symonds St / Mt Eden Road Intersection) Khyber Pass Road (Khyber Pass Rd / Nugent St/ Grafton Road Intersection)

Construction traffic movements as a proportion of interpeak volumes

PM Peak

Ngahura Street

Worst case construction vehicle movements per hour

Interpeak

Nugent Street (Khyber Pass Rd – Boston Rd) Enfield Street (Mt Eden Rd – Harold St) Water Street

Activity areas that impact on this road

AM Peak

Road Name27

Classification

Transport Access and Parking Delivery Work Plan

Arterial

822

615

953

EFC 1, EFC 2

Nonarterial

208

120

162

EFC 2

15%

EFC 2

37%

MTN

61%

315

227

301

WFC

44%

WFC

27%

Arterial

1050

756

1265

WFC, MTN, EFC 2

10%

Arterial

1474

1284

1604

All

Arterial

1895

1785

2021

All

Nonarterial Nonarterial Nonarterial Nonarterial Nonarterial

Water Street, Ngahura Street, Fenton Street, Porters Avenue, Enfield Street and Haultain Street all reflect a high percentage, which is reflective of their lower traffic volumes relative to the estimated construction traffic volumes. For the purpose of CRL construction they will provide direct access to a CSA and/or ACZ. Outside of these identified streets, there would be a 4-10% increase in interpeak traffic volumes due to construction traffic. This increase will still mean there is less traffic on the road in the interpeak than during the AM peak. Ngahura Street will provide access to the entrance of the Mt Eden Station CSA and ACZs. The signalisation of the New North Road / Ngahura Street intersection is to be installed by AT in late 2020 to support the large increase in construction traffic entering and exiting Ngahura Street.

Cumulative effect of CRL construction vehicles on the Traffic Network Construction work at the Aotea Station and the Karangahape Station will also be occurring during a similar time period. However, the Mt Eden main works construction area and road network that construction vehicles for Mt Eden will be using to access the State Highways is removed from and in Page 113

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Transport Access and Parking Delivery Work Plan a different location to those utilised for Aotea and Karangahape. The only overlap in construction vehicle routes that is envisaged is from the Karangahape Station construction vehicles at Newton Road on and off-ramp. The congestion impacts of construction traffic from the cumulative number of deliveries travelling on the network from the other CRL works are considered manageable and will be able to be absorbed by the network. Although, emphasis should be placed on these deliveries occurring outside peak traffic hours to minimise disruption to the traffic network.

Secondary Routes and Sensitive Sites Construction vehicle routes have been carefully planned in order to avoid sensitive areas and residentially zoned land to the greatest extent possible, using OD, OW routes and arterial roads as far as practicable. This section outlines where the use of streets with sensitive sites are unavoidable for construction traffic. It also outlines the mitigation measures that will be in place to ease the anticipated disruption whilst construction occurs. Some secondary routes (as identified in Section 4.5.3) will pass through residentially zoned land. Secondary routes will be used if there is an incident on the network preventing the use of the primary route or if the primary route is unavailable due to construction activity (i.e. Normanby Road closure). Streets facilitating secondary routes adjacent to residentially zoned land are identified below: •

Mt Eden Road (South of Normanby Road);

•

Valley Road;

•

Gillies Avenue (South of Off-ramp);

•

Bond Street; and

•

Part of Great North Road.

Wynyard Road and View Road are both residential streets, within residentially zoned land. These two roads will be on a primary route for construction vehicles needing to access the Fenton/ Wynyard Street work zone. The use of theses streets is unavoidable and provides critical access to the work zones. When the use of these streets is necessary, vehicle movements will be restricted to the greatest extent possible, to Monday to Friday between 9:30am and 4:00pm, and on Saturday between 9:00am and 2:00pm (Condition 25.3(d)(ii)). Additional mitigation measures will include communication and consultation with properties in advance of the vehicle movements occurring (Condition 25.3(d)(i)). Three education facilities are identified along the primary construction vehicle routes: Normanby Road - Auckland Grammar School’s sports fields, View Road – Day Star Childcare and Gillies Avenue – Newmarket Primary School. As these three routes will provide critical access to the construction work zones, construction vehicles passing these facilities will be unavoidable. A further two education facilities are identified along secondary construction vehicle routes: Great North Road – Grey Lynn School and Valley Road – Mt Eden Normal Primary School. The Auckland Grammar School land which the Normanby Road construction vehicle route passes is a rear pedestrian entrance to the school and primarily provides access to sports fields (such as hockey and rugby fields). The sports fields are ‘ancillary’ to the school and physically removed from the classrooms and main pupil entrance on Mountain Road.

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Transport Access and Parking Delivery Work Plan In order to mitigate disruption to these education facilities, vehicle movements will adhere to the time restrictions specified in designation condition 25.3(d)(ii). Additional measures will include: •

Minimising the use of construction vehicles on these roads during the afternoon school peak and commuter peak periods.

•

Eliminating construction vehicle movements that have the potential to conflict with ‘school’ or ‘day care’ traffic.

•

Vehicles travelling on View road to Wynyard Road (and vice versa) will do so only from Dominion Road (arterial) and not Mt Eden Road.

Effects of Over-Dimensional and Overweight Deliveries Where OD or OW vehicle movements are required for construction, these will take place via the Transport Agency’s OD and OW routes, where practicable. These streets are multi-lane arterials, and there are not expected to be any issues manoeuvring OD/OW vehicles. Local access to the work site by OD/OW vehicles will require the use of some local streets that are not part of the OD/OW network. The routes defined for OD/OW deliveries are outlined in Section 4.5 (also refer CRL designation Condition 25.3(c)(i)). OD/OW deliveries will be managed by: •

Limiting the movements of these vehicles outside of the commuter peak periods;

•

Utilising mobile traffic management where these vehicles are required to traverse multiple lanes of traffic; and

•

Scheduling OD/OW deliveries to occur before the start of main works construction activities or during the ‘early / enabling works’. As such, it is anticipated that the effects to OD/OW deliveries will be negligible.

Effects on Property Access and Parking The traffic management provisions will ensure that: •

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

•

On-going vehicle access to private property will be provided to the greatest extent possible.

Notably, properties adjacent to the CRL designation area with access onto New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road and Nugent Street will remain accessible by: •

Ensuring that New North Road, Mt Eden Road, Korari Street, Nikau Street and Ngahura Street, remain open to all road users, along with sections of Ruru Street, Flower Street, Shaddock Street, Normanby Road, Boston Road and Nugent Street; and

•

Where temporary road closures and removal of on-street parking are required (by exception) on Shaddock Street, Flower Street, Ruru Street, Normanby Road, Boston Road and Nugent Street, ensuring an alternative route remains open to and from the wider road network.

Way-finding signage will be installed in and around the Mt Eden construction area to guide vehicles and pedestrians towards existing businesses and prominent locations where access via the usual route is not possible due to the presence of traffic management. During the different stages of the main works a number of different traffic management arrangements will be in place to maintain access to private properties whilst construction is in Page 115

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Transport Access and Parking Delivery Work Plan progress. Property owners and lease holders will have been consulted with at the construction planning stages, with at least 10 working days’ notice being given prior to works commencing, and will be kept informed throughout construction as to how to access their properties and changes that may impact on their access and travel. Any loss of private car parking will be mitigated through alternative car parking arrangements in accordance with designation condition 25.3(f)(iii). If short term closures are necessary throughout the duration of the works, affected parties will be consulted with, prior to the closure, to determine the best approach to this. It is expected that any short-term closures will be limited to periods of less than six hours, when required, in accordance with Condition 25.3(g), Note (i). Where an affected party unexpectedly finds their vehicle blocked in as a result of a temporary closure, the Link Alliance will (within reasonable limits) offer alternative transport such as a taxi, rental car, or other alternative, in accordance with Condition 25.3(g).

32 Normanby Road The following works will impact on access and use of the designated area of the 32 Normanby Road car park: •

Construction of retaining wall (NMB-03), including piling from east to west;

•

Excavation of railway track-bed section from Normanby Road Bridge to Mt Eden Road Bridge;

•

Removal of the temporary utility services and pedestrian bridge (TSB);

•

Construction of Normanby Road bridge, including piling for the bridge abutment and Normanby Road level crossing closure;

•

Construction of a stormwater reticulation system;

•

Regrading of the vehicle crossing and a section of the car park; and

•

Installation of landscaping and fencing between the car park and the rail corridor.

The above works will temporarily remove the existing northern row of parking spaces within the car park (spaces 1 – 25 as shown on drawing CRL-EFC-CON-000-DRG-0064 Revision 1.0, dated 8/7/16), while retaining approximately 10 parking spaces within the car park. The displaced parking spaces will be provided for within the Normanby Road CSA, where there will be an area with not less than 20 car park spaces and a safe pedestrian access across the NAL to 32 Normanby Road for customers and staff, visiting or employed at the site. Pedestrian access to the new spaces will be diverted around the work zones and directed to cross the NAL at the existing pedestrian level crossing on the western side of Normanby Road. Temporary traffic management devices and wayfinding signage will be in place within the CSA to support safe pedestrian passage between 32 Normanby Road and the temporary car park. While construction works are undertaken in the carpark, the alternative parking arrangement will be in place, and pedestrian and two-way vehicle access to 32 Normanby Road premises will be maintained at all times, including for staff and visitor’s cars, trucks and service vehicles as per Condition 30.1(j). The largest delivery vehicle that needs to access the site is an 11m truck. If this size truck cannot undertake a U-turn manoeuvre within the site, due to the presence of the construction area, it will be assisted by Traffic Controllers to safely reverse out onto Normanby Road. Page 116

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Transport Access and Parking Delivery Work Plan The stormwater reticulation system within the car park will be installed prior to the regrading of the carpark. This is planned to occur during the six-month closure of the Normanby Road level crossing. As part of the temporary closure, detour signage will be installed on the wider road network to guide traffic to access to this site via the alternative route comprised of Boston Road, Mt Eden Road, Enfield Street, and Normanby Road. Near the completion of the stormwater works, the car park surface will be regraded to tie into the final grades of Normanby Road (with the bridge in place). Minor landscaping works within the car park will be undertaken following the regrading works, but these are not expected to require temporary displacement of parking spaces or traffic management at the existing access. This work is expected to occur following the installation of piles and the retaining wall (NMB-03) in April 2022. Once the regrading of the car park surface and landscaping works are completed, two-way property access and 34 on-site parking spaces will be reinstated as per Conditions 30.1(j) and 30.1(k), and the car park will be returned to the owners and occupiers.

Lauder Road (Mt Eden Corrections Facility) The following works require construction traffic access to Lauder Road and traffic management installations at the intersection of Lauder Road and Normanby Road: •

Excavation of railway track-bed section from Grafton Station to Eastern Cross-Over;

•

Excavation of railway track-bed section from Eastern Cross-Over to Normanby Road Bridge;

•

Construction of retaining wall (NMB-01), including piling;

•

Installation of drainage on Normanby Road within and adjacent to Lauder Road; and

•

Construction of Normanby Road bridge, including piling for the bridge abutment and Normanby Road level crossing closure. Two-way access to Lauder Road will be maintained at all times for all vehicles accessing the Mt Eden Corrections Facility, including staff and visitor’s cars, service vehicles, prison vans, emergency vehicles and buses. Access to Lauder Road will be shared with construction traffic needing to access the rail corridor from the eastern end of Lauder Road. Approximately five construction vehicles per hour are expected to access Lauder Road. During the six-month closure of the Normanby Road level crossing, detour signage will be installed on the wider road network to guide traffic approaching from the north to access to this site via the alternative route comprised of Boston Road, Mt Eden Road, Enfield Street, and Normanby Road. The surface levels of Lauder Road will be adjusted to match the final levels of Normanby Road towards the end of the level crossing closure period. As part of this regrading work, Lauder Road will be worked on in halves, so that two-way vehicle access is maintained for the road at all times during the work. Communication will be undertaken with the Corrections Facility at least two weeks in advance of any works starting to ensure that the proposed traffic management and vehicle volumes can be accommodated by the Facility’s operations.

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Transport Access and Parking Delivery Work Plan Works that require traffic management installations at the vehicle accesses for 51 – 63 Normanby Road include: •

Installation of utilities to, from and through the new Normanby Road bridge;

•

Removal of temporary utility diversions, existing utilities and abandoned utilities; and

•

Regrading of Normanby Road levels south of the new bridge.

Two-way vehicle access will be maintained at all times for both accesses to 51-63 Normanby Road and construction works will not result in the loss of any on-site parking. Where the Normanby Road utility works may require a brief period of minor restrictions to the accesses for 51-63 Normanby Road, two-way vehicle movements into the premises will be maintained and managed over one-lane by Traffic Controllers, as a minimum requirement. This management of the accesses will not reduce the range of vehicles able to access the site, including staff and visitor cars, trucks and services vehicles, but will endeavour to prioritise its access over Normanby Road. The largest vehicle known to access both Gate 1 (north) and Gate 2 (south) of the premises is an 18m semi-trailer truck, which is required to access the site once every 3-5 days to undertake loading and unloading activities and then reverse out onto Normanby Road. The entry and egress manoeuvring of the 18m truck will require traversing both traffic lanes of Normanby Road, which will be accommodated by the traffic management arrangements on Normanby Road at the time. The reversing manoeuvre may require Traffic Controllers to briefly stop traffic on both sides of Normanby Road to assist with the truck navigating any traffic management arrangements. This will require removal of on-street parking on both sides of Normanby Road for approximately 100m, south of Lauder Road. During the six-month closure of the Normanby Road level crossing, detour signage will be installed on the wider road network to guide traffic to access this site via the alternative route comprised of Boston Road, Mt Eden Road, Enfield Street, and Normanby Road. Following completion of the grade separation of Normanby Road the access to and from 51-63 Normanby Road will be provided in accordance with the standards specified in designation Condition 30.1(i)(v).

22 Normanby Road Traffic management may be required at the northern vehicle access to support the installation of utilities for the new Normanby Road bridge and the treatment of redundant utilities on Normanby Road. Pedestrian access to 22 Normanby Road will be maintained at all times, and vehicle access will be maintained to the greatest extent possible. The works is expected to occur in early 2022 during the closure of the Normanby Road level crossing.

8 – 10 Boston Road Water Street will be used by construction traffic for only entry movements to the Normanby Road CSA. Water Street has a kerb to kerb width of 5.5m which will be sufficient to accommodate the side-by-side movement of a truck and a car, with safety clearance. Approximately five construction vehicles per hour is expected to access Water Street. Page 118

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Transport Access and Parking Delivery Work Plan Vehicle and pedestrian access to the property at 8 – 10 Boston Road will be maintained as per the exiting situation and the property’s car park area will not be affected by the construction work.

47 – 57 & 65 – 69 Boston Road The construction of underground utilities, car park retaining wall, and pavement works for the new roundabout at Normanby Road / Boston Road / Nugent Street will impact on vehicle access and parking for the car parks of: •

47-53 Boston Road (J.A. Russell Ltd);

•

55 Boston Road (Atelier Textiles);

•

57 Boston Road (Boston Wardrobes);

•

65 Boston Road (PDQ Print, Omron Electronics);

•

67 Boston Road (T S Wilson Jnr Ltd); and

• 69 Boston Road. Construction of the roundabout and underground utilities will be undertaken in stages with work zones occupying corners of the roundabout in the following order: •

Southwestern corner, with work areas extending

•

Northwestern corner, with work areas extending 50m into Nugent Street and 60m into Boston Road (west);

•

North-eastern corner of the roundabout intersection, with work areas extending approximately 50m into Nugent Street and 100m into Boston Road (east). The 47-53 Boston Road car park has a second access (5.5m wide) on Nugent Street which will be adopted as a potential temporary alternative to the main site access on Boston Road during works. Access through the work zone will be required for 55, 57, 65 and 67 Boston Road. No alternative accesses are currently available to these two properties. The access to 69 Boston Road may not be impacted by the work zone but is expected to be within the traffic management area. Traffic management plans will be developed to provide on-going vehicle access to private property to the greatest extent possible. Consultation will be undertaken with the property owners and occupiers to discuss access arrangements where the construction work will directly impact their vehicle crossing. Pedestrian access to private property will be maintained at all times.

1 Enfield Street The following works require construction traffic access to the car park at 1 Enfield Street: •

Excavation of railway track-bed section from Normanby Road Bridge to Mt Eden Road Bridge;

•

Construction of the Eastern Cross-Over; and

•

Construction of retaining wall (NMB-04), including piling.

Vehicle access to the rail corridor via the car park at 1 Enfield Street will be established to facilitate construction works as previously agreed with the landowner28. The Right of Way agreed on 8 May 2015 provides a direct path from the car park’s existing vehicle crossing on Enfield Street to the CRL

CRL-SYW-CST-ATMWP-REQ-005055 Page 119 | Mt Eden Main Works

Transport Access and Parking Delivery Work Plan designation, which includes the row of parking spaces adjacent the rail corridor as shown in Figure 521.

Figure 5-21: CRL designation at 1 Enfield St

Construction traffic relating to the track-bed excavation and retaining wall construction will use the Right of Way for egress from the rail corridor and exiting onto Enfield Street. Construction access for CRL will need to be coordinated with the construction activities of the 1 Enfield Street apartment development. Access into the Right of Way and CRL designation from Enfield Street may be required on infrequent occasions for site deliveries, but these traffic movements will be coordinated such that they will not occur when activities requiring egress via 1 Enfield Street is in progress. The number of vehicles egressing from the site is estimated to not exceed eight per hour during peak operations. The amount of ingress traffic is estimated to be less than 10 per day.

Fenton Street The following works are to be undertaken on or from Fenton Street: •

Installation of stormwater drainage lines and raingardens along Fenton Street, including connections to utilities on Wynyard Road;

•

Construction of the Fenton Street footbridge, including piling for bridge piers and retaining walls, installation of piers, central column, lift wells and bridge spans;

•

Excavation of track-bed section from end of NAL Platform to the Western Cross-Over; and

•

Construction of retaining wall (PRT-01), including piling.

On-street parking on both sides of Fenton Street needs to be removed for the duration of the construction to enable sufficient space to be provided to both local property access and construction work zones. Local vehicle and pedestrian access to Fenton Street properties located outside the designation footprint will be retained at all times in accordance with designation condition 30.2(g)(iii).

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Transport Access and Parking Delivery Work Plan Vehicles access to Fenton Street will be limited to residents and businesses only, enabled by traffic management to be installed at the entrance to Fenton Street. Traffic controllers will manage construction vehicle movements into and out of Fenton Street and vehicle support access to individual properties as required. No loss of private parking is anticipated as a result of works on Fenton Street. Should there be a temporary loss of private parking at any stage, it will be mitigated through alternative parking arrangements to be agreed between the owners and the Link Alliance in accordance with Condition 25.3(f)(iii).

Haultain Street The following works are to be undertaken on Haultain Street: •

Excavation of track-bed section from the Western Cross-Over to the Western Section;

•

Construction of retaining wall (PRT-05 and PRT-06), including piling; and

•

Installation of utilities for the new Porters Avenue footbridge.

The construction works will retain local vehicle and pedestrian access to properties located outside the designation footprint along Haultain Street at all times except for temporary closures where landowners and occupiers have been communicated and consulted in advance of the closure. The properties expected to be impacted by traffic management include: • • • • •

2 Haultain Street, 8 Haultain Street, 10 Haultain Street, 12 Haultain Street, and 14 Haultain Street.

The on-street parking on Haultain Street, within the CRL designation, is expected to be removed for the duration of construction. Haultain Street property owners will be consulted as part of the resolution process and when traffic management is proposed on the street.

Wynyard Road The following works are to be undertaken on Wynyard Road: •

Installation of utilities for the new Porters Avenue footbridge; and

•

Construction of the Porters Avenue footbridge, including piling for bridge piers, installation of piers, central column, lift wells and bridge spans. The property at 5 Porters Avenue is located on the corner of Wynyard Road and Haultain Street, and is adjacent to the proposed southern landing of the Porters Avenue footbridge. Traffic management for the construction of the footbridge will likely impact on the property’s vehicle crossing located on Wynyard Road. As such it will be installed in accordance with Condition 25.2(b)(c) to provide pedestrian access to the building at all times and vehicle access to the greatest extent possible. The on-street parking on Wynyard Road within the CRL designation is expected to be temporarily removed for construction activities through a traffic resolution process. Wynyard Road property owners will be consulted as part of the resolution process and when traffic management is proposed on the street. Page 121

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Transport Access and Parking Delivery Work Plan

Porters Avenue The following works are to be undertaken on Porters Avenue: •

Installation of utilities for the new Porters Avenue footbridge;

•

Construction of the Porters Avenue footbridge, including piling for bridge piers, installation of piers, central column, lift wells and bridge spans;

•

Excavation of trackbed section from the end of NAL Platform to the Western Cross-Over; and

• Construction of retaining wall (PRT-03 and PRT-07), including piling. The construction works will retain local vehicle and pedestrian access to properties located outside the designation footprint along Porters Avenue at all times except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure. The properties expected to be impacted by traffic management include: • • • • •

1 Porters Avenue, 2 Porters Avenue, 3 Porters Avenue, 4 Porters Avenue, and 6 Porters Avenue.

The on-street parking on Porters Avenue within the CRL designation is expected to be temporarily removed for construction activities through a traffic resolution process. Porters Avenue property owners will be consulted as part of the resolution process and when traffic management is proposed on the street.

Ngahura Street The following works are to be undertaken on Ngahura Street: •

Construction of the Western Cross-Over;

•

Excavation of trackbed section from the end of NAL Platform to the Western Cross-Over;

•

Construction of retaining wall (PRT-02 and PRT-03), including piling; and

•

Construction of the Fenton Street footbridge, including piling for bridge piers and retaining walls, installation of piers, central column, lift wells and bridge spans.

Traffic management is expected to be required at the access to 1 Ngahura Street to safely manage interactions between access for the property and construction vehicles accessing the southern end of Ngahura Street. Pedestrian access to the property will be maintained at all times, and two-way vehicle access will be maintained to the greatest extent possible.

Shaddock Street, Flower Street, Korari Street, Nikau Street, and Ruru Street Construction traffic movements to and from the Mt Eden Station CSA will mainly use Ngahura Street and its signalised intersection with New North Road to access the wider arterial road network. During the main works, an additional site access is created on the corner of Shaddock Street and Flower Street for access to the TBM Technical Area. The access will be used by up to approximately 10 vehicles per day, for the delivery of materials during the tunnelling operation. The largest vehicle expected to use the access is a semi-trailer truck. No spoil will be removed from this access. Page 122

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Transport Access and Parking Delivery Work Plan The road network layout established on the subject streets by the Mt Eden Enabling Works is not expected to change in the main works. Any changes will conform to the following relevant designation conditions: •

30.1(d) – Access will be maintained to Nikau Street at all times by at least one lane (minimum 3m), and two lanes on Nikau St between Flower and Korari Streets. Access to sites within Flower Street and Korari Street is to be retained, from Nikau Street or New North Road, at all times;

•

30.1(e) – Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles to all accessways to the MediaWorks site including staff and visitors cars, trucks and service vehicles; and

•

30.1(f) – Providing for traffic to turn right out of Ruru Street to reduce any congestion (particularly at peak times) resulting from not being able to travel via Nikau Street to the traffic lights at Flower Street and New North Road.

Works that may be undertaken on the subject roads are expected to be minor such that the TMPs relating to the works can be expected to achieve the above conditions.

Effects on Public Parking and Loading On-Street Parking The effects on on-street parking and loading areas, due to key construction activities, are discussed in detail in Section 4.3 of this TAP DWP. Table 5-10 below provides a summary of all expected impacts to on-street parking throughout the main works.

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Transport Access and Parking Delivery Work Plan Table 5-10: On-street parking impacts summary

Road Name

Direction

Location on Road

Impact / Spaces Removed

Boston Rd

Westbound

East of roundabout

Unrestricted

Sep 2020 - Dec 2022

Rail corridor work zone establishment, track excavation, retaining wall construction and roundabout road works

Boston Rd

Westbound

West of roundabout, 14-22 Boston Rd

P60

May 2020 - Sep 2021 Mar 2022 - Dec 2024

64 service bus stops mitigation to Mt Eden Station closure

Boston Rd

Westbound

West of roundabout, 2-8 Boston Rd

P60

Sep 2021 - Mar 2022

Designation Condition 30.1(b), extension of no parking restrictions to facilitate through traffic

Boston Rd

Westbound

West of roundabout, 2-8 Boston Rd

P30

Sep 2021 - Mar 2022

Designation Condition 30.1(b), extension of no parking restrictions to facilitate through traffic

Boston Rd

Eastbound

West of roundabout, 69-71 Boston Rd

P60

May 2020 - Sep 2021 Mar 2022 - Dec 2024

64 service bus stops mitigation to Mt Eden Station closure

Nugent St

Southbound

57 Boston Road

Unrestricted

Sep 2021 - Mar 2022

Roundabout road works

Normanby Rd

Southbound

51-63 Normanby Rd

Unrestricted

Apr 2020 - Sep 2021

Permanent utilities diversions

Normanby Rd

Northbound

22 Normanby Rd

Unrestricted

Apr 2020 - Sep 2021

Permanent utilities diversions

Mt Eden Rd

Northbound

83-95 Mt Eden Rd

P30

May 2020 - Sep 2021

Mt Eden Rd bridge construction

Mt Eden Rd

Northbound

103 and 105 Mt Eden Rd

Unrestricted

May 2020 - Sep 2021

Mt Eden Rd bridge construction

Mt Eden Rd

Southbound

20 and 24 Mt Eden Rd

P60

May 2020 - Sep 2021

Mt Eden Rd bridge construction

Mt Eden Rd

Southbound

26 Mt Eden Rd

P60

May 2020 - Sep 2021

Mt Eden Rd bridge construction

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Type

Timing / Duration

Work Package

Transport Access and Parking Delivery Work Plan

Road Name

Direction

Location on Road

Impact / Spaces Removed

Type

Timing / Duration

Work Package

Mt Eden Rd

Southbound

40 Mt Eden Rd

Unrestricted

May 2020 - Sep 2021

Mt Eden Rd bridge construction

Northbound

Mt Eden Rd / Enfield St intersection

To be confirmed with signal design

Bus Lane Restriction

May 2020 - Permanent?

Mt Eden Rd / Enfield St signalisation

Unrestricted

May 2020 - Permanent?

Mt Eden Rd / Enfield St signalisation

Mt Eden Rd

Southbound

Mt Eden Rd / Enfield St intersection

To be confirmed with signal design

New North Rd

Westbound

78-96 New North Rd

P30

May 2020 - Permanent

New North Rd / Ngahura St signalisation

New North Rd

Westbound

112 New North Rd

P30

May 2020 - Permanent

New North Rd / Ngahura St signalisation

New North Rd

Westbound

130 New North Rd

P30

May 2020 - Permanent

New North Rd / Ngahura St signalisation

Ngahura St

Northbound

112 New North Rd

P60

May 2020 - Permanent

New North Rd / Ngahura St signalisation

Ngahura St

Southbound

98-110 New North Rd

Unrestricted

May 2020 - Permanent

New North Rd / Ngahura St signalisation

Wynyard Rd

Northbound

1/5 Wynyard Rd

Unrestricted

Apr 2020 - Permanent

Utilities diversion and Porters Ave footbridge construction

Wynyard Rd

Southbound

1 Fenton St

Unrestricted

Apr 2020 - Permanent

Utilities diversion and Porters Ave footbridge construction

Haultain St

Eastbound

Bordering rail corridor

Unrestricted

Apr 2020 - Apr 2023

Excavation of track bed and retaining wall construction

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Transport Access and Parking Delivery Work Plan

Road Name

Direction

Location on Road

Impact / Spaces Removed

Type

Timing / Duration

Work Package

Haultain St

Westbound

3-10 Haultain St

Unrestricted

Apr 2020 - Apr 2023

Excavation of track bed and retaining wall construction

Fenton St

Eastbound

Bordering rail corridor

Unrestricted

Apr 2020 - Dec 2024

Excavation of track bed, retaining wall and Fenton St footbridge construction

Fenton St

Westbound

1-11 Fenton St

Unrestricted

Apr 2020 - Dec 2024

Excavation of track bed, retaining wall and Fenton St footbridge construction

Porters Ave

Northbound

3 Porters Ave

Unrestricted

Apr 2020 - Permanent

Utilities diversion and Porters Ave footbridge construction

Porters Ave

Southbound

2-4 Porters Ave

Unrestricted

Apr 2020 - Permanent

Utilities diversion and Porters Ave footbridge construction

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Transport Access and Parking Delivery Work Plan The majority of on-street parking spaces being impacted are unrestricted public parking spaces which tend to be used mostly by commuters, and residents in some locations. The designation conditions do not require mitigation to be provided for any loss of on-street parking. The existing users of the spaces will be required to park elsewhere and have adequate opportunities to travel via non private car modes. The removal of the P60 and P30 time-restricted spaces on Boston Road (both sides) west of the roundabout, are initially a result of the installation of the bus stops for the new 64 bus service, which is a mitigation measure for the Mt Eden Station closure. During Normanby Road grade separation works, designation Condition 30.1(b) permits the removal of these spaces by extending the no parking restrictions. Ten of the 13 time-restricted parking spaces on Mt Eden Road tend to be located immediately outside properties that have been demolished as part of CRL. As a result, the need for these spaces has been removed and the effects of removing these spaces will be negligible. Impacts on parking and loading, due to the signalisation of the Mt Eden Road / Enfield Street / Akiraho Street intersection, will be determined once a more final layout design has been confirmed. The three time-restricted spaces located outside of 20 and 24 Mt Eden Road tend to serve customers of these retail properties. The temporary removal of these spaces will require the existing users to park either: •

In the off-street spaces in front of these businesses,

•

In the off-street spaces within 20 Mt Eden Road or to the rear of 24 Mt Eden Road, or

•

In the nearest alternative on-street spaces on Mt Eden Road, Enfield Street, Boston Road or Burleigh Street. The removal of the time-restricted parking spaces on New North Road and Ngahura Street is a result of the signalisation of the New North Road / Ngahura Street intersection, which is a mitigation to assist turning construction traffic onto New North Road. The lower end of Ngahura Street is the entrance to the main Mt Eden construction site and support area. On-street parking spaces will be occupied by and around the site entrance, primarily so that large construction vehicles transporting spoil have enough room for their swept paths turning into and out of the site entrance/ exit.

Loading Zones Loading zones are present on Ruru Street, Nikau Street, Enfield Street and Auburn Street and New North Road. The location of the loading zones is far enough away from the CSAs and construction areas to not be adversely affected. It is not foreseen that CRL will have an impact on any of these loading facilities.

Effects on Over-Dimensional Routes The OD road network requires a carriageway envelope of 11m wide by 6m high. For an OD vehicle to gain approval to access to the network, approval is required from NZTA. As identified in Section 3.7, Mt Eden Road and Normanby Road make up part of the OD network. The main works construction from approximately September 2020 to September 2021 requires Mt Eden Road to be narrowed to one lane in each direction. By reducing the carriageway width down to 6.4m, Mt Eden Road does not meet the OD envelope requirements. During this period, Normanby Page 127

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Transport Access and Parking Delivery Work Plan Road will serve as the alternative OD route while transportation of OW loads are rerouted to the nearest OW routes. Normanby Road will be closed for approximately six months from September 2021 to March 2022 and requiring OD transport to be rerouted along Mt Eden Road. Discussion with AT and NZTA has confirmed the temporary suspension of Mt Eden Road and Normanby Road as OD routes in principle during parts of the main works. Discussion will continue between LA and AT, NZ Heavy Haulage Association and NZTA to confirm the specific timing and duration of works, and their impacts for haulage companies. There are other routes available on the OD network (as outlined in Section 3.7) such as Broadway, Balmoral Road and Great North Road providing alternative OD access around the Mt Eden area. If OD deliveries allow, it is proposed to use these other roads on the OD network. It should be noted that during some stages of construction, if advance notice is provided to the construction team at Mt Eden, they may be able to accommodate an OD load through the site.

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Transport Access and Parking Delivery Work Plan

6. Monitoring CRL designation condition 26.9 requires that monitoring be carried out on travel times on the following roads: • • • •

New North Road/Symonds Street (between Dominion Road and Newton Road); Mt Eden Road (between Normanby Road and Symonds Street); Khyber Pass Road (between the southern motorway ramps and Symonds Street) if this route is to be used by construction related trucks; and Newton Road between the north-western motorway ramps and Symonds Street.

These routes are shown in Figure 6-1.

Figure 6-1: Routes requiring monitoring before and during CRL construction

Monitoring will be continuous for the duration of construction (designation condition 26.3) and is being carried out to assess the effects on traffic congestion due to the CRL construction works. Page 129

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Transport Access and Parking Delivery Work Plan Designation Condition 26.6 specifically seeks to identify when 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 has begun monitoring the Mt Eden area routes specified in designation condition 26.9 and shown in Figure 6-1. This monitoring will continue throughout the CRL works and will identify if the works are resulting in travel times in excess of the thresholds in any of the above conditions. The February 2020 travel time measurements are shown in Figure 6-2 and Figure 6-3 as examples of the reporting format provided by AT to the Link Alliance and CRLL. This monitoring data is in turn provided to Auckland Council on a monthly basis.

Figure 6-2: AT travel time monitoring – output example 1

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Figure 6-3: AT travel time monitoring â€“ output example 2

If the monitoring shows that the traffic delay thresholds in Condition 26.6 have been exceeded, then additional mitigations will be implemented in accordance with Condition 26.7. This includes but is not limited to advertising alternative routes, removing on street parking or implementing operational measures, such as lane reconfigurations or signal phasing, to increase the capacity on the surrounding network. This will minimise impacts to below the travel time levels specified in Condition 26.6 as far as reasonably achievable as per Condition 26.8. Monitoring of traffic conditions is also undertaken at active construction sites as a requirement of traffic management plans. Should it be noticed that traffic queues are forming on the approaches to construction zones in a way that impacts the upstream intersections, then the site traffic controller or STMS will be required to undertake planned measures to improve traffic flows. Contingency plans for the management of a congestion event and traffic incidents are to be outlined in the traffic management plans and approved by AT.

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7. Consultation and Communication The ‘Communications and Consultation Plan’ (CCP) appended to the CEMP sets out the procedures to advise affected parties and the general public of the proposed temporary traffic management works. Table 7-1 summarises the external communication requirements for the main works. The property owners and occupiers listed are noted for early and specific consultation and agreement in regard to traffic, access and parking matters. Consultation and communication with the stakeholders identified in Table 7-1 is led by the Link Alliance Communications and Engagement team, with support from the construction team and technical subject matter specialists where required. Table 7-1: External Consultation Requirements

Relevant Designation TAP DWP Interests Condition

Resolution

MediaWorks NZ

25.3(i), 30.1(e)

MediaWorks to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements

Properties on Ngahura Street, Ruru Street, Korari Street, Flower Street, Nikau Street and Shaddock Street immediately adjacent works

25.3(i)

Stakeholder

Properties on Porters Avenue, Wynyard Road, Fenton Street and Haultain Street immediately adjacent works

25.3(i)

Properties on Mt Eden Road immediately adjacent works

25.3(i)

Properties on Water Street, Boston Road and Normanby Road immediately adjacent works

25.3(i)

Temporary traffic management within the Mt Eden works area and the effects of construction traffic on the wider area

Property owners/leaseholders to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements

Wider community consulted through the CRL Mt Eden Community and Business Liaison Group meeting on 11 May 2020

The general public and Mt Eden community

25.3(i)

New Zealand Transport Agency

25.3(i), 18.1

“One Network” consultation, in accordance with Condition 18

NZTA provided feedback on 4 June 2020. Responses are provided in Appendix F to the TAP DWP.

Auckland Transport

n/a

Temporary traffic management within the Mt

Ongoing liaison with Auckland Transport

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Transport Access and Parking Delivery Work Plan Eden works area and the effects of construction traffic on the wider area

Public transport users and operators, taxi operators

Emergency services

Mt Eden Corrections Facility (and Department of Corrections / entity contracted by the Department)

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25.3(i)

25.3(i), 30.1(h)

Existing bus stops and bus lanes affected on Mt Eden Rd, New North Rd and Boston Rd

Public transport users to be advised of relocated bus stops in advance through signage. Auckland Transport to liaise with operators. No specific consultation required with taxi operators.

Emergency vehicle access to properties will be maintained at all times. Emergency services will be informed in advance of road closures.

Fire and Emergency NZ have been provided with a copy of this TAP DWP for review. They confirmed that they can adjust their response routes and operations to cater for the proposed lane and rail crossing closures as detailed. They have requested: - Two weeks notification prior to any lane / crossing closures taking place so we can advise our operational crews of alternative routes that will need to be taken when responding to emergencies in the affected areas - That vehicular (road) access to structures impacted by the closures is maintained as close as practicable to the individual address points. - That the access to the street hydrants are maintained and hydrants are marked as required. When they are obstructed by construction activities (temporary fencings etc), that appropriate signage is included in a conspicuous location that highlights the hydrant locations.

Duration and extent of works within Lauder Rd and Department of Corrections land, and traffic management on Normanby Rd that impacts on access and parking on Lauder Rd

Two meetings with the Department of Corrections have taken place in February and March 2020 regarding protocols for access onto Corrections land by Link Alliance and with the timing of TMPs where Lauder Road is impacted. Link Alliance will register with the Corrections Facility the details of all site personnel who needs work. Ongoing communications have been established to ensure that the Corrections Facility have

Transport Access and Parking Delivery Work Plan advance awareness of TMPs that may impact access and parking.

51-63 Normanby Road

32 Normanby Road

8-10 Boston Road

1 Enfield Street

47-57 & 65-69 Boston Road

22 Normanby Road

25.3(i), 30.1(i)

Closure of the Normanby Rd level crossing, traffic management on Normanby Rd, access impacts

Meeting took place on 2 March 2020 to update owners on the impending works on Normanby Rd, and further clarity to the six month closure of the level crossing.

25.3(i), 30.1(j)

Car park spaces displaced, alternative car park provision, access impacts, pedestrian paths, car park regarding, stormwater installation

Meeting on 28 February and informal weekly catchups regarding timing and scope of works within car park and near access

Access impacts

Property owners/leaseholders to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements

25.2

25.3(i)

25.3(i), 30.1(p)

25.3(i)

Access impacts, parking removal

On-site parking impacts, access restrictions

Access impacts, loss of onstreet parking

Vehicle access to the rail corridor via the car park at 1 Enfield Street as per Right of Way agreed on 8 May 2015. Property owners/leaseholders to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements. During the temporary works along Boston Road, a 1.8m wide footpath on the north side of the street, in addition to two 3.0m wide traffic lances shall be provided on Boston Road between Normanby Road and Khyber Pass. A safe temporary pedestrian crossing facility shall be provided at the western extent of Active Construction Zone M1. Property owners/leaseholders to be contacted in advance of works commencing to demonstrate traffic management proposed meets their operational requirements

A record of comments from the Mt Eden Community and Business Liaison Group, Independent Peer Review, Council Review following consultation on the draft TAP DWP, and how these comments have been addressed is provided in Appendix A. Page 134

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Transport Access and Parking Delivery Work Plan

Appendix A: Record of CLG, IPR and Auckland Council Comments A1. CLG Comments A Mt Eden Community and Business Liaison Group (CLG) meeting was held on 11 May 2020 to discuss the Mt Eden main 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 the TAP DWP are as follows: CLG Member

Comment /Feedback

Response

Martin Van Zonneveld

Will the proposed new bus stop planned for the area from 103 to 107 Mt Eden Rd be permanent or temporary?

Kelvin Norgrove

Just wondered if construction operating hours/days will change to allow catching up on the programme?

Tim Harding

Will you limit work after 7:00pm to low-noise work? What sort of work will it be?

At the time of writing this TAP DWP, the bus stop relocation will be temporary, for the duration of construction, while Auckland Transport considers options for a permanent location. The bus stops will likely be located as close as possible to the new rail station to facilitate interchange between bus and rail. Updated TAP DWP Section 4.3.5 Mt Eden Road Bridge Works and Lane Closures with this note. Consistent with the City Rail Link media release on 12/05/2020, disturbance will be minimised for post-7pm works: https://www.cityraillink.co.nz/mt-eden-workcity-rail-link. Work hours are mentioned in TAP DWP Section 2.4 Hours of Operation. No changes are required to this TAP DWP.

Wayne Matthews

Will the section of Flower Street between Nikau Street and Shaddock Street be realigned? The current layout with the Hit Sticks means some larger vehicles, eg for Rubbish collection and large deliveries, cannot access Shaddock Street.

The road layout is being addressed separately as part of Public Realm Enhancement works, which is looking to reconfigure the layout of the surrounding roads in the Mt Eden Station precinct. Updated TAP DWP Section 4.3 General Traffic Management.

Graeme Easte

Why was diagram just shown inverted with north point at the bottom of the diagram?

Anonymous (Unverified)

Future note, could you please add north arrows to all drawings as it is quite confusing?

The question refers to the CLG presentation slides, however the TAP DWP figures were reviewed and updated with north arrows where appropriate.

Graeme Easte

Why has design of pedestrian access to the station from the west (Fenton Street) changed to a more roundabout access?

Design is not covered in TAP DWP. No changes are required to this TAP DWP.

Chris Martin

Where can I view the most current draft plan for the Boston Road roundabout intersection?

The official City Rail Link website can be followed for the latest updates, news and information. https://www.cityraillink.co.nz/mt-eden-workcity-rail-link No changes are required to this TAP DWP.

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CLG Member

Comment /Feedback

Response

Caleb (Unverified)

With the station closure, can residents from Fenton Street still walk through the station to get to the 640 bus service?

Covered in TAP DWP Section 4.3.1 Construction Staging – July 2020 to December 2024: Unfortunately, there will be no pedestrian access through Mt Eden station once it closes. No changes are required to this TAP DWP.

Tim Harding

The Horopito Street / Dominion Road question is about enabling local non-construction traffic to turn safely on to Dominion Road.

The closure of Porters Avenue level crossing and associated effects has already been assessed as part of a previous study. The results and conclusions of which can be found on the Auckland Transport website: https://at.govt.nz/projects-roadworks/portersavenue-level-crossing/. It was concluded that most traffic may prefer to use View Road over Horopito Street, as this signalised intersection offers a safer opportunity to turn right onto Dominion Road. No changes are required to this TAP DWP.

Tim Harding

Has there been consideration of traffic lights at the Horopito / Dominion Road intersection?

Graeme Easte

Regarding Horopito Street - with the Porters Avenue level crossing closed there will be a lot more pressure on the alternatives - eg. south down Wynyard Road to View Road or west to Horopito • Street so some form of signalisation may be required. Will Akiraho Street be included in It is the intention of Auckland Transport to the Enfield Street signalisation include Akiraho Street in the signalisation. and as a permanent intersection? Updated TAP DWP to clarify that the intersection includes Akiraho Street.

Kelvin Norgrove

The duration of signalisation 4 years or less?

Richard Coombes

Regarding Mt Eden Road / Akiraho Street traffic lights, were other options considered as I think this will impact traffic flow etc?

Tim Harding

Note the request from the Station-R apartment building on Fenton St to review the requirement to mitigate the effects on ALL parking (including on-street parking and not just private parking), as per section 25.2 of the project designation.

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Auckland Transport have also indicated that the presence of the traffic signals will be reviewed at the end of construction to determine if it will remain permanently. Updated TAP DWP Section 4.3.5 Mt Eden Road Bridge Works and Lane Closures. The following signalisation options were considered by AT: • Full signalisation of the Mt Eden Road / Enfield Street / Akiraho Street intersection, and • Midblock signalisation of Mt Eden Road, between Enfield Street and the Mt Eden Road bridge. Full signalisation was the preferred option to manage pedestrian safety as well as traffic flows. Updated TAP DWP Section 4.3.5 Mt Eden Road Bridge Works and Lane Closures. Adverse effects on parking, both public and private, will be avoided, remedied or mitigated so far as is reasonably practicable. A specific response will be issued to Station-R with regards to the parking queries. No changes are

required to this TAP DWP.

Transport Access and Parking Delivery Work Plan

CLG Member

Comment /Feedback

Response

Caleb (Unverified)

Is there any removal or restrictions of existing on-street parking on Haultain Street or Wynyard Road?

Removal of public on-street parking is expected on Haultain Street and Wynyard Road, within the CRL designation. Refer Section 5.10.9 Haultain Street, Section 5.10.10 Wynyard Road and Section 5.11 Effects on Public Parking and Loading. No changes are required to this TAP DWP.

Lee Corrick

Are there specific oversize vehicle routes? If so, what are they?

There road designated as part of overdimensional and over-weight routes. Refer Section 3.7 Over-Dimension and Over-Weight Routes. No changes are required to this TAP DWP.

Kelvin Norgrove

As part of monitoring business disruption will there be any intent to monitor trends in pedestrian counts over the construction period on main roads where shops are?

The designation conditions do not require pedestrian volumes to be monitored. There is no intention at this stage to undertake such pedestrians surveys. No changes are required to this TAP DWP.

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Transport Access and Parking Delivery Work Plan

A2. Independent Peer Review Comments An IPR of the draft TAP DWP was undertaken by Tony Innes, from Commute Transportation Consultants, with peer review comments received on 29 May 2020. The full IPR document can be found in Appendix B. A summary of the comments received which required a response are as follows: Section of DWP / Condition

Comment

Response

Section 5.8.3 Condition 25.3(d)

The intent of this condition (25.3 (d)) has been met with arterial routes proposed as the main routes. There are a number of schools nearby as identified in the DWP and also residential land. Section 5.8.3 outlines that the works will undertake measures to avoid impacting the schools, however no specifics are identified. It is recommended that larger laden vehicles avoid the school peak of 3:00-4:00 on Normanby Road near the Auckland Grammar fields in particular. The areas where there is the biggest increase in delays is Mt Eden Road. In order to get the network operating to an appropriate level (given the works being undertaken) some level of diversion away from Mt Eden Road has been assumed (20%, which is approximately 400 vehicle trips in the peak hour). Even with this diversion an increase in delay of in the order of seven minutes on Mt Eden Road is forecast. The works are significant and with the requirements to maintain access this level of delay is not considered inappropriate. It will be important that users of the transport system have viable choice and the DWP outlines increases in bus services to assist in the mitigation of this effect.

The recommendation supports the intention of Condition 25.3(d) and will be put forward to the Link Alliance construction team. Updated TAP DWP Section 5.8.3.

Section 5.2.5 Condition 25.2

A likely diversion route will be Clive Road and this goes past Auckland Grammar School and consideration to understanding the effects on this street and the intersection at either end is recommended.

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The purpose of Scenario Eâ€™s 20% demand reduction for Mt Eden Road traffic was used to test the sensitivity of the modelled travel times when traffic reroutes away from Mt Eden Road. The 20% equated to about 150 - 250 peak hour vehicle trips, depending on direction. Clive Road is one plausible route for traffic to reroute to, given its proximity to Normanby Road. Traffic is also expected to find other routes, such as Stokes Road and Dominion Road when travel time on Mt Eden Road are less favourable. Further intersection modelling will be undertaken for the design of the signalisation of Mt Eden Road / Normanby Road. It is proposed that traffic counts at the Clive Road / Normanby Road and Clive Road / Mountain Road intersections are undertaken as part of the design scope to allow consideration to be given to the potential effects as recommended. No changes are required to this TAP DWP.

Transport Access and Parking Delivery Work Plan

Section of DWP / Condition

Comment

Response

Section 4.3.4 Condition 30.2(h)

Customers travelling to the west are not as well catered for and this will need to be clearly communicated, or the new 640 bus extended to Kingsland station.

Since the TAP DWP was sent for peer review, Auckland Transport have finalised the route and schedule for the additional bus service, which has been renamed from 640 to 64. The new information has been included in this TAP DWP. The route now extends to Kingsland Station as shown in Figure 4-13. Updated TAP DWP Section 4.3.4.

Sections 4.3 and 5.4 Condition 25.3(a)

Vehicle tracking will need to be undertaken to confirm the acceptability of some heavy access routes.

Vehicle tracking has been undertaken for Wynyard Road / View Road and View Road / Dominion Road as shown in Figure 4-23 and Figure 4-24. Others will be undertaken as part of TMPs. Updated TAP DWP Section 4.5.3

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Transport Access and Parking Delivery Work Plan

A3. Auckland Council Comments The Auckland Council TAP specialist review of the draft Rev B TAP DWP was undertaken by Mr. Gary Black. Comments were received on 29/05/2020. A summary of the comments received which require a response are as follows: Table A3.1: Feedback received from Council on 29/05/2020 Section of DWP / Condition

Comment /Feedback

Response

Section 7 and Appendix F Condition 18.1

While the intent of the condition of consent has been complied with, the record of the consultation and outcomes has not yet been included within the Access and Parking DWP.

Updated TAP DWP Section 7 and Appendix F with the feedback from NZTA.

Section 2.7 and Appendix E Condition 20.1

The TMP omits consideration where the remaining 50% of construction workforce will parking their vehicles. Although not specifically required by the condition of consent, we recommend the TMP identifies feasible parking areas for workers to ensure they can access the site while mitigating impacts on surrounding residential streets.

Updated TAP DWP Appendix E with assessment of available on-street parking.

Further comments were received from Council on 08/07/2020 upon submission of the Outline Plan. A summary of the comments received which require a response are as follows: Table A3.2: Feedback received from Council on 08/07/2020 Section of DWP / Condition

Comment /Feedback

Response

Condition 30.1(m)

Condition 30.1(m) is no longer applicable and therefore not addressed in the TAP DWP

Noted. No changes made to the TAP DWP.

Section 4.5

The TAP DWP did not explore alternative transport options for spoil removal as required by Condition 25.3(j)

Assessment of spoil removal by rail has been addressed in the Mt Eden Enabling Works TAP - Appendix C: Transportation of Spoil via Road or Rail, which is also referenced in Section 4.5. No changes made to the TAP DWP.

Appendix E

Supplementary action to use 2018 Census data for Travel Management Plan

Updated Table 3-1 in Appendix E with 2018 Census data.

Appendix E

Investigate private car parking arrangements on Normanby Road for Link Alliance staff

Noted. LA will undertake this as needed. No changes made to the TAP DWP.

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Transport Access and Parking Delivery Work Plan

Appendix B: Independent Peer Review

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CRL Independent Peer Review Mt Eden Main Works Transport, Access and Parking Review 25 May 2020

Project:

CRL Independent Peer Review

Report title:

Transport, Access and Parking Review

Document reference:

Mt Eden Main Works

Date:

25 May 2020

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 ................................................................................................................... 3 1.1

Scope of peer review ........................................................................................... 3

1.2

Background information ....................................................................................... 5

1.3

Structure of this Report ........................................................................................ 5

Transport, Access and Parking DWP ............................................................................ 6 2.1

CRL Designation Condition 25.1 ........................................................................ 24

2.2

CRL Designation Condition 25.2 ........................................................................ 25

Recommendations ...................................................................................................... 26

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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 obtained a designation 2015. This designation had a number of conditions attached to it. Particularly related to this review is condition 11 which requires an independent review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed. This report documents the independent peer review for the Transport, Access and Parking for the above described enabling works and specifically relates to the ‘Mt Eden Main’ works for the project. An assessment of the DWP’s 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 this portion of works related to the Mt Eden Main works. The DWP is clearly written and shows how compliance with the appropriate designation conditions will be met during construction. In undertaking this review the following areas have been identified for consideration by the team (in most instances these are general comments and do not relate specifically to any one condition): •

•

This will be an area of significant construction and the neighbouring Auckland Grammar school will generate considerable school trips (vehicle and pedestrian) through the area. It is therefore recommended that larger heavy vehicles are restricted to outside the times of 33:45pm and 8-8:45am. It also noted that during the Normanby Road level crossing closure, some 20% of traffic is expected to reroute onto Mountain and Clive Road. This re-routing is expected anyway due to general construction activity and the effects on traffic volumes on these other routes (particularly Mountain Road in front of AGS and St Peters have not been quantified). There is discussion of the signalisation of Mt Eden Road and Normanby Road and while this is considered appropriate, its performance is closely interrelated to the Normanby Road/ Clive Road intersection. Given the nearby schools and pedestrian movements, these intersections should be assessed together. The 640 bus route is welcomed due to the closure of Mt Eden Station, but we query how helpful that route is for people working around the Mt Eden Station area and travelling to and from the western rail line. Should the route connect to Kingsland station? Or is there an expectation that these people should walk further to New North Road for this connectivity? Mt Eden Road is a busy cycle route and there appears to be both an increase in traffic volumes on this route together with lane narrowing. The lower speed limit is acknowledged but the works occur for a significant period of time, and there is a ned to ensure the safety of road users throughout construction.

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â€˘

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Some of the construction routes are narrow, particularly near Porters Avenue (Fenton Street and Haultain Street) and therefore vehicle tracking assessments will need to be undertaken to ensure the proposed routes are workable.

Given a project of this scale, there will 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. Once the above comment is addressed, it is considered that the DWP adequately addresses the intent and requirements of the designation conditions.

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INTRODUCTION

1.1

SCOPE OF PEER REVIEW

The City Rail Link (CRL) is the key project in an integrated transport programme to keep Auckland moving as the city grows by more than 700,000 people during the next 30 years. The 3.4km 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 tunnelling commencing, 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 areas located along the entire designated route. The DWP relates to the works around the Mt Eden Station to allow for the construction of the ultimate CRL project as outlined in Figure 1 and include the following scope as set out in the DWP: “The CRL Works in the Mt Eden area involve the construction of the southern section of the tunnel structures and the tie-in of the CRL railway to the existing NAL, including the construction of the redeveloped Mt Eden Station. The Mt Eden Active Construction Zone (ACZ) and Construction Support Areas (CSAs) are generally located between Nikau Street to the north, State Highway 1 (SH1) to the east, Dominion Road to the west and the existing NAL to the south. The works in this area include: • • • • •

• • •

Operational activity required to support the tunnel boring machine (TBM) drive, including control room and plant, storage and spoil handling; Construction of a new Mt Eden Station building, incorporating passenger linkages between the new CRL platform and the modified existing NAL platform; Construction of a ventilation building; Road over rail bridges at Mt Eden Road, Normanby Road and Ruru Street with sections of road realignment; Grade separation structures for the existing and new rail lines to pass-over and connect with each other, including the Newton Junction Grade Separation Structure, the Eastern Facing Connection and the Western Facing Connection; Installation of retaining walls and utilities; Pedestrian and cyclist bridge structures at Fenton Street and Porters Avenue; and New road linkages within the reinstated area post-construction.

Given the nature and scale of CRL works at Mt Eden, works are being undertaken in a staged manner, involving: • •

•

Enabling and early works (demolition, network utility relocation and site establishment work) – early works have commenced and will continue to end of 2020; Main construction works (construction of the underground CRL cut and cover tunnels, grade separation structures and trenches, station building and platforms, and tie-ins to the NAL) to be undertaken from mid-2020 through to mid-2023; and Public realm reinstatement – likely to be undertaken from 2021 to early 2024.

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Figure 1 : Works area

The project obtained a designation in 2015. This designation had a number of conditions attached to it. The purpose of this report is to address condition 11 which requires an independent peer review of the Delivery Works Plan (DWP) and other management plans that outline how the project is to be delivered and the effects addressed. Condition 11 is outlined overleaf.

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

Link Alliance - Mt Eden Main Works : Transport, Access and Parking Delivery Work Plan (Document ref CRL-MTE-RME-LKA-PLN-800035 Revision: A00), Date: 8 May 2020 The most up-to-date (September 2018) set of the CRL designation conditions 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 reports adds a column to this table and provides a summary of the peer reviewers assessment of the DWP against each criteria. A summary against the key designation conditions has then be undertaken to summarise the peer review.

CRL Independent Peer Review Transport, Access and Parking 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. Based on the above assessment this independent peer review has found that the DWP has appropriately addressed the requirements of the designation conditions. .

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Table 1 : Designation Condition Assessment

Condition Number

Designation Condition

Relevant Section:

Peer Review Comments

The DWP has confirmed the Transport Agency have been consulted and formal comments are anticipated shortly and these will be documented in the final version.

Communication and Consultation 18.1

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

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

4.4 & 4.5

The DWP confirms that this will be completed by the contractor. A Workforce Travel Demand Management Plan has been provided which sets out the approach to be adopted.

4.2,4.3,5.3 & 5.4

The DWP outlines the proposed access points and the supporting traffic management. This is considered appropriate given the scale of the proposed works and the proposed mitigation and communication strategy with these property owners. This is included by stage and section of the project given its scale.

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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.

All

The DWP sets out the increase in traffic as a result of the works under a number of different scenarios. Closing of the Mt Eden rail station will require in the order of 250 people an hour in the peaks to make alternative transport options. These trips are generally forecast to take the bus and an additional service is proposed to link to the Newmarket station to â€˜absorbâ€™ this current rail demand in the area. Not surprising given the scale of these works increases in delay and volumes on some sections are forecast. The areas where there is the biggest increase in delays is Mt Eden Road. In order to get the network operating to an appropriate level (given the works being undertaken) some level of diversion away from Mt Eden Road has been assumed (20%, which is approximately 400 vehicle trips in the peak hour). Even with this diversion an increase in delay of in the order of seven minutes on Mt Eden Road is forecast. The works are significant and with the requirements to maintain access this level of delay is not considered inappropriate. It will be important that users of the transport system have viable choice

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and the DWP outlines increases in bus services to assist in the mitigation of this effect. A likely diversion route will be Clive Road and this goes past Auckland Grammar School and consideration to un understanding the effects on this street and the intersection at either end is recommended. Buses will also be impacted by the increase in travel times, however the DWP outlines that there is as much prioritisation as possible provided to reduce the impact. The traffic management is also forecast to have a manageable impact on the performance of the transport network. The reviewer agrees with this position.

25.3

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

4.2,5.1 and 5.5

This confirmed as being maintained by the DWP.

4.2,5.3 and 5.5

This confirmed as being maintained by the DWP.

(a) The road routes which are to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil, including how the use of these routes by these vehicles will be managed to mitigate congestion, and to the greatest extent possible, avoid adverse effects on residential zoned land and education facilities;

4.3 and 5.4

(b) Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery shall be identified and details

4.3 and 5.4

Routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach. There are number of schools in the area and this is acknowledged in the DWP and efforts have been made to reduce the impact of the works in the transport system during peak school periods. The reviewer strongly supports this approach. Vehicle tracking will need to be undertaken to confirm the acceptability of some heavy access routes. General routes have been identified and are considered appropriate. The focus on arterial roads is considered an appropriate approach.

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

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provided as to why these routes are considered appropriate routes. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery shall as far as practicably possible only use roads that: (i) Form part of the regional arterial network;

As above

(ii) Are overweight / over dimensioned routes;

It is noted that some overweight or overdimensional vehicles may require access to streets not designated as overdimensional/ overweight routes. It is proposed to manage this by avoiding these movements at commuter peak periods and with mobile traffic management. This is considered appropriate and can operate successfully. Consideration of any closure to the overdimensional vehicle routes (Normanby Road level crossing) will need to be considered due to effects on other developments within Auckland (not just access to and from the CRL site). As above

4.2, 4.3 & 5.4

(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

n/a

This is the primary route to be used. The DWP does confirm that other routes will be used during this phase. This is considered appropriate given the low volumes of truck traffic forecast, however Ngahura Road will remain the main access point.

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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;

n/a

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

n/a

4.2, 4.3 & 5.4

(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, 4.3, 5.3 & 5.4

The intent of this condition has been met with arterial routes proposed as the main routes. There are a number of schools nearby as identified in the DWP and also residential land. Section 5.8.3 outlines that the works will undertaken measures to avoid impacting the schools, however no specifics are identified. It is recommended that larger laden vehicles avoid the school peak of 3:00-4:00 on Normanby Road near the Auckland Grammar fields in particular. The DWP outlines the communication that has been undertaken and that will be undertaken to comply with this condition. This is generally confirmed in the DWP with some exceptions as required and outlined. This is considered acceptable with the exception of the heavy vehicles near the Auckland Grammar fields as outlined above. 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.

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The DWP has appropriately identified alternative routes, staging and implications of their works. These impacts have been modelled and assessment and mitigation (such as signalisation of intersections for access and pedestrian benefits) identified. The The closure of Porters vehicle crossing permanently will have an impact on the surrounding road network which should not be significant given the low volumes. (f) How disruption to the use of private property will be mitigated through: This is proposed to be addressed through the detailed CTMPs which is considered acceptable with the DWP confirming access will be maintained.. This is proposed to be addressed through the detailed CTMPs which is considered acceptable with the DWP confirming access will be maintained as outlined in this condition.

(i) Ensuring pedestrian and cycle access to private property is retained at all times;

4.2,5.1 & 5.5

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

4.2,5.3 & 5.5

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

5.6

The DWP clearly identifies these .

5.10

This has been identified as a requirement of the DWP.

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

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Page 13

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;

4.1, 4.2, 5.1, 5.2 & 5.3

6.1, 8

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

5.2

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

5.12

(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

This has been addressed above.

This is proposed to an acceptable level and is consistent with the current operation of the area. The new signals at Enfield will provide a safe pedestrian environment. There is limited opportunity for PT priority in the works areas given the narrowing of lanes, however where possible PT priority will be provided to the maximum extent possible. The DWP outlines where the relocations will be made and these have been placed as close as possible to the existing and where safe access can be provided. The works are located within an existing OD and OW routes. The DWP outlines that the NZTA have been advised and this will require alternative routes to be used by these vehicles. This is a permitted process so this is appropriately managed. This has been confirmed by the DWP.

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Page 14

management of the adverse effects on the transport network. (j) The alternative (to road) transport options that are available (including the option of rail use at the main construction site adjacent the North Auckland Rail Line) and that have been considered and assessed for the transportation of spoil. This will include as applicable:

4.3 & 5.4

This has been considered generically across the programme of works and no specific issues related to this scope of works is anticipated or considered appropriate. As above

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

n/a

(ii) Potential adverse effects associated with alternative options;

n/a

As above

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

n/a

As above

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

n/a

As above

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Monitoring of Transport Network Congestion The DWP outlines the route that will be monitored, sets out the base data and confirms the steps to be taken if the monitoring establishes the specifications set in the conditions are exceeded. As above

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:

(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)

(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

As above

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Page 16

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

26.7

As above

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:

As above

(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)

n/a

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

n/a

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26.10

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

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

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

n/a

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

n/a

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

n/a

Transport, Access and Parking: Additional Requirements (NAL Area) 30.1

To achieve the objective in Condition 25, the following measures shall be implemented: (a) The retention of at least two traffic lanes (one in either direction) on Mt Eden Road during the construction of the replacement Mt Eden Road Bridge; (b) During the closure of the Normanby Road level crossing to construct the grade separated crossing, the Mt Eden Road and Normanby Road intersection shall be signalised and a second traffic lane shall be provided on the Boston Road approach to its intersection with Mt Eden Road intersection. Additionally, the no parking restrictions on Boston Road shall be extended along the length of Boston Road and considered for any adjacent local roads to facilitate through traffic; (c) A temporary pedestrian crossing (over the rail line) at Normanby Road is to be provided for the period of the temporary closure of the Normanby Road connection; (d) Access will be maintained to Nikau Street at all times by at least one lane (minimum 3m), and two lanes on Nikau St between Flower and Korari Streets. Access to sites within

4.3.5

4.3.6, 5.3 & 5.11

4.3.6 & 5.7

5.10.13

This is confirmed in the DWP.

The DWP confirms that the additional lane at the intersection will be provided. There will be parking removed on Boston Road to enable this,

This is confirmed in the DWP.

This has been confirmed in the DWP

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Flower Street and Korari Street is to be retained, from Nikau Street or New North Road, at all times; (e) Construction works will be undertaken to ensure twoway access is maintained at all times for vehicles to all accessways to the MediaWorks site including staff and visitors’ cars, trucks and service vehicles;

5.10.13

This has been confirmed in the DWP

5.10.13

This has been confirmed in the DWP

(g) Providing accessibility along Mt Eden and Normanby Roads as a priority for, where practicable: public transport (buses), emergency services, access to properties for pedestrians, and cyclists;

4.3

This has been confirmed in the DWP

(h) Construction works will be undertaken to ensure twoway access is maintained at all times for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road (including staff and visitors’ cars, service vehicles, prison vans, emergency vehicles and buses), communication and consultation with the Department of Corrections, and the entity contracted by Department of Corrections to administer and run the Mt Eden Corrections facility at 1 Lauder Road, on this matter shall be recorded in accordance with Condition 15) of this designation. The Requiring Authority shall be responsible for ensuring that the construction works do not restrict 24-hour two-way access for all vehicles accessing the Mt Eden Corrections Facility at Lauder Road;

5.10.2

This has been confirmed in the DWP

(i) Construction works will be undertaken to ensure two-way access is maintained at all times for vehicles accessing the premises at 51-63 Normanby Road, including staff and visitors’ cars, trucks and service vehicles. The measures shall:

5.10.3

This has been confirmed in the DWP and specific traffic controller requirements have been outlined which will be confirmed in the CTMP.

(i) Ensure safe and reasonable access to and from the site, to Austroads standards;

5.10.3

As above

CRL Independent Peer Review Transport, Access and Parking Review

(ii) Not result in the loss of any on-site parking;

Page 19

5.10.3

(iii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation;

5.10.3

As above As above

5.10.3

As above

(v) Following completion of the grade separation of Normanby Road safe and reasonable access will be provided to and from the property at 51-63 Normanby Road to meet the relevant Austroads and NZS2890.1 standard or the applicable standard required by the road controlling authority.

5.10.3

As above

(j) Construction works will be undertaken to ensure pedestrian and two-way vehicle access is maintained at all times to access the premises at 32 Normanby Road, including staff and visitorsâ€™ cars, trucks and service vehicles. The measures shall:

5.10.1

This has been confirmed in the DWP and specific traffic controller requirements have been outlined which will be confirmed in the CTMP.

(i) Ensure safe and reasonable access to and from the site, to Austroads standards;

5.10.1

As above

(ii) Incorporate a crossing width sufficient not to reduce the range of vehicles required to access the site, relative to the existing situation;

5.10.1

As above

(iii) Should the Requiring Authority require part of the site at 32 Normanby Road that is currently used for 40 car parking spaces for the construction of the City Rail Link 34 alternative car parking spaces will be provided at 14-22 Boston Road (in accordance with Plans CRL-EFC-CON000-DRG-0064 Revision 1 dated 8/7/16 and CRL-EFCROA-000-DRG-1027 Revision 4 dated 30/6/16, 1028 Revision 4 dated 30/6/16 and 1127 Revision 2 dated 30/6/16). The Requiring Authority shall provide safe pedestrian access across the North Auckland Line and into

5.10.1

As above

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Page 20

the site for customers and staff, visiting or employed at the site in accordance with Condition 30.1(c) until the grade separation works are completed and permanent access is reinstated to the site. (k) At completion of the grade separation of Normanby Road safe and reasonable pedestrian and vehicle access to and from the site and 34 on site car parking spaces will be provided for the property at 32 Normanby Road. In the case of pedestrian and vehicle access and parking arrangements, this will be in accordance with Plans CRL-EFC-ROA-000-DRG-1027 Revision 4 dated 30/6/16, 1028 Revision 4 dated 30/6/16 and 1127 Revision 2 dated 30/6/16, and the following requirements:

5.10.1

As above

(i) The access will meet relevant Austroads, NZS2890.2 and the Auckland Council District Plan: Isthmus Section design standards;

5.10.1

As above

(ii) The design, structures and barriers associated with the pedestrian access to the site will be subject to the urban design process of Condition 47; and

5.10.1

As above

(iii) Provision for landscape planting shown on CRLEFC-ROA-000-DRG-1127 Revision 2 dated 30/6/16.

5.10.1

As above

(m) Construction of the grade separation works at Normanby Road on the parcels of land identified on the CRL NoR6 Sheet 2 as parcels 242, 243, 244, 245, 246, 393, 394, shall not commence until the KiwiRail land is available and written confirmation of this has been provided by the Requiring Authority to Auckland Council.

n/a

(n) Access to Water Street to and from Mt Eden Road for CRL construction related heavy commercial vehicles shall be limited to left-in and left-out movements only.

4.4.1

This is confirmed in figure 4-18 of the DWP

(o) Access to 14-22 Boston Road from Normanby Road shall be restricted to left-in and left-out movements only; the exception to this will be when Normanby Road is closed; and

4.4.1

This is confirmed in figure 4-18 of the DWP

CRL Independent Peer Review Transport, Access and Parking Review

30.2

(p) During the temporary works along Boston Road, a 1.8m wide footpath on the north side of the street, in addition to two 3.0m wide traffic lanes shall be provided on Boston Road between Normanby Road and Khyber Pass. A safe temporary pedestrian crossing facility shall be provided at the western extent of Active Construction Zone M1.

Page 21

3.4.1

This is confirmed in the DWP.

The Traffic, Access and Parking DWP shall demonstrate how these measures will be implemented and shall also include the following: (a) How construction works can be undertaken to mitigate congestion on New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street, and the road network in general in this area including:

All

The mitigation works have been described and considered appropriate. A CTMP will be developed as part of the works implementation which will further address any issues identified.

(b) Which routes are to be used by construction trucks to remove spoil from the construction yard including how the use of these routes by these vehicles will be managed to mitigate congestion;

All

The mitigation works have been described and considered appropriate. A CTMP will be developed as part of the works implementation which will further address any issues identified.

4.2 & 5.3

The DWP has identified these routes and the mitigation required to appropriately manage the effects. Subsequent CTMPs can adequately address any potential impacts.

4.3.1 and 5.3

These works are to be staged and this staging of the works has taken account of the works being undertaken on the wider network. This is considered appropriate.

(e) Any reduction in the number of fully operational traffic lanes associated with the closure of Normanby Road, and the reduction in the number of vehicle lanes on the Mount

4.3.1 and 5.3

The works have been staged across the two areas to ensure that this condition is complied with.

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Page 22

Eden Road bridge, is to be undertaken on only one of these two routes at a time; (f) The timing and sequencing of temporary road lane reductions and / or closures at the Symonds Street / New North Road / Mt Eden Road intersection, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road in the vicinity of the bridge over the rail line, Normanby Road, Boston Road, Nugent Street in the vicinity of the rail crossing, and the alternative routes and temporary detours to be used, including how these have been selected and will be managed to, where practicable, mitigate congestion on the surrounding road network;

4.3.1 and 5.3

These have been identified and vehicle numbers determined. There has been network analysis (modelling) to understand the potential impacts. These are discussed above and Mt Eden Road in particular will experience increased in travel time upto 6 minutes as a result of the works. This is due in part to the need to ensure that the works are safe for all users, including pediestrian and cyclists. Subsequent CTMPs can adequately address any potential impacts. All temporary closures / reductions have been minimised (and effects are minimal) and focused on the delivery of large equipment.

(g) How disruption to the use of property located immediately adjacent to the surface designation with access onto New North Road, Ruru Street, Korari Street, Flower Street, Nikau Street, Ngahura Street, Porters Avenue, Mt Eden Road, Normanby Road, Boston Road, Nugent Street will be mitigated through: (i) Providing pedestrian and cycle access to private property at all times;

5.10

(ii) Providing local vehicle access and pedestrian access at all times to properties located along Flower Street (between Nikau Street and Shaddock Street) and Shaddock Street (between Flower Street and its dead end to the east), which are not located within the designation footprint, except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure;

5.10.13

(iii) Retaining local vehicle and pedestrian access to properties located outside the designation footprint along Haultain Street, Fenton Street, Porters Avenue, Ngahura

5.10

This has been confirmed in DWP This has been confirmed in the DWP, some temporary closure of vehicle access may occur however alternative routes are proposed to be provided. Any closures are proposed to be communicated to key affected parties prior to any closure. This is considered acceptable.

As above

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Street, Ruru Street, Korari Street, Flower Street, Nikau Street, Mt Eden Road, Boston Road, Nugent Street, and Normanby Road at all times except for temporary closures where landowners and occupiers have been communicated and consulted with in reasonable advance of the closure; and (iv) Full accessibility to those parts of Porters Avenue not affected by, but in the vicinity of, the construction works; and

5.10

This has been confirmed in the DWP

(h) How disruption to the use of Mt Eden Rail Station will be mitigated through providing, where practicable, access during construction works associated with the replacement of Mt Eden Road Bridge.

4.3.4

The DWP outlines the need to close this station for a number of years (four) to allow the construction of the main line and the new station. The DWP outlines the improvements to the existing bus services (and routes) and the provision of a new â€˜replacementâ€™ bus service to cater for the demand as a result of the rail closure. It is considered that these measures as well as a detailed supporting comms strategy to make customers aware of the alternatives will provide appropriate mitigation. Customers travelling to the west are not as well catered for and this will need to be clearly communicated, or the new 640 bus extended to Kingsland station.

CRL Independent Peer Review Transport, Access and Parking Review

2.1

Page 24

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. Based on the review undertaken it is clear that a comprehensive DWP has been development for this portion of the enabling works. The DWP is clearly written and shows how compliance with the appropriate designation conditions will be met during construction. The CRL project is a significant and complex infrastructure project within the busy city environment of Auckland. 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 projects construction. A multi-modal response is proposed, including: • • • • •

Provision of increased and new bus services Pedestrian overpasses Temporary lane reductions and width reductions Temporary parking removal and relocation Intersection upgrades

This is a significant response, commensurate with the scale of the impacts of the construction of this city shaping project. Delays to users of the transport system are forecast as a result of these works, however these delays have been attempted to be minimised. The analysis that concluded this included the assumption of a 20% diversion of traffic away from Mt Eden Road. There will be diversion of traffic as a result of these works, the exact scale of this is difficult to predict. The 20% rate seems an appropriate diversion level to make at this time. Given this 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. In undertaking this review the following areas have been identified for consideration by the team: •

CRL Independent Peer Review Transport, Access and Parking Review

•

Page 25

There is discussion of the signalisation of Mt Eden Road and Normanby Road and while this is considered appropriate, its performance is closely interrelated to the Normanby Road/ Clive Road intersection. Given the nearby schools and pedestrian movements, these intersections should be assessed together. The 640 bus route is welcomed due to the closure of Mt Eden Station, but we query how helpful that route is for people working around the Mt Eden Station area and travelling to and from the western rail line. Should the route connect to Kingsland station? Or is there an expectation that these people should walk further to New North Road for this connectivity? Mt Eden Road is a busy cycle route and there appears to be both an increase in traffic volumes on this route together with lane narrowing. The lower speed limit is acknowledged but the works occur for a significant period of time, and there is a ned to ensure the safety of road users throughout construction. Some of the construction routes are narrow, particularly near Porters Avenue (Fenton Street and Haultain Street) and therefore vehicle tracking assessments will need to be undertaken to ensure the proposed routes are workable.

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 is 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: 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. There are numerous properties with access needs in this area and these will have that access maintained. There will be additional bus services to manage the increased PT demand from the Mt Eden Rail Station closure. Staging is an important part of managing congestion, ensuring both Normanby and Mt Eden Road works are staged to minimise the impact on the transport system and provide users with travel choice. A detailed CTMP will be developed for specific areas closer to construction and this is a well known and prescribed process to ensure traffic impacts during construction are minimise and safe. 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. This has included provision of pedestrian footpaths, new signalised

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Page 26

intersections near bus stops and new (temporary) grade separated connections to ensure access and safety for pedestrians. 3. Providing on-going vehicle access to private property to the greatest extent possible â€“ Existing property access has been identified and plans prepared to maintain this access wherever possible. When this is not possible (temporarily), 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 requirements of the designation conditions.

Transport Access and Parking Delivery Work Plan

Appendix C: ISCA Requirements Table A identifies the ISCA Credit Requirements relevant to this Transport, Access and Parking DWP and where they are addressed in the documents. Table A: ISCA Requirements Credit

Relevant section

Requirement *

Other Relevant Information / Comments

Crime Prevention HEA-2 Level 2

The likelihood of crime prevention has been reduced through the implementation of CPTED guidelines, in design, construction and operation, including temporary construction diversions and lighting. All tunnels or underpasses have end to end visibility. Temporary construction diversions and lighting are designed to meet CPTED Guidance

Sections 4.1, 4.3 and 5.10

* Refer to ISCA Rating Tool for full details of the requirement

Page 142

| Mt Eden Main Works

Temporary pedestrian routes will be provided through both the Mt Eden Station, Porters Avenue and Normanby Road work areas. These routes are to be provided with: - adequate lighting, - passive surveillance (e.g. permeable balustrades, visibility from road and buildings) - way-finding signage, - adequate footpath widths, and - pedestrian amenity to meet sound CPTED practice. Details will be provided in the TTMPs.

Transport Access and Parking Delivery Work Plan

Appendix D: Rail Crossing Management Plan

Page 143

| Mt Eden Main Works

Mt Eden Main Works Rail Crossing Management Plan

Appendix D â€“ Transport, Access and Parking Delivery Work Plan Revision: A Date: 5 March 2020

Page 1

| Rail Crossing Management Plan

Rail Crossing Management Plan

Rail Crossing Management Plan This document is uncontrolled when printed. This document should be printed in colour.

Revision Status Revision

Date

Version details

Prepared By

Reviewed By

Rev A

5 March 2020

Final

Michael Thorne

Jack Wan

Review Status Name/Title

Page 2

Prepared by:

Michael Thorne Level Crossing Safety Assessor

Reviewed by:

Jack Wan Transport Specialist - Mt Eden

| Rail Crossing Management Plan

Signature

Date

05/03/2020

06/04/2020

Rail Crossing Management Plan

Table of contents 1. Introduction .......................................................................................... 4 1.1

CTMP – Rail Crossing ......................................................................................................... 4

1.2

Scope of Rail Crossing Management Plan (RCMP) ............................................................. 4

1.3

Objectives of RCMP ........................................................................................................... 4

1.4

Level Crossing Safety Impact Assessment (LCSIA) .............................................................. 4

2.0 Planning Works On or Near Rail Crossings .............................................. 5 2.1

Process .............................................................................................................................. 5

2.1.1

Track Access Request ........................................................................................... 5

2.1.2

Traffic Management Plan ..................................................................................... 5

2.1.3

Contacts .............................................................................................................. 6

2.1.4

Monitoring of Temporary Traffic Management .................................................... 6

3.0 Risks of Traffic Management at Rail Crossings ......................................... 7 3.1

Works Affecting Rail Crossings .......................................................................................... 7

4.0 Traffic Management Layouts .................................................................. 9 4.1

Discussions with KiwiRail................................................................................................... 9

4.2

Normanby Road – Lane Closures ....................................................................................... 9

4.2.1

Full Road Closure ................................................................................................. 9

4.3

Footpath Closure at Rail Crossing .................................................................................... 10

4.4

Porters Avenue – Pedestrian Rail Crossing Measures ...................................................... 11

5.0 Conclusion........................................................................................... 12

Page 3

5.1

Conclusion ....................................................................................................................... 12

5.2

Recommendations........................................................................................................... 12

| Rail Crossing Management Plan

Rail Crossing Management Plan

1. Introduction 1.1

CTMP – Rail Crossing

This report forms part of the Transport, Access and Parking Delivery Work Plan (TAP DWP) for the City Rail Link (CRL) Mt Eden main works. It provides guidance for the development of traffic management and control measures that will affect or have the potential to affect Auckland Transport’s transportation network operations and the safety of pedestrians, cyclists, micro mobility users, impaired users, trucks, buses and other vehicular users at rail level crossings.

1.2

Scope of Rail Crossing Management Plan (RCMP)

This RCMP provides a guideline from which site specific Temporary Traffic Management Plans can be prepared for individual stages of the CRL construction works, that impact on traffic using rail level crossings. The following rail level crossings will be affected by temporary construction works with corresponding temporary traffic management plan measures: • • •

1.3

Normanby Road; Fenton Street; and Porters Avenue.

Objectives of RCMP

The objectives of this RCMP are to ensure: • • • • • • •

Safe working procedures; The safety of all road users including cyclists and pedestrians; The level of Service to road and rail users is not unduly compromised; That appropriate methods of Communication and Liaison are provided; Practicable compliance with legislation; Monitoring of any adverse issues are identified and mitigated expeditiously; and that Appropriate community and Iwi liaison.

This report forms part of the TAP DWP for the Mt Eden main work and will guide and inform the development of traffic management plans for works that affect rail level crossings.

1.4

Level Crossing Safety Impact Assessment (LCSIA)

KiwiRail has developed a Level Crossing Safety Impact Assessment process to identify the changes in risk of rail and road user collisions occurring for permanent (or semi-permanent) design changes to rail crossings. Although the LCSIA process was not intended for the planning of temporary traffic management1 it will be used for longer term work situations such as assessing the safety of a single line working operation. Part of the LCSIA process calculates a Level Crossing Safety Score (LCSS), based on the risk rating, applying the following elements of a rail/road level crossing: 1

KiwiRail recently mentioned that “an LCSIA should not be used to calculate how much traffic management work reduces level crossing risk by. The LCSIA is not designed for this purpose.” Page 4 | Rail Crossing Management Plan

Rail Crossing Management Plan • • • •

ALCAM score – the score given to a crossing in the ALCAM data base; Crash and Incident History – the score based on reported crashes and near misses; Engineers Risk Score – the Locomotive and Road Controlling Authority Engineers scoring; Site Specific Safety Score – the elements such as visibility, traffic queues blocking back over the rail crossing etc.

The LCSS falls within five bands ranging from “Low” to “High”. Any new proposal for a rail crossing must meet “Criterion 1” where the LCSS falls within the “Medium Low” or “Low” risk band. Alternatively, as a minimum any change to the operation of a rail crossing must ensure that Criterion 2 is met, where the risk remains the same or is moved to a lower risk band. CRLL’s Principal Technical Advisor has undertaken a LCSIA to address the safety impacts of single line rail working on the North Auckland Line. The single line operations are considered a semi-permanent situation that allows the LCSIA to form an additional safety review under the temporary works situation.

2.0

Planning Works On or Near Rail Crossings

2.1

Process

Any works affecting or having the potential to affect the safe operation of a rail crossing need to be approved by KiwiRail as the rail operator prior to the commencement of the works. As a guide the following situations are likely to affect rail crossing safety: • • •

Traffic queues for temporary traffic management blocking back onto a rail level crossing; Traffic management extent is over or is in the immediate vicinity of a rail level crossing; or The specific construction activity interferes with the visibility for users to observe a rail level crossing control, signs and the audibility of the warning bells for users.

The above situations are likely to increase the risk of personal injury or the delay to rail services and therefore mitigation measures must be implemented to reduce this risk to users and services of incidents and inappropriate accepted impacts occurring. Examples of suitable mitigation measures are described in detail in Section 4.0.

2.1.1

Track Access Request

The contractor (or the party planning the works) is required to submit to KiwiRail a Tracks Access Request for the proposed temporary works. The processing times required is a minimum of two weeks for minimal minor works and 30 days for major works. Applications can be made online at and should be internally approved prior to making an application: https://form.kiwirail.co.nz/Runtime/Runtime/Form/Access+Request/

2.1.2

Traffic Management Plan

Any works affecting the road corridor requires a Temporary Traffic Management Plan in accordance with Code of Practice for Temporary Traffic Management (CoPTTM) be internally verified before it is submitted to Auckland Transport via the MyWorkSite online system. The TMP is required to set out the measures to be used for the protection of the construction activities, the safety of the construction staff and all road users, including pedestrians and cyclists. The Road Controlling Page 5

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Rail Crossing Management Plan Authority (RCA), Auckland Transport, must formally approve the TMP before the temporary works can be implemented. A copy of the TMP must be available on site at all times with the STMS. The measures required by KiwiRail to protect rail crossing safety during the temporary works need to be included in the TMP. The TMP must be signed off by the CoPTTM certified safety engineer prior to being submitted following internal reviews, to AT for Traffic Management Coordination (TMC) approval. It is therefore necessary that the TMP is developed in discussion with both KiwiRail and AT to ensure that the temporary works outcomes and plans are acceptable to both these parties and to enable the construction activities to be optimised.

2.1.3

Contacts

In drawing up traffic management plans the following should be consulted: Table 1 Contact Details

Organisation / Department

Position

Name

Contact Details

Kiwi Rail Track Access Requests

Protection Project Interface Manager

Claire Drake

Office: 09 363 8273 Cell Phone: 027 395 9301 Clarie.Drake@kiwirail.co.nz

Kiwi Rail Works affecting railway line

National Corridor Permit Manager (NAL)

Bryce Ongley

Bryce.Ongley@kiwirail.co.nz

Kiwi Rail Level Crossings

Senior Level Crossing Engineer

Eddie Cook

Office: 04 498 4495 Cell Phone: 027 801 9518 Eddie.Cook@kiwirail.co.nz

Auckland Transport

AT TMC

Link Alliance

Traffic Manager

Fang Lim

Cell Phone: 022 126 9668 Fang.Lim@linkalliance.co.nz

Link Alliance

Rail Crossing Safety Assessor

Michael Thorne

Office: 07 857 1812 Michael.Thorne@linkalliance.co.nz

CRL Project Hotline: 0800 CRL TALK (0800 275 8255)

2.1.4

Monitoring of Temporary Traffic Management

As part of the Temporary Traffic Management Plan CoPTTM requires that the temporary works are regularly checked by the Site Traffic Management Supervisor (STMS) or appointed Traffic Controller (TC). This is to be undertaken when the traffic management set up has been completed and before the construction works can start. The traffic management should be checked for the operational safety of road users including trucks, buses, cars, impaired users, cyclists and pedestrians. If this check reveals any significant issues that could give rise to unacceptable risk of an incident, then the traffic layout should be adjusted by the STMS and changes recorded to resolve the issue(s). Should it not be possible to resolve the issue(s) using any proposed mitigation changes to the onsite temporary traffic management plan then the temporary traffic management should be removed and the construction works postponed until a Page 6

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Rail Crossing Management Plan safe and appropriate traffic management layout can agreed between the STMS, the contractors and both road and rail authorities. The monitoring site checks in the Temporary Traffic Management Plan must be undertaken at the required time intervals as a minimum and be recorded for CoPTTM Auditors to reference on site. Any safety issues that arise must be dealt with without delay at the direction of the STMS.

3.0

Risks of Traffic Management at Rail Crossings

3.1

Works Affecting Rail Crossings

3.1.1.1

Key Issues

In designing temporary traffic management that has the potential to affect the safe operation of a rail level crossing either directly (e.g. works over, on or adjacent to the crossing) or indirectly (e.g. traffic queues from temporary works extending back into the rail level crossing) the following key issues need to be examined where applicable, the: •

Visibility of approach signage to rail the level crossing;

•

Visibility of signals (flashing lights) and the barrier protection

•

Audibility of the bell units or other audible warning devices;

•

Temporary Traffic Control conflict with approaching train services and timing;

•

Queuing over rail level crossing; and

•

Safe access for pedestrians and cyclists.

3.1.1.2

Temporary Traffic Control Procedures

Traffic Controllers and the STMS need to be aware that motorists will generally follow their directions even when they differ from the signals, signs and devices at the site. They need to take special care at railway level crossings to ensure they do not direct traffic to pass through signals, signs and devices, when requiring vehicles to stop (for a train) or to enter the rail level crossing area, unless it is clear and safe for vehicles or users to proceed through the rail level crossing. Where a railway level crossing exists within a section being controlled by a Traffic Controller (or STMS), a qualified KiwiRail flag person or Rail Protection Officer with the relevant Track Access Permit is required to be stationed at the traffic stop line of the railway crossing at least 3m from the nearest rail, equipped with a two way radio, to watch for trains and advise the Traffic Controller or STMS to stop traffic in time for train movements through the rail level crossing. The flag person should make sure that the relevant Rail Infrastructure Manager has been notified before they commence work. On each day, prior to the commencement of temporary works, the Rail Infrastructure Manager should be advised of the activities that will be proceeding on that day, so that the train drivers can be warned of the temporary works and advice can be shared on the times that trains are expected to use the crossing (this will be determined by the relevant Rail Infrastructure Manager). If the section of road under traffic control is to one side of the railway level crossing the flag person stationed at the railway level crossing shall be stationed on the same side of the crossing as the Page 7

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Rail Crossing Management Plan section under traffic control, at the traffic stop line or at least 3m from the nearest rail. The flag person stationed at the railway level crossing shall be equipped with a hand-held STOP/SLOW sign that has the rear â€˜SLOWâ€™ sign covered. This is to prevent vehicles and other users approaching the other side of the railway level crossing, following the SLOW instruction and potentially ignoring other signs, audible devices or flashing signals. Traffic Controllers and the STMS shall also ensure that vehicles stopped do not queue back over a railway level crossing and into the path of a train, if during planning there is a chance of this occurring.

3.1.1.3

Queuing

All temporary traffic management measures should encourage awareness of the rail level crossing and the need for motorists to not stop over the tracks. This can be achieved by ensuring that existing rail level crossing signals, signs and barriers are at all times visible to motorists, cyclists and pedestrians when temporary traffic control and construction activities are in the area.

3.1.1.4

Obstruction of Rail Crossing Warning Signs and Controls

The proposed temporary traffic management must not obscure motoristsâ€™ visibility of warning signs, control signals (lights), audible devices (bells) and rail safety barriers. In addition, if noise levels are measured at a level where the audible devices cannot be appropriately heard by all road users then measures for the hard of hearing and mobility impaired users must be additionally provided to mitigate safety risks.

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Rail Crossing Management Plan

4.0

Traffic Management Layouts

4.1

Discussions with KiwiRail

The NZTA’s Code of Practice for Temporary Traffic Management (CoPTTM) does not specifically cover temporary works over, under or adjacent to railway crossings. It is therefore necessary to develop layouts that will ensure the safe operation of the rail level crossings during periods of temporary traffic management for the protection of construction activities. In consultation with KiwiRail a number of temporary traffic management scenarios have been discussed and agreement in principle for the temporary works design layouts and these are covered in this section. These comprise of: •

Full Road Closure access to rail level crossings;

•

Acceptable Temporary Traffic Control;

•

Full or Partial Vehicle Lane Closure; and

•

Temporary works clear of rail crossing approaches.

When travelling through temporary traffic management road users can get confused as to what is expected of them and may be concentrating on following the cones, road markings and signs only. This could result in active user or vehicular user failing to observe the rail signal (flashing lights), audible devices (bells) or rail safety barriers. Research indicates that these users might think the flashing lights, audible devices and rail safety barriers were under testing and did not apply to them, particularly if the traffic is diverted onto the offside of the road at the level crossing where there is no rail safety barrier.

4.2

Normanby Road – Lane Closures

4.2.1

Full Road Closure

Where a full or partial closure of the Normanby Road rail level crossing is required, traffic will be diverted to Mt Eden Road to the west via Boston Road and Enfield Street. Suitable diversion signage in accordance with CoPTTM will be required in addition to cones and barriers across the approaches to the rail crossing. An extract from the TTM plan for such a road closure is shown in Figure 1, providing an indication of the traffic signs and cones required.

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Rail Crossing Management Plan

Figure 1 Normanby Road - Road Closure at Crossing

Pedestrians at a Closure

Pedestrians will still be allowed to cross on at least one side of the rail line. During the closure it is essential that both the rail safety barriers, signals (flashing lights) and the audible devices (bell units) are maintained, kept operable, made failsafe and are fully visible to approaching pedestrians within the temporary traffic control. If visibility to any of the signal units cannot be achieved, then a track protection officer and or traffic controller will be necessary to warn and assist pedestrians of approaching trains.

4.3

Footpath Closure at Rail Crossing

In situations where it is necessary to close the footpath or where temporary works on the footpath require a small incursion into the temporary traffic management or the vehicle traffic lane there is a risk that: â€˘

Vehicles fail to see the rail signal controls (flashing lights and bells) due to construction plant or diverted pedestrians volumes; and

â€˘

Vehicles are directed to parts of the road not reached by a lowered barrier arm and consequently may miss noticing the lowered vehicle barrier.

To overcome these potential issues, cones or temporary devices will need to be placed along the centre line of the road to prevent vehicle users and pedestrians inadvertently circumventing the rail level crossing vehicle barrier, especially if the signals (flashing lights) are masked by construction activities. Another temporary traffic control layout that will be appropriate is the application of manual Stop/Go temporary traffic control (MTC) at the rail safety barrier. It is important that MTC is not Page 10

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Rail Crossing Management Plan only provided for the main road vehicle traffic and restricted lanes, all temporary traffic controls must include appropriate additional MTC on all affected other approaches. A rail protection officer is not required for an MTC temporary traffic control. The MTC will be able to observe the operation of the rail level crossing signals (flashing lights), audible devices (bells) and the rail safety barrier. The presence of a rail protection officer would however provide additional safety support if considered necessary for site specific situations and circumstances. An extracted example of a layout is shown in Figure 2.

Figure 2 Normanby Road - TTM for Footpath Works (Extract from TMP)

4.4

Porters Avenue â€“ Pedestrian Rail Crossing Measures

During the temporary works on the North Auckland Line it is necessary to close Porters Avenue to all vehicular traffic and to keep the east side pedestrian rail level crossing open during the entire construction period until the new footbridge is constructed and eliminates this rail level crossing. The Link Alliance has undertaken a Level Crossing Safety Impact Assessment which identified that during the single rail line temporary works there will be an increased risk of rail and pedestrian incidents if the rail pedestrian level crossings are used in their current form. To reduce the risk to an acceptable level during single line operations, the rail level crossing is to be upgraded to include automatic pedestrian gates in June 2020 to protect pedestrians from accessing the tracks in front of an approaching train. Page 11

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Rail Crossing Management Plan

5.0

Conclusion

5.1

Conclusion

Setting up construction activity including any corresponding temporary traffic management in the vicinity of a rail crossing has the potential to increase the risk of rail level crossing incidents resulting in personal injury and delays to rail users. In planning temporary works in and around rail crossings it is essential that the impacts on the operation of the rail crossing are carefully considered, including the impacts of traffic queuing back from a rail crossing due to temporary traffic management some distance away from the rail level crossing. Issues that must be considered in setting up the temporary traffic management at or near a rail crossing are: •

Traffic queues for temporary traffic management blocking back onto a rail level crossing;

•

Temporary construction work interfering with the visibility to an operational rail level crossing signal or audible device or sign; or

•

Temporary Traffic Management and construction works distracting active and vehicular users’ attention or result in misinterpretation of the safe operation of the rail level crossing controls and warning devices.

A detailed assessment of the proposed temporary works and traffic management must be undertaken in consultation with KiwiRail and Auckland Transport to ensure the Temporary Traffic Management Plans will be acceptable to both road and rail operator authorities prior to submission of an application for approval.

5.2

Recommendations

The following recommendations are essential to ensure the safety of the travelling public, the construction workforce and operation of the road and railway infrastructure during all temporary works: •

KiwiRail and Auckland transport must be consulted in planning temporary works on or near a rail level crossing, including area wide temporary traffic management that could result in queuing back onto the rail level crossing; and

•

The Traffic Management Plan for works on or near a rail level crossing include a section for rail crossing traffic management that provides a communications record with KiwiRail, operational procedures for management of rail crossing risks, and contingency planning in the event of incidents at or near the crossing.

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Transport Access and Parking Delivery Work Plan

Appendix E: Workforce Travel Demand Management Plan

Page 144

| Mt Eden Main Works

Mt Eden Main Works Travel Management Plan

Appendix E â€“ Transport, Access and Parking Delivery Work Plan Revision: B Date: 14 July 2020

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| Mt Eden Station Main Works Travel Management Plan

Travel Management Plan

Travel Management Plan This document is uncontrolled when printed. This document should be printed in colour.

Revision Status Revision

Date

Version details

Prepared By

Reviewed By

04/06/2020

Final

Jacques Van den Heever

Jack Wan

14/07/2020

Update to address Councilâ€™s feedback post submission

Jacques Van den Heever

Jack Wan

Review Status Name/Title

Signature

Date

Prepared by:

Jacques Van den Heever Transport Specialist

14/07/2020

Reviewed by:

Jack Wan Transport Specialist Lead

14/07/2020

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Travel Management Plan

Table of contents 1. Introduction ................................................................................................4 2. Objectives ...................................................................................................6 3. Site Travel Information ...............................................................................7 3.1

Working Hours................................................................................................................... 7

3.2

Physical Infrastructure....................................................................................................... 7

3.3

Accessibility ....................................................................................................................... 7

4. Management .............................................................................................10 4.1

Management Structure ................................................................................................... 10

4.2

Parking Management ...................................................................................................... 10

4.3

Staff Inducements ........................................................................................................... 10

5. Travel Mode Measures ............................................................................. 11 5.1

Active Modes................................................................................................................... 11

5.1.1.

Facilities ................................................................................................................... 11

5.1.2.

Promotion & Incentives ............................................................................................ 11

5.2

Public Transport .............................................................................................................. 12

5.3

Car Pooling ...................................................................................................................... 12

5.4

Personal Car Usage and Parking ...................................................................................... 13

5.5

Organisational Measures ................................................................................................. 15

5.5.1.

Logistics.................................................................................................................... 15

5.5.2.

Promotion ................................................................................................................ 15

5.6

Communications.............................................................................................................. 15

6. Target Outcomes .......................................................................................16 7. Monitoring & Review ................................................................................ 16 Appendix A: Action Plan .................................................................................. 18

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Travel Management Plan

1. Introduction Travel planning for the workplace is an internationally recognised scheme and is encouraged by councils and other government authorities. The aim of workplace travel planning is to implement and promote safer and more sustainable travel options for staff. Travel plan measures also enable a channel of communication with staff, identifying different travel opportunities along with incentives to do so. 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 (NAL). The CRL also involves the construction of two new underground stations at Aotea and Karangahape and the redevelopment of Mt Eden Station. This workplace travel management plan is for the Mt Eden Main Works which is being delivered by Link Alliance. The work site is generally bounded by the North Auckland Line to the south, State Highway 1 to the east, Dominion Road to the west and Nikau Street to the north. CRL construction in Mt Eden is divided into three construction areas, namely East Facing Connection (EFC), Mt Eden Station (MTN) and Western Connection (WFC). Within each area, there is a Construction Support Area (CSA), which will provide for construction activities, and storage for materials and equipment. The Project works will involve establishment of active construction zones, which are areas smaller than CSAs and are occupied under Traffic Management Plans for undertaking specific construction activities for a specific duration. The Mt Eden Main Works will generally take place in and around the following roads: • • • • • • • • •

Nikau Street, Ruru Street, Porters Avenue, Fenton Street, Haultain Street, Wynyard Road, Ngahura Street, Flower Street, Shaddock Street,

• • • • • • • •

New North Road, Mt Eden Road, Enfield Street, Water Street, Lauder Road, Normanby Road, Boston Road, and Nugent Street.

The Main Works activities within the work zones will include:

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•

Operational activity required to support the tunnel boring machine (TBM) drive, portal piling, bulk excavations, (blasting and rock breaking)) to form what will become the rail trenches/cut and cover tunnels and mined tunnelling;

•

Construction of the additional Mt Eden Road Bridge and completion of the Normanby Road temporary utility and service bridge;

•

Site set up within the Mt Eden CSAs (MTN, EFC and WFC), including establishment of ITA at the CSAs;

•

Ground improvements, in the form of deep soil mixing (contiguous piling and grout injecting), within the NAL corridor between Mt Eden Road Bridge and Normanby Road;

| Mt Eden Station Main Works Travel Management Plan

Travel Management Plan •

•

Construction of the eastern and western crossover structures that enable the CRL to tie-in to the NAL;

•

Construction of the Porters Avenue and Fenton Street pedestrian and cyclist bridges.

•

Construction of the Normanby Road grade separation bridge, including regrading of Normanby Road and realigning the Boston Road roundabout;

•

Construction of the Mt Eden Station CRL platform and building foundations, and redevelopment of the existing NAL platform; and

•

TBM operational activities, which includes conveying spoil material from the tunnels, refuelling and general maintenance of the TBM within the Mt Eden Station CSA.

The Mt Eden Main Works have an estimated timeframe from April 2020 to December 2024 (four and a half years). During this time, the following maximum workforce numbers are expected in each of the three construction areas: • • •

MTN: approximately 500 personnel (including TBM staff); EFC: approximately 150 personnel; and WFC: approximately 100 personnel.

As a potential maximum, there can be up to 750 personnel concurrently across the Mt Eden CSA and ACZ work areas. This number includes subcontractor workforces, such as traffic management and staff from various utility operators who will be on site intermittently during the works. The CRL Designation Conditions 20.1(d) requires the following: “A Travel Management Plan for each construction site outlining onsite car parking management and methods for encouraging travel to the site using forms of transport other than private vehicle to assist in mitigating localised traffic effects.” To meet this condition, this document outlines a travel plan for the Mt Eden Main Works. Through the development and implementation of the measures within this travel plan it is envisaged that the workplace staff will strive towards using sustainable modes of travel and thereby alleviating congestion around the work zones.

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Travel Management Plan

2. Objectives The development and implementation of this travel plan is not only a requirement of the designation conditions but also a practice recommended by Auckland Transport’s (AT) Travel Demand team. It will support the overall CRL project and contribute to the management of adverse effects to transport, access, parking and mitigating traffic congestion during the construction of CRL. The main purpose of the plan is to minimise the use of private cars by staff travelling to and from the work zones during Main Works, and to increase the accessibility of the work zones through more travel options. Therefore, to achieve this but also to be consistent with other CRL TDM plans the following objectives have been adopted: 1. To reduce vehicle congestion in the vicinity of the Mt Eden Station Main Works; 2. To promote and facilitate the use of sustainable travel modes by staff travelling to and from the site; 3. To ensure the safety of staff traveling within the site proximity; and 4. To encourage staff to use active modes of transport as part or all of their commute to the work site. These objectives are interlinked, as reducing vehicle movements around the work zones have benefits such as:

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•

Safety: Through reducing the number of potential vehicle conflicts occurring at the site.

•

Environmental: Through reducing emissions due to fewer commuter trips to site.

•

Health: Increased physical activity for staff using active models of travel to site.

•

Site efficiency: Mitigating the need to provide commuter car parks on site which will create more space for the essential activities and construction storage and will lead to reduced site congestion.

•

Accessibility for the general public: Uptake of commuting across a variety of modes by the workforce will mean the accessibility of the local traffic and transport network will remain largely unchanged.

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Travel Management Plan

3. Site Travel Information 3.1 Working Hours Mt Eden construction activity will be generally undertaken between 7:00am and 10:00pm on Monday to Saturday (earlier finishes can be expected on Saturday), except where Block of Line or consultations result in the determination that the Best Practicable Option (BPO) is to undertake works outside of these hours.

3.2 Physical Infrastructure Combined, the three main CSAs (MTN, EFC and WFC) will primarily provide for: • • • • •

Site offices, Material / spoil storage (set down and handling), Equipment storage, Minor trades access and parking, and Staff facilities such as: • Briefing areas, • Bike racks / storage, • Kitchens, lunchrooms and rest areas, • Showers and toilets, • Equipment storage areas, changing rooms and lockers, and • First aid rooms.

3.3 Accessibility Staff for the CRL construction in Mt Eden have not yet been recruited. It has been assumed that staff will be travelling from mainly Eden Terrace to site but also other areas of Auckland. The Census 2018 ‘main means of travel to work’ data along with 2015 traffic survey data 1 has been assessed to gain an indication of the mode split anticipated by staff working at the site. Table 3-1 details percentage estimates per modal split of commuters. Table 3-1: Mode of travel data

Mode of travel

Census 2018: Main means of travel to work for employed people (%) Living in Living in Living in New Eden Terrace Auckland Zealand region

Car/van/truck, as driver

36%

70%

69%

Car/van/truck, as passenger

Public transport

23%

10%

43%

Active mode

29%

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

10%

14%

Auckland Transport Travel Demand team 2015 traffic survey data Page 7 | Mt Eden Station Main Works Travel Management Plan 1

Traffic survey data 2015: Travel mode split for people entering CBD in AM peak 50%

Travel Management Plan The Mt Eden Station construction area is slightly removed from the central downtown area of Auckland. Construction workers typically live significant distances from Auckland’s City Centre and generally start several hours earlier than a typical individual working in the City Centre. Based on these assumptions it is anticipated that the mode split estimates for the workers will be somewhere between the Census data for ‘Living in the Auckland region’ and ‘Working in the CBD’. A reasonable walking catchment covers the residential areas of Eden Terrace, Newton, Grafton, Newmarket, Kingsland and Mount Eden. Temporary workers are most likely to be accommodated in local apartments/hotels, from which access to the site would be only a short walk. Cycling access to the site is available through dedicated cycle infrastructure. The North-western Cycleway provides an almost entirely off-road cycle route from Te Atatu to the city centre, with Te Ara I Whiti (The Light path) and Nelson Street completing the connection. The Eastern waterfront city connection will connect suburbs such as Saint Heliers, Mission Bay and Orakei directly to the city centre. Cycle infrastructure is also provided along Dominion Road and sections of New North Road in close proximity to the site. Public transport access to the site via bus services is also available. Bus routes 24B, 25L, 27H, 27T, 27W operate on Mt Eden Road, while bus routes 22A, 22N, 22R, 24B, 24R, 24W operate on New North Road connecting the site with the city centre and the wider Mt Eden and Central Auckland suburbs. Bus stops for these services are located within 400m (approximately 5-minute walk) of the three CSAs. A series of transport services and network mitigations have been committed to respond to the effects of the closure of the Mt Eden Station during Main Works construction, among which:

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•

AT public information video campaign and ground staff support started in March 2020 ahead of the station closure.

•

Active mode travel will be encouraged as mitigation to the disruption caused by the temporary Mt Eden Station closure. •

Kingsland and Grafton Stations, about five to 10 minutes’ walk or cycle from Mt Eden Station, both provide cycle parking facilities.

•

All trains provide a carriage that is equipped to accommodate bikes on board.

•

The 221X and 223X Express Bus Services running via New North Road will be converted to all-stop services. These services will supplement public transport capacity on New North Road.

•

Additional capacity will also be added to the existing 22 New North Road services as well as the 24 Sandringham Road services.

•

A new 64 bus service to ensure alternative public transport options are available to rail commuters, that will travel between Kingsland Station and Newmarket Station via Onslow Road, Sandringham Road, Walters Road, Valley Road, Mt Eden Road, Boston Road, Khyber Pass Road and on Broadway.

| Mt Eden Station Main Works Travel Management Plan

Travel Management Plan Aside from this, the main routes for public transport from all directions end in the centre of Auckland City. Britomart train station, the ferry terminals and northern express bus services are located in the downtown area which is a central transport Hub for Auckland City Centre. To get to the Mt Eden Station construction site from Britomart will be an, 18-20 minute cycle, approximate 15 minute bus journey, or 15 minute train journey to Grafton Station plus a 10 minute walk. The CRL designation conditions include items to be provided for by the construction works including: the maintenance of a pedestrian access route to properties at all times, and pedestrian crossing points at key locations; prioritising pedestrian and bus movements at intersections; relocating bus stops and taxi stands; and continuous monitoring. These conditions, amongst others, aim to reduce congestion on the network and enable efficient work site access by all modes.

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Travel Management Plan

4. Management 4.1 Management Structure The [Title], [Name] will have overall responsibility to authorise and oversee the implementation and monitoring of travel management measures. They will also have the support of a travel working group who will be responsible for liaising with other CRL site or station managers on any CRL wide travel initiatives. The travel working group will involve the following members and roles: • • • • • • • •

Link Alliance Project Director – Francois Dudouit Mt Eden Station Manager – [TBC] EFC Site / Construction Manager – Francois Pageron MTN Site / Construction Manager – Thibault L’Hopital WFC Site / Construction Manager – Glen Kirk Link Alliance Health & Safety Manager – Joseph McArdle Link Alliance Sustainability Manager – Sarah Sutherland CRL Work Place Travel Plan Co-ordinator – [TBC]

4.2 Parking Management No parking will be provided for the general workforce at the CSAs. A small number of parking spaces (approximately 38) will be provided across the various CSAs and site offices, at least 27 of which will be at the Mt Eden Station CSA. These spaces are intended for service and trade vehicles, such as surveyors, material testing, first aid response and equipment transfers between sites. These spaces will also be shared with Link Alliance staff on a ‘first in first served’ basis but will not be available to the general workforce.

4.3 Staff Inducements Work site travel information will be provided during the recruitment process, in the contract pack. Travel advice will be provided as an integral part of the staff health & safety induction process. This will be in the form of a site access information sheet, a tour of the active travel facilities and allocation of personal lockers as appropriate.

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Travel Management Plan

5. Travel Mode Measures This section provides details of the travel plan measures to encourage reduced vehicles trips to the Mt Eden Station construction sites. These measures are summarised, along with timescales and delivery responsibilities in the appended Action Plan. The travel measures are largely based on the AT Commute 2 programme which gives Auckland workplaces the information and planning tools to help staff find more options for commuting to work. This programme has been used as the structure of this travel action plan to ensure consistency across the City Centre workplace travel planning activities.

5.1 Active Modes This section will cover how active modes of transport (walking and cycling) will be promoted and encouraged to staff working at the Mt Eden Station construction site. These measures include both facility and promotional measures and are linked with the Walking and Cycling AT Commute packages. Only trips to and from site that are undertaken entirely by either walking or cycling are considered active mode trips. Trips that involve using a bus or train and include walking to/from a bus stop or train station are counted as a public transport trip, which discussed in Section 5.2.

5.1.1. Facilities The Link Alliance supports and encourages employees to use active modes of travel to site. The Mt Eden CSAs will provide end of trip facilities such as lockers, changing rooms, showers and bicycle storage racks. This will enable employees to run/walk or cycle to work. The end of trip facilities are detailed below: • • • • •

Changing rooms – [TBC] Showers – 14, Toilets – 18, Lockers – 120, Bike racks – 10.

5.1.2. Promotion & Incentives Promotion of the active transport modes can be supported by using a number of AT Health and Wellbeing campaigns, such as: •

Providing cycling / shared path maps 3.

•

Cycling / Walking events, in line with wider events such AT’s Aotearoa Bike Challenge 4 and the Auckland Walk Challenge5.

•

Offer cycle training courses and/or trial bike hire schemes to staff through AT programmes.

https://at.govt.nz/driving-parking/commute https://at.govt.nz/cycling-walking/maps-rides/ 4 https://at.govt.nz/cycling-walking/courses-events/aotearoa-bike-challenge/ 5 https://at.govt.nz/cycling-walking/courses-events/the-auckland-walk-challenge/ Page 11 | Mt Eden Station Main Works Travel Management Plan 2 3

Travel Management Plan

5.2 Public Transport Public transport will be promoted and encouraged through the following methods at the Mt Eden Station construction site: •

Incentivise public transport through AT’s ‘Give it a Go’ pass 6. The ‘Give it a Go’ trial is to facilitate behaviour change and to promote the use public transport as a commuting mode. A participant of this initiative will receive x20 public transport journeys (equivalent of 2 weeks of commuting trips).

•

Promotion of AT’s Journey Planner 7 and online Bus, Train and Ferry timetables8

•

Information on how to access the site using public transport through information packs during site induction, and information sheets for visitors.

As noted in Section 3.3, additional bus services will be in place in the Mt Eden area while Mt Eden Station is closed for the duration of the main works. Consequently, some workforce trips to the CRL sites may utilise a combination of public transport modes such as bus trips to/from the Grafton Station or Kingsland Station between western line services and the bus services 24B, 24R, 22N and 22R.

5.3 Car Pooling There may be staff for which public transport or active modes of travel are not feasible. Carpooling may be an alternative option which would still lower the number of cars on the road, and the parking demand. AT supports carpooling and has established T2/T3 transit lanes / priority lanes across Auckland, and park and ride facilities such as the Albany Bus Station. AT provides a free, secure online carpool matching service; ‘Let’s Carpool’ 9. This service assists commuters find others who are travelling to and from similar locations. ‘Let’s Carpool’ registration is free, enables staff to find carpool matches and choose whether to carpool on a single occasion or regularly. AT also offers workplaces the option of setting up dedicated schemes to encourage staff to register. The Link Alliance will therefore promote the following to its staff: • •

Registration to ‘Let’s Carpool’; AT maps of T2/T3 transit lane / priority lane across Auckland 10; and

The Link Alliance will also review and encourage the ability for labourers belonging to the same home company to meet at an alternative site, such as at the home company’s base of operations, as a way to decentralise carpooling arrangements.

https://at.govt.nz/driving-parking/ways-to-get-around-auckland/working-with-businesses/promote-public-transport/ ‘Give it a Go’ pass is subject to AT Commute terms and conditions 7 https://at.govt.nz/bus-train-ferry/journey-planner 8 https://at.govt.nz/bus-train-ferry/timetables/ 9 https://www.smarttravel.org.nz/Public/Home.aspx 10 https://at.govt.nz/media/302070/priority-lanes-carpooling.pdf Page 12 | Mt Eden Station Main Works Travel Management Plan 6

Travel Management Plan

5.4 Personal Car Usage and Parking Although no parking spaces for the workforce are provided within the CSA sites, a minor proportion of workers may still need to use a personal vehicle for part or the full commuting journey to the worksite. The options for parking of personal vehicles are outlined below: • • •

On-street (unrestricted or restricted) parking within walking distance; Off-street parking; and On-street parking at remote suburb and public transport to Mt Eden suburb (bus or train).

The general parking provision within the Mt Eden area is shown in Figure 1 below.

Figure 1: Parking provision near Mt Eden Station construction zones

Residential parking zones11 are located to the west (Eden Terrace) and to the south (Mt Eden) of the area which exempt only eligible residents and businesses with parking permits from parking restrictions. Therefore, on-street unrestricted parking will largely be limited to Akiraho Street, Enfield Street, Mt Eden Road, Normanby Road and Edwin Street to the south and Virginia Avenue East, Charlotte Street, Rendall Place, Burleigh Street and Nugent Street to the north. Paid parking is largely limited to sections of Mt Eden Road, New North Road, Exmouth Street and Dundonald Street to the north of the construction zones.

https://at.govt.nz/driving-parking/parking-permits/residential-parking-zone-permits-coupons/ Page 13 | Mt Eden Station Main Works Travel Management Plan 11

Travel Management Plan Figure 2 below shows the areas within walking distance of the construction zones. Yellow areas indicate 400m radii (five-minute walk or less) and red areas indicate 800m radii (five to ten-minute walk). The ten-minute walk areas include residential parking zones in Arch Hill to the north-west and Grafton to the north-east.

Figure 2: Areas within five- and ten-minutes walking time

The majority of off-street parking near the Mt Eden construction zones are located off Normanby Road. Some of these places could be used by the general workforce. Should it be required, the Link Alliance will negotiate with nearby businesses and organisations that may have an over-supply of onstreet parking from Monday to Saturday. These potential spaces will then be offered to general workforce as staff parking (i.e. parking sharing). Where public transport is not readily available from home, and the above options prove to be insufficient, general workforce personnel have the option to park outside of the Mt Eden suburb and make use of public transport.

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Travel Management Plan

5.5 Organisational Measures Reduced vehicle trips to and from the site will be encouraged where possible. Unfortunately, due to nature of construction sites, personnel are required on site to complete their work. The following measures will be implemented on-site to encourage reduced vehicle trips.

5.5.1. Logistics Due to the nature of work and construction, the site will either be receiving deliveries or facilitating the movement of spoil off site by large construction vehicles most working days. To reduce the impact of these traffic flows, deliveries to the site will be consolidated where possible. Further construction traffic will be removed through logistics planning and use of a centralised set down area at the CSA. Where possible and when construction demands allow, construction vehicle movements and other vehicle movements will be undertaken in the daytime inter-peak period rather than during the morning and evening peak traffic periods (which are permitted by the designation conditions).

5.5.2. Promotion As covered in previous sections, promotional measures for use of alternative transport modes will be implemented to encourage limited use of private vehicles to access the site, such as: â€˘

Staff induction travel briefing: An information pack on travel options for staff starting work at the work site, as part of the induction process.

â€˘

Opportunity for collaboration with AT for a Sustainable travel expo: An AT led expo on-site in a communal area at various significant stages of construction / change of workforce.

5.6 Communications Communication to staff and the workforce about travel to work and transport mode options will begin in the early stages such as recruitment, interviews and contracts. It will then continue through to site inductions. All staff will be given a travel information pack at their induction which will include information on the work siteâ€™s travel policy, walking and cycling facilities, local public transport services, carpool options and parking regulations. This will be tailored in accordance with work site security. Any work site information provided to staff through an intranet will provide an opportunity to post travel links (journey planner and maps/routes etc.). Travel communications will be via email to office-based staff. Visitors and suppliers will be provided with a site travel access information sheet, providing multimodal options and noting construction access restriction time periods; and advised of upcoming changes to traffic conditions and controls allowing planning around periods of expected congestion.

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Travel Management Plan

6. Target Outcomes Implementing the proposed measures will have outcomes which are both qualitative and quantitative as shown in the Action Plan (see Appendix A). Mode spilt targets 12 are outlined in Table 6-1 with based on the estimated maximum number of staff in each area: Table 6-1: Mode split targets for CRL Mt Eden

Mode

Target Mode Share

EFC (150 ppl max.)

MTN (500 ppl max.)

WFC (100 ppl max.)

Total for Mt Eden (750 ppl max.)

Public Transport

50%

250

375

Active Mode

15%

113

Carpool

Personal Car

30%

150

225

Sustainable transport mode access to the work site is good due to the location, the services and facilities provided in the surrounding area. It is therefore anticipated that these mode splits are achievable. Staff travel inductions will be achievable, by being embedded into the site safety induction process.

7. Monitoring & Review The Action Plan (see Appendix A) details responsibilities and timeframes for the implementation of the measures. This includes the site manager and facilities manager, supported by CRL’s workplace travel plan coordinator. The Action Plan is also a reference list on which to base travel monitoring and reviews during the workplace duration, to comply with designation conditions and notices of requirement. Monitoring of the outcomes of the travel plan, in relation to the targets, will be carried out biannually due to the transient nature of the size of the workforce. It is suggested that monitoring be carried out by three methods to obtain the data required: •

Staff travel survey: A survey of staff to determine their main mode of travel to work and reason for doing so. This will be done through a quick online survey, or alternatively a simple tick box approach on a site entry sign-in sheet. AT’s Travel Demand team could be engaged to provide assistance with this survey through the Commute programme, annually during October/November.

•

Facilities survey: An administrator will carry out an assessment of usage of active travel end of trip facilities, and staff inductions check.

Mode split targets are informed by general travel splits to Auckland City Centre and what is considered achievable in the Mt Eden context Page 16 | Mt Eden Station Main Works Travel Management Plan 12

Travel Management Plan â€˘

Page 17

Traffic survey: A survey of number of vehicles entering the site in the morning across a week. This is likely to be undertaken in conjunction with traffic surveys required for the wider Traffic Management Plan.

| Mt Eden Station Main Works Travel Management Plan

Travel Management Plan

Appendix A: Action Plan The following table provides a consolidated travel action plan listing the key actions, targets, delivery timeframes and responsibilities. This is a working action plan and will be updated as appropriate and construction activity planning work progresses. Key Action:

Target:

Walking and Cycling

15% mode share

Showers

14 total

Bicycle racks – secure and preferably covered

10 total

Lockers

120 total

Timeframe for delivery of measure:

Person/ Department Responsible for delivery of measure:

Site Manager Upon setup of site offices

Site Manager

Cycle maps

Online

Promotion events

AT Collaboration

Cycle training courses / trial bike hire scheme

AT Collaboration

Public Transport

50% mode share

Promotion of AT online journey planner and timetables

CRL Travel Plan Coordinator

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

AT Collaboration

Site access information sheets – staff and visitors

100% (staff & visitors to receive briefing))

Car pooling

5% mode share

Continuous

Site Manager

Set up Let’s Carpool CRL scheme

CRL Travel Plan Coordinator

Promote Let’s Carpool

Site Manager

Other Consolidate material deliveries

Logistics plan

Staff induction travel briefing

100% of staff receive briefing

Sustainable travel expo

50% of staff attend

Page 18

Site manager Continuous

| Mt Eden Station Main Works Travel Management Plan

Site manager AT Collaboration

Achieved %

Transport Access and Parking Delivery Work Plan

Appendix F: NZTA Consultation Feedback

Page 145

| Mt Eden Main Works

Title: Mt Eden Main Works – Transport, Access and Parking Delivery Work Plan Document: CRL-MTE-RME-LKA-PLN-800035 Revision: 0 Date: 30 April 2020 Notes: Transport, Access and Parking Delivery Work Plan (TAP DWP) Page or section 2

NZTA Comment

S1.3 Consultation and Review Outcomes App A S1.4 Independent Peer Review (IPR) comments App B S1.5 Relevant Sections of the DWP not shown

No detail in App A

S1.6 ISCA App C

No detail in App C Note.

S2.4 hours of operation 9:30 – 4pm Mon - Fri 9 – 2 Sat S2.7 Travel Management Plan

S3 – Timeframes – some timeframes have already begun, are they underway?

Note

Normanby Road and Boston Road Designation require ‘fully operational traffic lanes’ – will pedestrian facilities be provided? Mt Eden – pedestrian paths – show pedestrians are diverting around the worksite to the west. How will this occur next to the work area? Will a bridge be required? What is the 2m temporary crossing? Will pram ramps be cut into the kerb?

Confirmation?

9 P10

Review date is after the prepared date

Will the existing traffic islands (ped refuge) just south of the existing bus stop be removed? Answered on p38 Mt Eden configuration 2

NZTA Recommendation To be updated once reviewed

No detail in App B

No details of how this will be done

Confirmation

Link Alliance Transport Specialist Response Dates will be updated before submission of final version to Council. Appendix A has been updated with peer reviewed comments Appendix B now includes peer review Appendix C will be updated before submission of final version to Council. Appendix C will be included in final submission. Noted

Appendix E has been peer reviewed and comments included in Appendix A. The work programme and timeframes have since been adjusted throughout the TAP DWP Discussed in Section 3.4 Walking and Cycling Facilities.

Discussed in Section 3.4 Walking and Cycling Facilities.

46 47

Truck movements limited to left in left out at Ngahura St/NNR until Traffic Signals installed. Is there a date for these? “Bus Routes 24B, 25L, 27…” should read “Bus Routes 25B, 25L, 27…” S3.7 OD routes – don’t include Broadway – but mentioned later (s5.12) as an alternative route. S4.2 Rail Crossing Safety Impacts

Discussed in Section 4.3.1 Construction Staging – July 2020 to December 2024. Noted and Section 3.5 Bus services and Facilities amended. Broadway is included as an OD route, see Figure 3-15. No detail in App D

Table 4-1 Timeframes – Traffic Signals at the Mt Eden/Enfield intersection? Q2 2020? Confirmed Fig 4-1 Mt Eden/Enfield signalisation to occur late 2020. Intermediate options of temporary relocation? Impact on parking and loading to be finalised “once a more final layout design has been confirmed” TBM related truck movements will operate 24 hours a day

S4.5.3

Construction Vehicle Routes An alternative could be the use of New North Road, although this would go past the Morningside Train Station

S4.5.4

Spoil Disposal Routes Do they have confirmation of where the spoil is going to go? The plan had been to confirm this in January as the haulage was due to start in March. The document isn’t specific The secondary spoil route to go south is along K-Rd. Potentially this could be changed to go along Ian McKinnon and Upper Queen Street to avoid most of the works occurring on K-Rd. The Construction vehicle routes and Spoil routes (figs 4-22, 4-23

Appendix D has been peer reviewed The work programme and timeframes have since been adjusted throughout the TAP DWP Amended sentence to clarify meaning.

Sentence amended to say “managed by AT”

Is this consented?

Yes, operations for the tip site will be as per individual consents. Surge piles on site will be used when spoil transport is not permitted. This option was considered. However, this would require truck movements to pass through large residential zones when more suitable alternatives were available. Discussed in Section 4.5.4 Spoil Disposal Routes.

and 4-24,4-25) largely reflects what would be expected. Some reservations of accessing the Gillies on ramp northbound to go North and West – although the alternative of back to Western Springs isn’t ideal either. P79

Workforce TDM – information not there.

P81

Note: June 2020 – Dec 2024 • Temporary staggered tee intersection of Normanby Road / Boston Road / Nugent Street (Stage 4 of the Link Alliance Normanby Road roundabout construction methodology) • Closure of the Normanby Road rail level crossing to vehicles • Closure of the Porters Avenue level crossing to vehicles • Two lanes on the Boston Road approach to the intersection with Mt Eden Road • Signalised intersection: Mt Eden Road / Normanby Road • Signalised intersection: New North Road / Ngahura Street • Signalised intersection: Mt Eden Road / Enfield Street. 5.2.5 20% reduction in trips from zones on Mt Eden Road, shifting to mountain road? Need to ensure this doesn’t include all trips from Mt Eden Road (including the external) only the trips off the side streets and the associated development.

P87

Note.

Confirmation required

Appendix E has been provided to peer reviewers and comments recorded in Appendix A. Noted.

The purpose of Scenario E’s 20% demand reduction for Mt Eden Road southern-most zone was used to test the sensitivity of the modelled travel times when traffic reroutes away from Mt Eden Road. The 20% equated to about 150 - 250 peak hour vehicle trips, depending on direction. Clive Road is one plausible route for traffic to reroute to, given its proximity to Normanby Road. Traffic is also expected to find other routes, such as Stokes Road and Dominion Road when travel time on Mt Eden Road are less favourable.

P88

NZTA Transport Model Development Guidelines: “the modelled travel time should be within 15% or one minute of the observed travel time.” It appears that there is about a 30% difference, although this is within 1min. If the route used both K-Rd and Newton Road (as the length of the model) this would fail both criteria (eg 5.5mins vs 4.3mins) is greater than 1min and greater than 15%. This could be due to a number of reasons, such as; the model appears to be underrepresenting traffic congestion, or volumes aren’t high enough, or the intersections aren’t reflecting delays, or even the Bluetooth information may have an outlier impacting the reported travel times.

Modeller to confirm they believe the model is fit for purpose.

Modeller considers the model fit for purpose.

The NZTA Transport Model Development Guidelines also states: Again, models that meet all the criteria may not be considered fit-for-purpose and conversely models that do not meet all the criteria may be. Particular checks relating to travel times include comparisons on key corridors, whether the model is consistently faster or slower, and whether the model is significantly different to the observed on any particular routes (eg more than 30-40% different).

P97 P98 100

Some routes show significant differences eg Khyber Psas EB, where the model shows 1.5mins, and the Bluetooth 2.4mins. This is more than 40%. S5.3.6 very small impact to the SH network Mt Eden Rd SB in all options at least double, with an increase from 2.4mins, to up to 15.9mins in option D.

Noted. This seems considerable. Are there opportunities to implement TDM

It should be stressed that Case 1D is a conservative test, should existing Normanby Road traffic not reassign to routes other than Mt Eden

New North Road also increases significantly. It is also identified that trips will divert to other routes. P101 indicates with a reduction in traffic levels, this delay reduces significantly. Mt Eden Road is sensitive to additional trips, and diversions away from this corridor should be encouraged.

P127

P128

P135

Mt Eden – not OD route Sept 20 – Sept 21. Discussion with AT and NZTA has confirmed the temporary suspension of Mt Eden Road and Normanby Road for the duration of the Mt Eden Main Works. AT and NZTA will be working through processes internally to notify haulage companies of this suspension. See comments on designation conditions below. The dashboard shows where the travel time increases by more than 10mins compared to prior to the works. Will the travel time changes of >3mins above the modelled figures be included in the dashboard? Or where the delay is 30% more than modelled (where the modelled delays are more than 4mins). Appendices Missing General Comments Reference errors – source not found throughout document. Pages: 7, 10 (table sections), 45, 68, 81, 122

(or similar) initiatives?

Road. It can be expected that given the modelled delays on Mt Eden Road are significant (in excess of 10 minutes), some traffic would no doubt find other routes as represented by Case 1E.

Opportunities to implement TDM may arise, subsequent to traffic monitoring exercises being carried out during construction. Has this been Communications with the NZ confirmed/actioned? Heavy Haulage Association are taking place.

Will inform AT of modelled changes for inclusion in dashboard.

Noted To be updated

This has since been updated.

Designation conditions: Designation Condition 26.2 and 26.6 specifically seek to identify when 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)

More than 10mins more than the survey prior to the works More than 3mins above that indicated in the modelling, Or 30% greater that modelled increases (when the increase is over 4mins)

It would appear that the most stringent part of the delay conditions are where the increases in delay are greater than 3mins more than what was modelled. In many cases the delay differences have been modelled and show only minor changes in delay. Where this delay increases by more than 3mins, this condition will be exceeded. Is this the intent? It would also be triggered when the increase is expected to be more than 4mins, but ends up being 30% more ie if it was modelled to be 4mins and was 5.2mins. Will these two additional checks be included in the dashboard? The dashboard shown only seems to consider when the delays are 10mins more than existing – shown as “Base Case (min)” and “Base Case +10 (min)”