prepared by

report

Christchurch Public Transport Interchanges Scoping Study

-WestfieldRiccartonMall Interchange

for .report Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Prepared for Christchurch City Council

By Beca Infrastructure Ltd

November 2005

3813509/100/PFD Rev B ■ L2:65523

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Table of Contents

1 Introduction ...... 1 1.1 Report Structure ...... 1

2 Objectives of Interchanges ...... 2

3 Background and Stakeholders Views ...... 3 3.1 Background ...... 3 3.2 Stakeholder Views...... 5

4 Interchange Options ...... 7 4.1 Proposed Location Options ...... 7 4.2 Assessment Criteria...... 14

5 Recommended Options...... 16

3813509/100/PFD Beca Page i L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

1 Introduction Following the construction of the Christchurch Bus Xchange and other measures to improve bus services in Christchurch, public transport patronage has been growing strongly. One feature of this has been the development of orbital routes; the Orbiter and the Metrostar. In order to support this continuing growth in public transport use and to facilitate the integration of the orbital and radial services, Christchurch City Council are investigating the development of a series of suburban passenger interchanges at a number of locations across the city. To assist in this Beca Infrastructure Ltd was commissioned by Christchurch City Council to assess and develop concept designs for three new public transport interchanges at the following suburban locations in Christchurch: Westfield Riccarton Mall, Eastgate Mall; and Princess Margaret Hospital.

1.1 Report Structure This report covers the proposed interchange at Westfield Riccarton Mall in Christchurch. This report should be read in conjunction with the supporting report titled ‘Christchurch Public Transport Suburban Interchange Scoping Study – Technical Report’, also by Beca, which covers the design of an interchange, summarises case studies of bus stations from both New Zealand and overseas and outlines the assessment criteria used for selecting the most appropriate location at Westfield Riccarton Mall. This report is site specific for Westfield Riccarton Mall and recommends the preferred option for an interchange at this location based on the information available at the time of writing. Section 2 outlines the objectives of interchanges, Section 3 summarises the background to the site including the stakeholders’ views, Section 4 considers the possible options for an interchange and Section 5 outlines the recommended option.

3813509/100/PFD Beca Page 1 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

2 Objectives of Interchanges

2.1.1 High Level Objectives of Interchanges The high level (Level One) objectives of interchanges are as follows: 1. Encourage public transport use to provide an alternative to the use of private cars and to contribute to the reduction of congestion. 2. Encourage the development of enhanced public transport to improve access and mobility and expand the opportunities perceived to be available to those without access to private cars.

2.1.2 Level Two Objectives While there are a number of ways in which the Level One objectives might be achieved, in the context of this study attention has focused on developing enhanced interchanges. 1. Encourage bus use to/from key locations. 2. Encourage bus use by providing good interchange between linking services. 3. Encourage bus use by providing high quality interchange from other modes.

These objectives were used to develop the assessment criteria for the evaluation of the potential interchange locations as outlined in Section 4.

3813509/100/PFD Beca Page 2 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

3 Background and Stakeholders Views

3.1 Background Westfield Riccarton Mall is a shopping and entertainment complex located in west Christchurch on Riccarton Road. The total floor area for the complex is 42,000 m2. The centre is owned and operated by Westfield. The Mall has 150 retailers and receives 7 million visitors per annum. The Mall is served by 8 bus routes all of which operate along Riccarton Road. The main stops are located at the western end of the Mall, near the junction with Matipo Street. The volume of bus services is substantial with about 25 buses per hour in each direction during the period between the peaks and somewhat more during peak periods. There is no comprehensive information about the volumes of passengers using the stops, but in a spot survey undertaken as part of this study, the usage of the stops on the southern side of Riccarton Road nearest to the Mall amounted to about 220 passengers in the hour between 16:00 and 17:00 on a weekday. Although potentially an important interchange point, there was no readily accessible information available from ECAN on the numbers of passengers who interchange between buses at this location, and in particular interchanging between buses operating in different directions along Riccarton Road. The Mall has 7 entry points which are as follows: .Riccarton Road; .Riccarton Road Mall car park; .Maxwell Street Mall car park; .Dilworth St (1); .Dilworth St (2); .Rotherham Street; and .Division Street Mall car park. The locations of the entry points are shown on Figure 4-2. The flows along Riccarton Road are substantial at about 25,000-30,000 vehicles per day and congested conditions are present over much of the day. The road typically has two lanes available for traffic in each direction with parking on both sides of the road. Typical conditions are displayed in

3813509/100/PFD Beca Page 3 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Figure 3-1. Proposals were developed for the introduction of bus priority lanes. However, these would require the removal of the parking spaces along the road and have been resisted and are therefore not actively being pursued. Westfield Riccarton Mall has just completed a phase of expansion and there are no firm plans for further expansion.

Figure 3-1 Typical Interpeak Conditions in Riccarton Road

3813509/100/PFD Beca Page 4 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

3.2 Stakeholder Views

3.2.1 Environment Canterbury (ECAN) Consultation with Environment Canterbury (ECAN) was carried out to understand their concerns and issues with regard to the proposed interchange at Westfield Riccarton Mall. ECAN’s main concern with the current situation is that bus stops are located on both sides of Riccarton Road and passengers jaywalk across Riccarton Road instead of walking to the pedestrian crossing. ECAN suggested a signalised and covered pedestrian crossing area to guide passengers across Riccarton Road safely. ECAN support the current situation whereby buses utilise bus stops along the main road. ECAN consider that the interchange should be close to the Mall to maximise passenger convenience. In addition, they consider that there should be minimal diversion of existing routes, and that where these are to be implemented they should be complemented by priority measures in order to minimise any impact on the bus timetable and the travel times of through passengers.

3.2.2 Limited A meeting was held with Red Bus Limited, the main bus operator in Christchurch, to identify any issues with the existing bus operation at Westfield Riccarton Mall and to understand their reaction to any changes. Red Bus Limited has no issues with the current operation. Again, their main concern was about any option that would divert buses from their direct routes. Any measures which did divert would need to be accompanied by measures giving priority to buses so that the impact on running time was minimised. Red Bus Ltd considered that any options which divert would also be inconvenient to passengers, unless appropriate priority measures were adopted. Red Bus Ltd also indicated that movements which require buses to turn across traffic are undesirable.

3.2.3 Westfield A meeting was held with Westfield Riccarton Mall to understand their issues and concerns as well as discussing possible options. Westfield support the concept of an interchange and have found in Australia the integration of their Malls with Public Transport facilities have worked well. Westfield Riccarton had some concern regarding possible loss of parking and the security aspects of providing an interchange.

3813509/100/PFD Beca Page 5 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

3.2.4 General Assessment The current bus operation along Riccarton Road appears to work fairly well from the bus operators point of view but does not provide particularly well for any interchange between buses and does not link directly with the Mall. There are proposals to substantially increase the numbers of buses along Riccarton Road and it is not certain whether the existing facilities would be able to cope with these. Increases of the scale proposed would in any case probably need to be accompanied by the provision of bus priority measures.

3813509/100/PFD Beca Page 6 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

4 Interchange Options

4.1 Proposed Location Options A range of options have been considered for a suburban at Westfield Riccarton Mall including a variety of locations. The options include different types of facilities ranging from Superstops to larger interchange buildings off-street. The different potential locations identified allow for these different options. For on-street facilities, two options have been considered, a Superstop and an option integrating bus stops with existing shops, possibly making use of existing canopies. A Superstop is essentially a well-designed on-street bus shelter providing real time travel information and protection from the elements. The Superstop would be open to the street but reasonably deep to provide protection from the rain. A Superstop includes lighting and possible closed circuit television (CCTV) and would have clear windows to provide improved security. A possible design for a Superstop is shown in Figure 4-1. A Superstop could be integrated with a waiting area within existing buildings or in the mall itself.

Figure 4-1 Possible Superstop

3813509/100/PFD Beca Page 7 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Off-street interchange facilities could be located at different locations at the existing parking site of the Mall. The facilities could be separate buildings providing completely covered bus stops, waiting areas and other amenities. To accommodate the present day two way flows of up to 60 buses per hour it is estimated that 4-5 berths would be required, and there would need to be space to accommodate future expansion of the bus services. A total of seven options have been considered which are summarised in Table 4-1. The possible location options are shown in Figure 4-2.

Table 4-1 Summary of Options

Location Facility Description A1 Riccarton Road On-street Superstop To be located adjacent to Mall entrance, and possibly combined with waiting area within Mall. A2 Riccarton Road On street stop combined To be located on street between Rotherham Street and Division Road. with waiting areas in adjacent retail units B Mall Car Park adjacent to Riccarton Road Off-Street bus station Facility in Mall car park adjacent to Mall entrance integrated with waiting area inside Mall. Would be used by buses in both directions. C1 Mall Car Park adjacent to Riccarton Road Off-Street bus station To be located adjacent to Mall entrance to foodcourt and could have integrated waiting areas. Would be located on property owned by third party and not part of Mall. Would be used by buses in both directions. C2 Mall Car Park adjacent to Riccarton Road Off-Street bus station To be located adjacent to Mall entrance to Rotherham Street entrances to Mall and could possibly have integrated waiting areas within the Mall. Would be located on property owned by third party and not part of Mall. Would be used by buses in both directions. D Mall Car Park adjacent to Clarence Street Off-Street bus station To be located on Council owned land adjacent to eastern end of the Mall Would be used by buses in both directions.

3813509/100/PFD Beca Page 8 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Figure 4-2 Option Locations

Riccarton Road A2 A1 C1 C2 D B

New Mall Development New Mall Development

E Dilworth Street

Mall Entrance

3813509/100/PFD Beca Page 9 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

4.1.1 Option A1: Riccarton Road On-Street at Western End of Mall Option A1 would be located on either side of Riccarton Road, adjacent to the Mall entrance on Riccarton Road. There may be scope for developing a waiting area near the Mall entrance for the westbound services. The main advantages of this option are as follows: .Accessibility for buses; .Security during the day (natural surveillance) ; .Proximity to Mall entrance for westbound services; and .Low cost. The main disadvantages of this location are as follows: .No provision of a single interchange for all movements; and .Pedestrian/ vehicle conflict with passengers to or from the Mall crossing to the eastbound services

4.1.2 Option A2: Riccarton Road On-Street Option A2 would also be located on either side of Riccarton Road east of the location for Option A1, between Division Street and Rotherham Street. For this option it is proposed to develop waiting areas within the retail units either side of Riccarton Road and link these to the on-street bus stops. Given the existing development in the area, use could be made of the existing canopies to provide shelter for passengers boarding or alighting the buses. Passengers using Option A2 would gain access to the Mall via either Division Street, where action would be needed to improve the street environment and make it more attractive to users, or possibly less conveniently via the accesses in Rotherham Street. They could also take advantage of the existing pedestrian crossing on Riccarton Road or the traffic signals at the intersection with Division Street. The main advantages of this option are as follows: .Accessibility for buses; .Security during the day (natural surveillance); and

3813509/100/PFD Beca Page 10 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

.Scope for developing attractive waiting areas adjacent to the stops; The main disadvantages of this location are as follows: .No provision of a single interchange for all movements; .Pedestrian/ vehicle conflict; and .Property acquisition.

4.1.3 Option B: Mall Car Park Adjacent to Riccarton Road Option B is situated on the Mall car parking area adjacent to Riccarton Road. Buses would access this directly from Riccarton Road. The main advantages of this option are as follows: .Provision of a single interchange for all movements; .Ease of transfer for bus passengers; .Possibility of provision of waiting area integrated with Mall; .Passenger convenience; .Security during the day (natural surveillance) and possible integration with Mall security; and .Proximity to Mall entrance.

The main disadvantages of this location are as follows: .Poor accessibility for buses; .Diversion of buses from existing routes; .Impact on through bus users due to diversion of buses from main road; .On Street traffic management issues; and .Loss of parking space at car park in front of Mall.

3813509/100/PFD Beca Page 11 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

4.1.4 Option C1: Mall Car Park on Division Street Option C1 would be a full bus interchange situated on the car parking area adjacent to Division Street. This is adjacent to the Mall entrance providing access to the Foodcourt. The main advantages of this option are as follows: .Provision of single interchange for all movements; .Ease of transfer for bus passengers; .Possibility of provision of waiting area integrated with Mall; and .Passenger convenience. The main disadvantages of this location are as follows: .Poor accessibility for buses via narrow roads; .Diversion of buses from existing routes; .Impact on through bus users; .On Street traffic management issues, although these could be mitigated to some extent since there are already traffic signals at the junction of Division Street and Riccarton Road; .Poor security when Mall closed due to the lack of natural surveillance; .Loss of parking; and .Property acquisition.

4.1.5 Location C2: Mall Car Park on Rotherham Street Option C2 would be a full bus interchange situated adjacent to Rotherham Street on the eastern side of the Mall. This would be located partly on an existing car park but would require the acquisition of some adjacent properties. The main advantages of this situation are as follows: .Provision of a single interchange for all movements;

3813509/100/PFD Beca Page 12 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

.Ease of transfer for bus; and .Passenger convenience for those going to or from the Mall. The main disadvantages of this location are as follows: .Poor accessibility for buses via narrow roads; .Diversion of buses from existing routes; .Impact on through bus users; .On-Street traffic management issues; .Loss of some parking space; and .Substantial property acquisition.

4.1.6 Option D: Mall Car Park Adjacent to Clarence Street Option D would be a full bus interchange situated adjacent to Clarence Street making use of land already owned by the Council. The main advantages of this situation are as follows: .Provision of a single interchange for all movements; and .Ease of transfer for bus passenger. The main disadvantages of this location are as follows: .Diversion of buses from existing routes; .Impact on through bus users; .On Street traffic management issues with increased number of turning movements at the junction of Clarence Street and Riccarton Road; .Remote from Mall entrance; .Loss of parking; and .No possibility of provision of waiting area integrated with Mall.

3813509/100/PFD Beca Page 13 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

4.2 Assessment Criteria Criteria Location A1 A2 B C1 C2 D Riccarton Road Riccarton Road Mall Car Park Mall Car Park Mall Car Park Mall Car park Adj. Riccarton Adj. Riccarton Adj. Riccarton Adj. Clarence Road Road Road Street

Bus Operation Accessibility for buses ++ ++ ------Diversion of buses from + + ------existing routes Impact on through bus users + + ------Traffic Management/Impact on Surrounding Sites On Street traffic management + + ------issues Passengers Provision of single interchange No No Yes Yes Yes Yes for all movements Ease of transfer for bus - - - ++ ++ ++ ++ passenger (distance between transfer, is crossing involved) Possibility of provision of Possibly for May be scope for Yes Yes No No waiting area integrated with westbound provision of waiting Mall travellers facilities in adjacent units which are not part of Mall Overall passenger convenience ● + ++ ++ ++ + Diversion of through ++ ++ - - - - passengers not interchanging Safety and Security Security during the day ++ ++ ++ - + + (natural surveillance)

3813509/100/PFD Beca Page 14 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Criteria Location A1 A2 B C1 C2 D Riccarton Road Riccarton Road Mall Car Park Mall Car Park Mall Car Park Mall Car park Adj. Riccarton Adj. Riccarton Adj. Riccarton Adj. Clarence Road Road Road Street

Security when Mall closed ● ● - - - - - Property Acquisition Not for stop but Not for stop but Acquisition of Yes Yes Property owned by possibly for waiting possibly for waiting parking spaces plus CCC area areas space for waiting area in Mall if required Impact on Mall users ● ● - ● ● ● Pedestrian/ vehicle conflict - - - ● ● ● ● Proximity to Mall entrance ++ for A1 ● ++ + ● - - westbound Impact on surrounding fabric and land uses Loss of Parking Some loss of on- Some loss of on- Yes Yes but not of Mall Yes but not of Mall Limited street parking street parking [esp close to parking parking entrance] Others Cost Low Low/Medium Medium Medium/High Medium/High Medium/High Ease of implementation + + ------Overall Desirability + + ++ + + ●

3813509/100/PFD Beca Page 15 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

5 Recommended Options

5.1.1 Introduction There are high volumes of buses and bus users along Riccarton Road and the use of the stops in the vicinity of the Mall is substantial. At present, the bus stops are served by conventional bus shelters, but apart from the provision of real time passenger information displays these provide only basic facilities. A number of options to provide improved bus stop and interchange facilities have been identified, which to a greater or lesser extent would be linked with the Mall. Given the potential for interchange with a large number of services operating along Riccarton Road in this area, the ideal solution would be one that provided a common facility for both eastbound and westbound movements to facilitate passengers transferring between the services in the two directions. However, given the volume of bus traffic both now and potentially in the future, this would occupy a considerable amount of space, and the turning of buses across Riccarton Road to enter and exit the interchange would create significant traffic management issues on a very congested section of the road. The issue then arises as to whether .It is more appropriate to develop facilities which would serve movements in each direction separately and for which options exist which could be provided relatively easily and which would not result in significant traffic management issues, or .There is a need to develop fully integrated facilities serving services in both directions which would be more difficult to implement. An important component of this is understanding the volumes of passengers wishing to interchange between services in opposite directions, both now and in the future, and without this information it is not really possible to reach a conclusion on this issue.

5.1.2 Separate Facilities for East and Westbound Passengers On the assumption that the first approach, developing separate facilities for passengers in the two directions, is appropriate, the choice that exists in principle is between:- .Option A1 Superstops close to the existing bus stops and near to the entrance of the Mall, but for which it would be difficult to provide facilities other than those within the stops themselves for east bound travellers; or

3813509/100/PFD Beca Page 16 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

.Option A2 Stops at a location further to the east along Riccarton Road and are therefore more remote from the Mall, but which would be integrated with waiting facilities in the adjacent properties. Option A1 would provide visible facilities close to the entrance of the Mall and could potentially be integrated with a waiting area or passenger information system displays inside the Mall. It would also be constructed on the pavement and so is potentially relatively easy to implement. Option A2 would be less visible and further away from the Mall, but the facilities to be provided within each of the waiting areas could be more comprehensive and attractive, particularly for interchanging travellers. This option would require the acquisition of the sites for the waiting areas and there may therefore be some risks in this process, although it could make use of the existing canopies along Riccarton Road as illustrated in Figure 3.1 . It would also ideally require environmental improvements in Division Street to provide an attractive link with the main Mall Both Options have advantages and the balance between them is probably fine. Option A2 would provide better quality waiting facilities and may therefore be appropriate to encourage interchange between services and to accommodate growing passengers flows. As a result it has been judged as preferable. Its development would need to be supported by improvements to the environment in Division Street.

5.1.3 Fully Integrated Facilities The choice between the options involving fully integrated facilities probably hinges on the issues of accessibility to the Mall and passenger convenience, property acquisition and the traffic management issues which might arise. Option B would provide good access to the Mall but would occupy a considerable amount of parking space easily accessible from Riccarton Road and close to the Mall entrance. There would also be traffic management issues with the turning of buses across Riccarton Road, and traffic signals would become necessary to facilitate this movement. There would also be the need to remove the vehicular access to the Mall car park immediately in front of the Mall entrance. Options C1 and C2 would provide off-road fully integrated interchanges further to the east on land not owned by Westfield, and may in practice require property acquisition from a number of land owners. Option C1 would provide reasonable access to the Mall, being located close to the entrance serving the foodcourt, but is in a fairly quiet area and there could be security issues at night. The connections for passengers travelling by foot from Riccarton Road are rather unattractive. To access the site buses would have to use Division Street which currently has a signalised intersection with Riccarton Road. All buses would need to make a diversion from their routes of about 200 metres, potentially adding to journey times, although this increase in journey times could be reduced if the buses were given priority at the traffic signals.

3813509/100/PFD Beca Page 17 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Option C2 would have similar issues of property acquisition, and security at the bus station itself, although it would be closer to Rotherham Street with more pedestrian and vehicle activity. The site is more remote from the main shopping areas within the Mall although it would be closer to the cinemas and the parts of the Mall with extended opening hours. There would also be the need to introduce signalisation at the junction between Rotherham Street and Riccarton Road, and the presence of large numbers of buses on Rotherham Road may have impacts on the street environment which has been created. Option D on Clarence Street would be located at some distance from the entrances to the Mall and the likely routes connecting it to the Mall are not attractive. There would be traffic management issues with most buses having to turn off Riccarton Road and subsequently off Clarence Street. While the junction between Clarence Street and Riccarton Road is signalised, additional signals would need to be provided to allow buses to turn on and off Clarence Street into the interchange. The interchange would be located on land owned by the Council, but there would probably be a need to relocate the existing use. Based on this analysis the most attractive option for an integrated interchange is considered to be Option B, although its acceptability to Westfield would need to be explored. Although development of the Mall has currently halted, on past experience it is likely that further expansion or development will occur at some stage in the future. There may be the opportunity to integrate the development of a new terminal with further expansion of the Mall. All the integrated options would raise traffic issues because of the need for at least some buses to make a crossing of Riccarton Road, and would need to be supported by bus priority measures to minimise delays to buses and their passengers. Any steps to accommodate these movements would need to be considered in conjunction with traffic management measures in the corridor and possibly the introduction of bus priority measures.

5.1.4 Overall Assessment While over the longer term a fully integrated interchange adjacent to the Mall potentially represents the most desirable solution, this would ideally need to be undertaken in conjunction with the development of the Mall itself or the areas close to it and would also need to be supported by traffic management measures in Riccarton Road including bus priority measures. Given the potential growth of bus patronage and the need to encourage interchange over the short term, Option A2 would represent an appropriate measure to be instituted in the shorter term, although this would need to be combined with measures to improve the environment of the main linkage to the Mall in Division Street. An artist impression of what the facility could look like is attached in Appendix A. The costs for the Westfield Riccarton Mall Interchange have been estimated in the order of $1,100,000 (+/- 30%). This would provide for two 15m by 15m facilities within an existing building (on either side of

3813509/100/PFD Beca Page 18 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

Christchurch Public Transport Suburban Interchanges Scoping Study - Westfield Riccarton Mall

Riccarton Road) with provision for some demolition and refurbishment as well as heating, lighting, seating, CCTV, toilets, a café counter, static signage, and real time information signage. The estimated costings exclude any property acquisition costs. A breakdown of the cost estimate is attached as Appendix B.

3813509/100/PFD Beca Page 19 L2:65523-CAT15NR02.DOC Rev B 1 November 2005

.Appendix A Artists Impression

.Appendix B Costings

Section 'A'-' FACILITY' COMPANY : Beca PROJECT : PROPOSED BUS EXCHANGE FACILITIES DATE : Wed 09 Nov 2005 02:04pm SubTitle : 7 November 2005 Bid Currency : NZD

BQREF DESCRIPTION UNIT QTY RATE COST F MU ASSIGN OH

BUS EXCHANGE FACILITY ( 2 No Facilities )

Notes and assumptions:

The following facility is assumed to be installed in a typical existing shop module say 15m x 15m.

It has been assumed that some internal demolition will be required to remove any existing shop fit out, but that no structural modifications or support systems will be required.

No allowance has been made for any general maintenance to the shop structure or envelope

Physical Works For 1 No Facility

Strip out existing fitout inside shop m2 225 35.00 7,875

Allowance to make good existing surfaces following demolition sum 1 7,500.00 7,500

Remove and replace existing front shop glazing, assumed to be 3m high m2 45 750.00 33,750

Install new set of auto opening doors, including installing loop into existing floor sum 1 15,000.00 15,000

Prepare floor and lay new tiles m2 225 150.00 33,750

Paint inside face of existing walls and ceiling m2 360 15.00 5,400

Allowance for toilet block. sum 1 20,000.00 20,000

Allowance for cafe counter facility sum 1 15,000.00 15,000

Allowance for new electrical small power and lighting. Assumes existing switchboard is adequate and does not require upgrading m2 225 100.00 22,500

Allowance for electrical heating and ventilation m2 225 125.00 28,125

Allowance for heat detection fire protection m2 225 25.00 5,625

Allowance for travel information display boards and signs sum 1 10,000.00 10,000

Fixed seating ( 30 x 4 seat banks ) no 120 400.00 48,000

Cafe seating and table furniture sum 1 5,000.00 5,000

CCTV installation sum 1 15,000.00 15,000

Allowance for electronic plasma display monitors sum 1 20,000.00 20,000

Special effects lighting sum 1 15,000.00 15,000

3813509-100 A/1 Section 'A'-'BUS EXCHANGE FACILITY' COMPANY : Beca PROJECT : PROPOSED BUS EXCHANGE FACILITIES DATE : Wed 09 Nov 2005 02:04pm SubTitle : 7 November 2005 Bid Currency : NZD

BQREF DESCRIPTION UNIT QTY RATE COST F MU ASSIGN OH

Allowance to upgrade existing external canopy ( cosmetic only ) sum 1 15,000.00 15,000

Allowance for external signage sum 1 25,000.00 25,000

Allowance for external fixed seating no 24 500.00 12,000

Note, no allowance for pavement upgrade, or soft/hard landscaping

Note, no allowance for kerb modifications or bus slip lane

On Costs:

Allowance for Contractors margins sum 350,000 0.15 52,500

Allowance for design and management fees sum 410,000 0.15 61,500

Contingency allowance sum 470,000 0.15 70,500

Rounding sum 1 5,975.00 5,975

Second Facility:

Repeat scope for second facility sum 1 550,000.00 550,000

Totals for Section 'A'-'BUS EXCHANGE FACILITY' 1,100,000

3813509-100 A/2