Report America’s Cup Traffic and Transport Technical Report for Resource Consent Application, Wynyard Hobson

Prepared for Panuku Development Auckland and Ministry for Business, Innovation and Employment

Prepared by Beca Ltd (Beca)

April 2018

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Revision History

Revision Nº Prepared By Description Date

1 Kara Hartshorne Draft Issue for Council Review 07/04/2018

2 Kara Hartshorne Issue for Legal Review 11/04/2018

3 Kara Hartshorne Final Issue 12/04/2018

Document Acceptance

Action Name Signed Date

Prepared by Kara Hartshorne 11/04/2018

Reviewed by Joe Phillips 12/04/2018

Approved by Joe Phillips 12/04/2018

on behalf of Beca Ltd

© Beca 2018 (unless Beca has expressly agreed otherwise with the Client in writing). This report has been prepared by Beca on the specific instructions of our Client. It is solely for our Client’s use for the purpose for which it is intended in accordance with the agreed scope of work. Any use or reliance by any person contrary to the above, to which Beca has not given its prior written consent, is at that person's own risk.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // i America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Executive Summary

This report provides an assessment of the traffic and transport effects of the construction, operation and use of the America’s Cup Wynyard Hobson physical infrastructure1. This includes traffic and transport effects of:

 The Construction phase.  The Operational phase, including the permanent stopping of part of Brigham Street.  The Events phase including a high-level pedestrian capacity assessment of the publicly accessible wharves and breakwaters during the Events.

The seven America’s Cup bases (Bases A – G) are proposed in and around Freeman’s Bay, which is located along part of Auckland’s City Centre waterfront. This includes Wynyard Point, Hobson Wharf, a 74m extension to Hobson Wharf, Halsey Wharf (comprising the Halsey Street Extension Wharf and Western Viaduct Wharf) and Wynyard Wharf, including the surrounding land and water space.

The proposal is made on the basis that part of Brigham Street will be permanently stopped. This will be achieved through a separate process. For the purpose of the RMA assessment, the effects of the road closure including works in the road have been assessed, but not the effects of the proposal on the road as it currently exists. The proposal includes a new road connection north of syndicate Base C to maintain a connection between Brigham Street and Hamer Street.

A separate application for the Ferry and Fishing Industry Relocation Facility (FFIRF) has already been lodged with the Council and notified and does not form part of this application.

Overall Event Management The proposed Events will enable Auckland to host prestigious and large scale international events, which in turn will attract visitors and contribute to the vibrancy of Auckland’s waterfront. The Events will be temporary in nature, with busier periods (when yacht racing occurs on around 30 days) and many quieter periods of activity.

The America's Cup 36 (AC36) Event (including pack-in and pack-out) is anticipated to run from for six months from December 2020 through to May 2021. Subsequent America’s Cup (AC) events within a 10 year period, if hosted in Auckland, will similarly be held over a six month period.

As with any large event, a degree of disruption to normal travel patterns is expected. Any adverse effects on the surrounding area will be temporary and can generally be avoided or mitigated through the Events' design, location and operational and management measures. Based on the AC35 schedule, many events are likely to occur on weekends, which would minimise disruption and reduce traffic volumes. It is also likely that the Prada Cup (Challenger series) will primarily occur over the school (summer) holiday period in January 2021, when traffic volumes are typically lower with less people working in the Wynyard Precinct and City Centre. However, the assessment of effects and associated mitigation is based on activities occurring on weekdays in non-school holiday periods.

1 Involving the wharves, piles, berths, buildings, other structures, and related works, services and access to host the America’s Cup Events.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // ii America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The transport related aims and objectives for the Wynyard Precinct, in the Auckland Unitary Plan (Operative in Part) (AUP(OiP)) include, constraining and managing private vehicle travel in and out of Wynyard Precinct, particularly during peak travel periods and to protect the safe and efficient operation of Fanshawe Street. This includes a car driver mode share target of 30%. This has been reflected in the travel management approach and strategy for the AC construction and operation, which will be enabled through the identified mitigation measures.

In terms of syndicate base operation, the Wynyard Hobson sites are in proximity to excellent public transport facilities (Britomart Train Station, ferries, City link and other buses) serving the City Centre. Given that a high proportion of syndicate staff will be re-locating internationally before and during the Events, they are likely to be living in close proximity to their bases. The Wynyard Precinct, Viaduct Harbour Precinct and the City Centre have a significant number of apartments and hotels and other accommodation options, which will be ideally located to encourage walking and cycling to the bases or the use of public transport as part of those journeys.

The Event Management Plan (EMP) is the main mitigation tool and is recommended to be implemented through consent conditions. The EMP will identify of a range of Events' modes, which may differ according to location, duration, timing and occupancy. It will reference and align with the ‘Key Principles for Delivering Events’ from Auckland Council’s Events Policy. The EMP will be developed in consultation with relevant stakeholders and the preparation of a Stakeholder Engagement / Communication Plan.

The types of plans included under the umbrella of the EMP are shown below in Figure A. These include an Event Transport Plan, Pedestrian Management Plan, Traffic Management Plan (TMP) and an Emergency Management Plan. It is noted that the Servicing, Delivery and Guest Transport Plans, together with the VEC Syndicate Base Management Plans, will form part of the EMP and are also recommended as part of the consent conditions.

Event Management Plan

Stakeholder Communication Plan

Pedestrian Traffic Management Emergency Event Transport Plan Management Plan Plan Management Plan

Figure A Event Management Plan Framework

Construction Phase Construction truck numbers are expected to vary depending on what stage of construction is occurring. There are generally three differing periods of construction activity across the total construction programme of 20 to 24 months for the base infrastructure, including the 6 to 7 months of enabling works.

Truck and other vehicle movements will be introduced to the surrounding area during the construction phase. These construction vehicles have the potential to have an adverse impact on the local roads, particularly in terms of the key intersections with Fanshawe Street, as well as Viaduct Harbour Avenue and Westhaven Drive. Hence, it is necessary to seek to address these potential adverse impacts through particular construction methodologies, as well as specific traffic and travel management strategies and plans. Noting that the construction traffic impacts are temporary in nature for the identified construction programme.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // iii America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Measures to minimise any potential impacts of construction traffic will be primarily achieved through the Construction Traffic Management Plan (CTMP) and Construction Staff Travel Plan (CSTP) to be prepared by the nominated contractor and approved by AT prior to work commencing.

The CTMP is recommended as a condition of consent and will include, but not be limited to, the following measures:

 No parking on the base infrastructure construction sites for workers.  Prevent heavy truck movements/ deliveries to and from the construction sites through the Wynyard Precinct from 7am and 9am and 4pm to 6pm on weekdays.  Undertake more significant concrete pours in the early hours of the morning, utilising the identified potential layover areas, which will be discussed further with AT and other relevant stakeholders.  Provision of new Northern Connector Road to the north of proposed Base C prior to the permanent closure of part of Brigham Street.  Restrict trucks from using Daldy Street, unless specifically required for large infrequent deliveries, such as over dimension vehicles.  In coordination with AT, implement measures to raise awareness of pedestrians and cyclists travelling east-west on North Wharf shared path of the truck movements on Beaumont Street.  Maintain accesses off Brigham Street during construction for the remaining activities / properties, which may include temporary access for the Bulk Storage Terminal (BST) and Sealink via the Stolthaven South /Sail NZ / ASB car park sites from Hamer Street.  Safe pedestrian access for construction staff from Hamer Street is provided.  Coordination with the marine and fishing industry and NZ Maritime Museum regarding access and traffic management arrangements for Halsey Wharf and Hobson Wharf.  Monitoring and remediation of landscaping and pavements on construction haul routes, particularly where new street upgrades have been completed.

A CSTP is also recommended as a consent condition, which will be developed in liaison with the Wynyard Quarter Travel Management Association (WQTMA) and AT. This could include (but not be limited to) measures such as, car or van pooling from contractor depots outside the Wynyard Precinct and providing staff with information on preferential parking locations and rates for those ride sharing.

In addition to the above, the construction methodology will look for opportunities to undertake activities from the water, use the Firth Concrete Plant and allow for consultation with AT on the timing and staging of any planned streetworks, which could further reduce the number of construction vehicles and the effect of the construction on the transport network. This assessment adopts a conservative approach and therefore does not rely on these further mitigation opportunities (which if adopted would further reduce the effects).

The anticipated construction routes to/from each of the sites from the Northern, Southern and North-western motorways utilise arterial road corridors to and from the motorways, other than once they have to leave Fanshawe Street to enter Wynyard Precinct and Eastern Viaduct. These arterial corridors are expected to satisfactorily accommodate the turning manoeuvres of the anticipated vehicles. The actual route for trucks will be determined closer to the time and identified in a CTMP/s in consultation with AT.

Construction truck numbers are expected to vary depending on what stage of construction is occurring. The construction activities have a programme of approximately 20 to 24 months, with relatively lower demand periods at the start and end, but a busier five month period in the middle during the concrete pours for the base infrastructure sites.

The typical daily two-way heavy truck movements associated with the Wynyard Hobson base infrastructure sites across the programme range between six and 54 movements, with 40 to 54 daily movements predicted in the busier five month period (months 10 to 14).

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // iv America's Cup: Wynyard Hobson Traffic and Transport Technical Report

It is anticipated that there will also be two or three peak days, potentially every fortnight at certain times, when up to 62 to 86 heavy truck movements are expected for the concrete pours. Of these, 28 to 38 movements will be specifically associated with the concrete pour, which is expected across a two to three hour period overnight. The balance of around 34 to 48 truck movements on those peak days will be similar to the busier typical days described above.

In addition, between eight and 133 daily two-way daily light truck (van/ute) movements are typically expected across the programme for the Wynyard Hobson construction, with 99 to 133 daily movements predicted in the busier five month period.

Across the typical day or the balance of a peak day in the busier period, the heavy truck movements will equate to between three to five heavy truck movements per hour across a ten-hour working day. Across the typical day in the same period, van/ute movements will equate to around ten to 13 movements per hour across a ten-hour working day. In combination, this is around 13 to 18 two-way vehicle movements per hour in the busier five month period, but down to 2 two-way movements per hour at other times in the programme.

With the specific measures, including those identified for the CTMP, provided for as a condition of the consent, it is considered that the temporary effects of the construction of the Wynyard Hobson base infrastructure on the surrounding transport network can be managed appropriately.

Operational Phase The operational phase primarily relates to the use of the syndicate bases (buildings and yards) and will commence upon completion of their construction, which is likely to be achieved progressively. It will involve use of the syndicate bases by staff, associated servicing and deliveries, and with occasional visitors and guests.

It is recommended that, in combination with the Syndicate Staff Travel Plans (detailed below), very limited parking is proposed for Wynyard Point and Viaduct Events Centre (VEC) bases, which will generally be prioritised for those carpooling or late working staff and/or visitors. No parking will be provided at the Hobson Wharf base. This will help manage the number of private vehicles entering and leaving the base areas, specifically minimising vehicle trips in and out of Wynyard Precinct via the Fanshawe Street intersections.

Syndicate Staff Travel Plans are recommended, as a condition of the consent, to manage single occupancy vehicle trips in and out of Wynyard Precinct. Specific measures could be included in the recommended Staff Travel Plan/s to encourage carpooling from team hotels or accommodation, as well as identifying the locations for allocated parking for high occupancy vehicles (three or more passengers) or providing drop-off and pick-up locations depending on space requirements.

It is acknowledged that the majority of syndicate staff may be from overseas, so an awareness of the public transport options and walking and cycling routes shortly after arrival will be important to enable sustainable travel habits are established early. This information could be provided to syndicate staff, as part of an Auckland Travel Information Pack and could include pre-loaded AT HOP cards. Encouraging staff to cycle to the bases could be achieved by providing loan cycles and cycle facilities within the bases, as well as making staff aware of approximate journey times from their accommodation by active modes. It is assumed that showers and lockers will be provided within the bases to encourage active modes.

In terms of mitigating any impact of the bases on the safe and efficient operation of Hamer Street, a 10m wide southbound access lane in front of the Bases C to G for on-site deliveries/servicing and pick-up/drop- off, plus vehicle access is provided. The Northern Connector Road will continue to provide a diversion route following the stopping of that part of Brigham Street along the front of Bases C – G.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // v America's Cup: Wynyard Hobson Traffic and Transport Technical Report

In terms of mitigating any effects on pedestrians, the footpath provided on the eastern side of Hamer Street, between the extension to Silo Park and the Northern Connector Road, will enable pedestrian access to the bases.

With the VEC being repurposed for the ETNZ syndicate base, a new Traffic Management Plan and a new Marine and Fishing Industry Management Plan specific to the syndicate base use of the VEC will be prepared to reflect the relevant operational changes.

Events Phase During the Events phase, the syndicate bases will continue to operate in accordance with the Syndicate Staff Travel Plans to manage single occupancy vehicle movements by staff and encourage the use of alternative transport modes such as carpooling, walking and cycling and use of public transport.

In the Events phase, the two Servicing, Delivery and Guest Transport Plans and VEC Syndicate Base Traffic Management Plan will include measures such as additional restrictions relating to servicing and delivery vehicle movements on race days and at peak pedestrian times. In addition, given the anticipated large number of private vehicles and taxi movements expected at the Wynyard Precinct bases hosting guests during weekday evenings, a key objective of these Plans will be to enable the safe and efficient operation of Hamer Street and Fanshawe Street intersections by minimising the number of vehicles entering Wynyard Precinct between 4pm and 6pm.

As part of the various plans within the EMP, a range of wider area transport management measures and more localised measures will be implemented. The more localised transport management measures to be implemented on racing days during Events to assist in managing the Events, will include measures such as:

 Proactive management of North Wharf to maintain circulation of pedestrians, whilst allowing for safe public viewing.  Marshalling and management of pedestrian and vehicle access at the syndicate bases, as part of the Event Transport Plan, Pedestrian Management Plan, as well as the other Management Plans.  Marshalling and management of pedestrian access to Wynyard Wharf breakwater, Hobson Wharf and southern breakwater, as part of the Pedestrian Management Plan.  Identification of temporary private bus and coach pick-up / drop-off location, possibly using existing facilities on Madden and Halsey Streets, as part of the Coach Management Plan / Strategy.  Identification of temporary pick-up / drop-off location/s for taxis and private hire vehicles.

Potentially, to assist in managing the impacts on Wynyard Crossing (the opening bridge), mitigation measures could include wayfinding signage and activations on alternate route/s (such as via along the southern edge of the Inner Viaduct Harbour). This would be informed by more detailed pedestrian modelling, which will guide the pedestrian operational procedures and management plans, to be included in the Pedestrian Management Plan.

Summary Whilst recognising that the temporary effects of Construction and Event phases lead to some general disruption to normal travel patterns, it is considered that the potential adverse transport effects of the America’s Cup Wynyard Hobson physical infrastructure can satisfactorily managed with the mitigation recommended in this report, so overall the adverse effects will be minor or less.

In addition, it is anticipated that the proposed mitigation measures in the Operational phase will satisfactorily manage potential adverse effects, including the permanent stopping of part of Brigham Street, so the adverse effects will be minor or less.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // vi America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Contents

1 Introduction ...... 1 1.1 Report Context ...... 1 1.2 Purpose of Report ...... 3 1.3 Report Structure ...... 3 1.4 Proposed Development ...... 4 2 Planning and Policy Framework ...... 6 2.1 Auckland Unitary Plan ...... 6 3 Land Use and Transport Environment ...... 9 3.1 Introduction ...... 9 3.2 Wynyard Precinct ...... 9 3.3 Viaduct Precinct ...... 16 3.4 Wider Transport Environment ...... 17 4 Proposed Infrastructure and Activities ...... 30 4.1 Introduction ...... 30 4.2 Development Proposals ...... 33 4.3 Construction Phase ...... 38 4.4 Operational Phase ...... 40 4.5 Events Phase ...... 41 5 Predicted Trip Generation ...... 49 5.1 Introduction ...... 49 5.2 Construction ...... 49 5.3 Operational Phase ...... 56 5.4 Event Phase ...... 57 6 Assessment of Road Network Design Changes ...... 60 6.1 Introduction ...... 60 6.2 Brigham Street Stopping ...... 60 6.3 Hamer Street Site Access ...... 62 6.4 Pedestrian and Cyclist Effects ...... 65 6.5 Summary...... 65 7 Assessment of Construction Effects ...... 66 7.1 Reducing Impacts of Construction Traffic on the Network ...... 66 7.2 Construction Approach ...... 68 7.3 Wynyard Point and Wynyard Wharf Effects ...... 73 7.4 Halsey Wharf Effects ...... 82 7.5 Hobson Wharf Effects ...... 88 7.6 Dredging ...... 91

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 7 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

7.7 Effects of Ongoing Adjacent Development ...... 91 7.8 Construction Traffic Management Plan ...... 92 7.9 Summary...... 93 8 Assessment of Operational Effects ...... 94 8.1 Introduction ...... 94 8.2 Operational Assessment ...... 94 8.3 Reducing Staff Travel Impacts...... 95 8.4 Loading, Servicing and Delivery Arrangements ...... 96 8.5 Hosting Guests ...... 100 8.6 Traffic Operational Effects ...... 100 8.7 Property Access Effects ...... 102 8.8 On-Street Parking Effects ...... 103 8.9 Pedestrian and Cyclists Effects ...... 104 8.10 Public Access Effects ...... 104 8.11 Public Transport Effects ...... 104 8.12 Summary...... 105 9 Assessment of Event Effects ...... 106 9.1 Introduction ...... 106 9.2 Reducing Staff Travel Impacts...... 106 9.3 Loading, Servicing and Delivery Arrangements ...... 106 9.4 Traffic Operational Effects ...... 106 9.5 On-Street Parking Effects ...... 109 9.6 Public Access Effects ...... 109 9.7 Pedestrian and Cyclist Effects ...... 109 9.8 Public Transport Effects ...... 110 9.9 Summary...... 110 10 Event Pedestrian Capacity Assessment ...... 111 10.1 Assessment Summary ...... 111 11 Summary of Mitigation Measures ...... 112 11.1 Introduction ...... 112 11.2 Overall Event Management ...... 112 11.3 Construction Phase Mitigation ...... 113 11.4 Operational Phase Mitigation...... 114 11.5 Events Phase Mitigation ...... 114 12 Conclusions ...... 116 12.1 Overall Event Management ...... 116 12.2 Construction Phase ...... 116 12.3 Operational Phase ...... 117 12.4 Event Phase ...... 117 12.5 Summary...... 117

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 8 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Appendices

Appendix A Parking Surveys Appendix B Intersection Counts Appendix C Construction Information Appendix D Vehicle Tracking Appendix E Preliminary CTMP Appendix F Pedestrian Capacity Assessment

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 9 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

1 Introduction

1.1 Report Context Panuku Development Auckland (Panuku), as Auckland Council's lead delivery agency, has been tasked with providing waterfront infrastructure to host the America’s Cup Events and associated regattas in Auckland.

The Crown has agreed to provide significant funding to support the hosting of the Events in Auckland. The Ministry of Business, Innovation and Employment (MBIE) is the Crown's lead business-facing agency, responsible for New Zealand Major Events.

Beca Limited (Beca) has previously been commissioned by Panuku to prepare reports for the initial AC36 Wynyard Basin application and corresponding Ferry and Fishing Industry Relocation Facility.

Beca has now been commissioned by Panuku and MBIE to undertake technical studies and engineering concept drawings in relation to the new proposal, called "Wynyard Hobson".

Consents are sought for the use and development associated with holding the 36th America’s Cup in December 2020 to May 2021 and any subsequent events within a 10 year period (each over a six-month “event” period), and to construct, use and operate up to seven syndicate bases within the 10 year period.

The seven America’s Cup bases are proposed in and around Freeman’s Bay, which is located along part of Auckland’s City Centre waterfront as seen in Figure 1-1. This includes Wynyard Point, Hobson Wharf, a 74m extension to Hobson Wharf, Halsey Wharf (comprising the Halsey Street Extension Wharf and Western Viaduct Wharf) and Wynyard Wharf, including the surrounding land and water space as seen in Figure 1-2.

For the purpose of the RMA assessment, the effects have been assessed on the basis that the two bulk liquid operators where Bases E, F and G are proposed have vacated the sites in advance of any Events.

The proposal is made on the basis that part of Brigham Street will be permanently stopped. This will be achieved through a separate process. For the purpose of the RMA assessment, the effects of the road closure including works in the road have been assessed, but not the effects of the proposal on the road as it currently exists. The proposal includes a new road connection north of syndicate Base C to maintain a connection between Brigham Street and Hamer Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 1 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 1-1: Aerial photo showing the Wynyard Quarter

Figure 1-2: Proposed infrastructure

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 2 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

To support this resource consent application, Beca has prepared a suite of reports and drawings:

 America’s Cup – Wynyard Hobson – Physical Infrastructure Technical Report  America’s Cup – Wynyard Hobson - Geotechnical Report.  America’s Cup – Wynyard Hobson - Groundwater Technical Report.  America’s Cup – Wynyard Hobson - Preliminary Site Investigations (Contamination) and Draft Remediation Action Plan.  America’s Cup – Wynyard Hobson - Coastal Processes and Dredging Technical Report.  America’s Cup – Wynyard Hobson - Stormwater and Services Technical Report.  America’s Cup – Wynyard Hobson - Traffic and Transport Technical Report (this report).  America’s Cup – Wynyard Hobson - Fire and Evacuation Assessment.  America’s Cup – Wynyard Hobson - Marine Traffic Survey.  America’s Cup – Wynyard Hobson - Engineering Concept Drawings.

Each of the individual technical reports should be read in conjunction with the pack of Engineering Concept Drawings to which reference is made as applicable. Reports by other specialists for the resource consent application cover:

 Landscape, visual impact and natural character (Boffa Miskell).  Urban design (McIndoe Urban).  Ecology, sediment and water quality (Golder Associates).  Noise and vibration (Marshall Day Acoustics).  Navigation and recreational vessels (Navigatus).  Environmental risk (Sherpa Consulting).  Hazardous substances (4Sight)  Planning (Assessment of Environmental Effects) (Unio Environmental).

1.2 Purpose of Report The purpose of this report is to provide an assessment of the traffic and transport effects of the Wynyard Hobson activities. This includes:

 Traffic and transport construction effects.  Traffic and transport operational effects.  Traffic and transport effects during the Events' phase including a high-level pedestrian capacity assessment of the publicly accessible wharves and breakwaters during the Events.

The assessments and consents are primarily concerned with the construction and operation of the syndicate base and event infrastructure being sufficient to enable the proposed activities. Full details of the Events are not known, so a high level assessment has been undertaken in the report.

1.3 Report Structure This report considers and has been informed by the above technical studies and provides an overview of key aspects relevant to the design. For brevity, detailed technical content has not been replicated and reference is made to the individual technical reports. This report is structured as follows:

Chapter 2 identifies the policy framework for the AUP OiP.

Chapter 3 provides a description of the existing land use and transport environment.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 3 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Chapter 4 outlines key activities proposed for the syndicate bases and Events' infrastructure and describes the construction approach. Also provided is an overview of the wider Events operations including the overarching EMP framework.

Chapter 5 describes the anticipated trip generation associated with the construction, as well as the operation of these syndicate bases and superyachts berths, particularly during Events at the base infrastructure.

Chapter 6 provides an assessment of the traffic and transport impacts arising from key features of the construction activities. These types of effects include the impacts of traffic movements on the transport environment including, the road network, public transport facilities, pedestrian and cyclist routes, property access and parking.

Chapter 7 provides an assessment of the road network design changes including the permanent stopping of part of Brigham Street and access to the Wynyard Point bases from Hamer Street.

Chapter 8 provides an assessment of the traffic and transport impacts arising from the Operational phase. The Operational phase covers any time period after construction when an Event(s) is not occurring, when the teams are occupying the bases.

Chapter 9 provides an assessment of the traffic and transport impacts arising from the Event phase of the syndicate bases and superyachts.

Chapter 10 provides a high-level pedestrian capacity assessment of the publicly accessible wharves and breakwaters during the Events.

Chapter 11 recommends mitigation measures to be included as part of the proposed application, as appropriate, to avoid, remedy, mitigate or manage potential adverse transport effects.

Chapter 12 presents an overall conclusion of the level of potential adverse construction and operational traffic effects of the Wynyard Hobson project after recommended measures are implemented.

This report relates to the proposed development as described in Section 1.4. It does not cover the infrastructure associated with the FFIRF. A separate application for the FFIFR has already been lodged with the Council and notified. It does not form part of this application.

1.4 Proposed Development The proposal involves the following three main elements (as described more fully in the Assessment of Environmental Effects (prepared by Unio Environmental) and as shown in the drawings and outlined in the reports which form part of this application:

1. Use and operation of land and water space associated with the 36th America’s Cup event to be held in the six month period from December 2020 to May 2021 (including pack in and pack out of land based and water based activities/structures) and any subsequent AC Event(s) held (with a six month period each) during the 10 year period from the commencement of consent.

2. The use and operation of the syndicate bases (buildings and associated yards on land/wharves and water space) for a period up to 10 years from the commencement of consent.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 4 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3. The construction and establishment of the wharves, piles, berths, buildings, other structures, and related works, services and access (including ground improvement works, contamination management, earthworks) including all event related structures and services. The infrastructure will be provided on a temporary and permanent basis, as follows:

a. Temporary (up to 10 years)

i. Syndicate base buildings B to G;

ii. Use of all syndicate base buildings (including Emirates Team New Zealand use of VEC);

iii. Wynyard Wharf ‘wharf infill’ to be removed (no less than 50%);

iv. Event-related structures (up to 6 month(s) for each event period); and

v. Marine and Port structures/facilities within the Wynyard Wharf South Waterspace and Outer Viaduct Harbour.

b. Permanent:

i. A 74m extension to Hobson Wharf including a 35-year CMA occupation permit for this structure;

ii. Four new breakwaters located as follows:

 An 81m breakwater east of Wynyard Wharf (Wynyard east);

 A 39m and 84m breakwater northwest of Halsey Wharf (Halsey west)

 A 35m breakwater east of Hobson Wharf (Hobson east) including a 35-year CMA occupation permit for this structure;

 A 42m breakwater south of Hobson Wharf (Hobson south) including a 35- year CMA occupation permit for this structure.

iii. Wave panels on Hobson Wharf (including the 74m extension) and Halsey Wharf;

iv. Wynyard Wharf ‘wharf infill’ to remain (up to 50%); and

v. Physical modifications to the VEC including the following key changes:

 Removal of the eastern public access ramp to the northern public viewing deck and replacement with a lift on the western side of the building;

 Modifications to the eastern façade of the building to construct new doors to facilitate for use as a syndicate base;

 The additional of a mezzanine floor at the northern end of the building for a sail loft;

 The addition of a new balcony on the eastern facade.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 5 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

2 Planning and Policy Framework

2.1 Auckland Unitary Plan The Wynyard Precinct and the Viaduct Harbour Precinct sections of the AUP OiP include relevant transport objectives and policies for the AC Wynyard Hobson physical infrastructure construction, syndicate base operation and events. These are important considerations and set the framework for the assessment and recommended management plans. The assessment of the applications against the AUP OiP is provided within the Assessment of Effects on the Environment.

2.1.1 Wynyard Precinct Halsey Street Extension Wharf, Western Viaduct Wharf, Wynyard Wharf and the Wynyard Point land are all located within the Wynyard Precinct.

Transport Objective 11 of the Wynyard Precinct provides that “The safety and capacity of the transport network is maintained and, where appropriate, enhanced”.

The transport policies that aim to achieve this objective and are relevant to this application are as follows:

(34) Constrain and manage private vehicle travel in and out of Wynyard Precinct, particularly during peak travel periods.

(35) Encourage walking, cycling and the provision of passenger transport services and facilities compatible with the character and amenity of the area.

(37) Maintain and enhance maritime passenger transport operations by providing adequate vehicular, pedestrian and public transport access to ferry terminal facilities.

(38) Protect the safe and efficient operation of Fanshawe Street as a key arterial route connecting the central city area with wider Auckland and an important element of Auckland’s frequent and rapid transit network.

Wynyard Precinct Transport Plan The Wynyard Precinct provisions refer to the Wynyard Precinct Transport Plan (WPTP) in relation to office activities in Wynyard Precinct. The WPTP is a non-statutory document prepared to provide a framework to support and encourage travel reduction measures. The intention of the travel management provisions is to constrain and manage single occupancy private vehicle movements to and from the Precinct, particularly during peak times and to increase the portion of trips using other modes. The WPTP is the new name for the existing Wynyard Quarter Transport Plan and is a useful plan to refer to for guidance on how to constrain and manage single occupancy vehicle trips into and out of Wynyard Precinct.

The stated methods to achieve the objectives and policies of the WPTP include aspirational mode share targets for the Precinct, (a maximum of 30% single occupancy vehicle trips), vehicle trip generation ceilings, private vehicle trip allocations, maximum parking ratios for activities, a maximum number of parking spaces for the Precinct, and reducing on-street parking.

The WPTP aspires to achieve a 70/30 mode share whereby single occupancy vehicle trips represent no more than 30% of all trips and walking, cycling, public transport and private vehicle passenger trips account for 70%.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 6 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The WPTP also suggests measures to promote more sustainable travel which do not rely on single occupancy vehicle trips such as promoting public transport and carpooling, providing secure bicycle parking and providing travel information. It identifies that these measures should be included in Travel Plans.

Wynyard Quarter Transport Management Association The WQTMA is an independent group of businesses whose mission is to be “the voice of Wynyard Quarter: creating a thriving environment for business and community and fostering economic vitality by building partnerships, and delivering targeted transport initiatives.”

The transport goals of the WQTMA are to improve accessibility, improve transport related safety and make efficient use of parking. In October 2016, the WQTMA produced a Wynyard Quarter Parking Plan and a Wynyard Quarter Construction Workers and Contractors Access Plan.

The WQTMA members include major businesses, developers and AT. As such, it is recognised that the WQTMA are an important stakeholder that can contribute to the success of the AC event(s) with regards to travel to and from Wynyard Precinct. Liaison with the WQTMA on the transportation aspects of the construction and event phases of the AC event(s) is recommended after the resource consent application has been lodged in order to develop the recommended management plans.

2.1.2 Viaduct Harbour Precinct Hobson Wharf is located within the Viaduct Harbour Precinct and the relevant objectives are:

(1) An attractive public waterfront and world-class visitor destination that is recognised for its distinctive character, quality buildings, public open space, recreational opportunities, community and cultural facilities and events.

(3) A safe, convenient and interesting environment, which optimises pedestrian and cycling use and improves connectivity within the precinct and to adjacent areas for the City.

(5) Adverse effects arising from activities and development are avoided, remedied or mitigated, in an integrated manner across mean high water springs.

The relevant policies are

(2) Enable a diverse range of activities while…..

(b) maintaining and enhancing public access to the waters edge.

2.1.3 E27 Transport Chapter E27 of the AUP OiP is concerned with supporting and managing the effects on the operation and development of an integrated transport network. The relevant objectives are:

(1) Land use and all modes of transport are integrated in a manner that enables.. (b) the adverse effects of traffic generation on the transport network to be managed.

(4) The provision of safe and efficient parking, loading and access is commensurate with the character, scale and intensity of the zone.

(5) Pedestrian safety and amenity along public footpaths is prioritised.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 7 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The relevant policies include the following:

(2) Require major proposals for discretionary consent to prepare an integrated transport assessment including provision for pedestrians, cyclists, public transport users, freight and motorists.

2.1.4 Summary Overall the key transport-related policy themes in the Wynyard Precinct and Viaduct Harbour Precinct include constraining and managing private vehicle travel in and out of Wynyard Precinct, protecting the safe and efficient operation of Fanshawe Street and maintaining and enhancing maritime passenger transport operations by providing adequate vehicular, pedestrian and public transport access to ferry terminal facilities. Maintaining and enhancing public access to the waters’ edge is also important.

An overarching transport objective is concerned with managing the adverse effects of traffic generation on the transport network including through limiting parking for activities in the Wynyard Precinct.

It is recognised that the WQTMA is an important stakeholder that can contribute to the success of the AC Events with regards to travel to and from Wynyard Precinct. Following the lodgement of the resource consent application, liaison with the WQTMA on the transportation aspects of the construction and event phases of the AC is proposed, as confirmed in the draft conditions.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 8 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3 Land Use and Transport Environment

3.1 Introduction Wynyard Precinct is undergoing major transformation from an industrial precinct to a mixed use area. When Wynyard Precinct is fully developed in 2030, it will be home to around 3,000 residents and 25,000 workers along with marine and fishing industry. The Precinct is characterised by high quality open space, restaurants, offices, cafes fronting Jellicoe Street and North Wharf, offices along Fanshawe Street, and marine activities along the western edge.

The five Wynyard Point bases are to be located on three sites shown previously in Figure 1-1 which are currently used as a carpark, Sail NZ storage and bulk liquid storage facilities. These sites are located between Brigham Street and Hamer Street. Bulk liquid storage terminals are located immediately to the north of the Wynyard Point bases. On the opposite side of Hamer Street from Bases C - G are the Firth Concrete Plant and marine-related activities, including engineering, repairs and services accessed from Hamer Street. Marine engineering activities are also located at the southern end of Wynyard Point. A large wheel sculpture is located at the northern end which is used for recreational fishing. Sealink and Seaplanes are located on Wynyard Wharf and these activities will be relocated. Offices and a large number of marine related businesses and shops are located on the southern section of Beaumont Street.

ETNZ will occupy the existing VEC located on Halsey Street Extension Wharf within Wynyard Precinct. Halsey Street Extension Wharf and Western Viaduct Wharf also accommodates the Fishing Industry. For the purposes of this report, Halsey Street Extension Wharf and Western Viaduct Wharf are described collectively as Halsey Wharf.

One temporary base will be located on an extended Hobson Wharf within the Viaduct Harbour Precinct. Viaduct Harbour Precinct is a mixed use precinct consisting of entertainment activities, food and beverage outlets, residential and office buildings and on water activities (including berthage, recreational vessels for hire and entertainment vessels). The Precinct also contains three significant public spaces; Te Wero Island, the Eastern Viaduct and Waitemata Plaza. Additionally, the Maritime Museum is located on Hobson Wharf/Eastern Viaduct.

A selection of these land use activities are shown on Figure 3-1 and described in more detail below.

3.2 Wynyard Precinct The Wynyard Point site will accommodate five temporary bases on sites that are currently occupied by bulk liquid storage facilities, a carpark and storage for Sail NZ. The five bases will be located between Brigham and Hamer Street and a wharf infill provided over the areas of waterspace between Wynyard Wharf and Brigham Street to provide yards for the bases. A breakwater is also proposed perpendicular to Wynyard Wharf.

The VEC is located on Halsey Wharf and will be used as a base for ETNZ. A breakwater will be constructed at the north-western extent of Halsey Wharf, aiming to provide berth tranquillity within the Wynyard Wharf South Waterspace and providing an area of public access.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 9 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-1 Land Use Activities within Wynyard Hobson Project area

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 1 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3.2.1 Current Use of the Sites

Wynyard Point Sites The BST site provides bulk liquid storage including chemicals, fuels, petroleum products and vegetable oils. This facility fills large drums, containers, ISO tanks, and road tanker trucks as well as mixing and blending of bulk liquids. BST will be vacating the site which will form part of the Wynyard Point site.

Stolthaven currently operates from three sites on Wynyard Point, two at the northern end, and one southern site as shown on Figure 3.1. Stolthaven will be vacating the southern site which will form part of the Wynyard Point site for the syndicate bases. Stolthaven's operations will be relocated to their northern sites with access from Hamer Street.

Trucks accessing the northern Stolthaven sites enter the eastern of the two sites via Beaumont Street and Hamer Street use the site to turn around and depart using the same route. The western site is not accessed by trucks for operational purposes.

The existing carpark at 58 Brigham Street is owned by Panuku and is leased to ASB staff for parking. There is a capacity for 269 car parking spaces and the main entrance is from Hamer Street. The car park will form part of the Wynyard Point site and will no longer be used for parking.

58a Brigham Street is immediately adjacent to 58 Brigham Street and is owned by Panuku and used to store boats for Sail NZ. This site will form part of the Wynyard Point site.

Halsey Wharf Site a. Viaduct Events Centre (VEC)

The VEC is located on Halsey Wharf. The VEC hosts a variety of events such as conferences, the Auckland Boat Show and New Zealand Fashion Week. It is was used as the Race Headquarters for the Auckland stopover of the 2017 – 2018 Volvo Ocean Race during February and March 2018. The VEC has also previously been utilised in this way for the stopovers for the 2012 and 2015 races. It has capacity for 1,200 people.

A TMP for the VEC has been prepared and the general Traffic Management Plan is reproduced in Figure 3-2. There is no vehicle access to the eastern edge of the VEC building except for marine vehicles. All vehicles (including coaches) enter the wharf and travel along the western side of Halsey Wharf and either park or turn around and exit the same way they arrived. A 10km speed limit is implemented on the wharf.

There is currently a maximum of 132 parking spaces permitted, of which 50 are permanent spaces (32 for the marine and fishing industry, 8 disabled spaces and 10 for VEC staff). The remaining 82 spaces are temporary and only used in conjunction with events. During site observations on 28th November 2017 approximately 65 cars were parked on Halsey Wharf at midday. VEC truck loading bays are located along the western side of the VEC, which include access to a lift and large doors providing access through the VEC building itself. Two parking spaces and three disabled parking spaces are also located on the western side in close proximity to the front of the VEC. Taxis are able to drop passengers off on the western side of Halsey Wharf close to the two parking spaces. There is a generous 21m wide pedestrian (10m) / vehicle (5m) / colonnade zone (6m) on the western edge and a 26m wide zone on the eastern edge of the VEC.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 2 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-2: General Traffic Management Plan for ANZ Viaduct Events Centre

b. Fishing Industry

The marine and fishing industry vessels tie up on Halsey Wharf and the marine and fishing working zone is shown in Figure 3-2 on the western side of Halsey Wharf.

The boats tie up here to load/unload, re-fit, repair/maintain, re-fuel, take on provisions and other activities. Vehicles park parallel or at right angles to the boats to undertake these activities. A 10m Working Wharf / Promenade Zone is maintained on the western, northern and eastern sides of the wharf and 32 parking spaces for the fishing and marine industry are provided.

During site observations on Tuesday 28th November 2017 trucks were observed parked adjacent to the fishing and marine vessel berths on the western side of Halsey Street Wharf as seen in Figure 3-3.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 3 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-3 Halsey Wharf (western edge)

3.2.2 Surrounding Use of the Sites

Sealink Sealink operate ferry services to Waiheke Island and Great Barrier Island from Wynyard Wharf. Two main services are provided to Waiheke Island (passenger and car ferry services and passengers, heavy vehicles and freight). The Great Barrier Island service is for passengers, cars and freight.

For travel to Waiheke Island, during the summer, ferries operate twice in the morning and one in the afternoon on weekdays, with an additional sailing at 7pm on Fridays. At the weekends, there is a trip in the morning and the remaining 2 trips are in the afternoon, with additional trips on Sundays.

To Great Barrier Island, ferries typically operate four days a week (Tuesday - Friday) at 8am to Tryphena, return ferries on the same days. These ferries run on Sundays as well and over the summer the ferries also operate more frequently.

The vessels that serve Wynyard Wharf and their vehicular capacity are listed below. It is noted that there is typically a mixture of trucks and cars.

 Island Navigator (Wynyard Wharf to Great Barrier Island) - 22 vehicles.  Seabridge (Wynyard Wharf to Great Barrier Island and/or Waiheke Island) - 28 vehicles.  Seaway (Wynyard Wharf to Waiheke Island) - 28 vehicles.

All the ferries have significant pedestrian capacity for passengers of between 250 and 300 passengers, including those within vehicles.

Vehicles currently access the Sealink ferry terminal from either Daldy Street or Brigham Street. Sealink provides four stacking lanes for the equivalent of approximately 20 cars on-site. The current operation involves some on-street manoeuvring on Brigham Street adjacent to the shared path, but separated by large concrete blocks. Vehicles also currently wait on local roads to drive onto the ferry, including large vehicles. Vehicles are currently marshalled on and off the ferry and boarding vehicles reverse onto the Island Navigator and Seabridge ferries while driving on frontwards onto the other Waiheke Ferry.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 4 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

A large proportion of these passengers are currently dropped off / picked up on the local streets around the existing facility due to the luggage they are carrying. There is no parking provided on the Sealink site for passengers.

During the busy periods, Sealink can have a maximum of 25 staff plus 3 crew per boat. Parking spaces for 21 staff are provided on the Sealink site.

Passengers using the car ferries who do not have significant luggage may choose to walk from the CBD and other locations which is approximately 18 minutes’ walk. An alternative for passengers is provided at the Downtown Ferry Terminal, located in the CBD.

Seaplanes Auckland Seaplanes is located on Wynyard Wharf. It provides scenic flights around the Auckland area, and operates 7 days a week. It is likely to be relocated to an alternative location to be confirmed through discussions between Panuku and the operator. It is not a high traffic generating activity.

3.2.3 Local Transport Environment

Pedestrian Facilities – Wynyard Point The existing footpaths around Bases C – G are shown in Figure 3-4 below. The footpaths are not continuous on both sides of Brigham Street and on the western side, the footpath terminates just north of the ASB carpark. The footpaths are not continuous on both sides of Hamer Street and on the western side the footpath terminates at the Firth Concrete plant at 58 Hamer Street. There is an unsealed footpath on the western side of Hamer Street at the northern end. Trees also obstruct the footpath on the eastern side of Hamer Street.

Pedestrian Facilities – Halsey Wharf Pedestrians currently share a 10m zone Pedestrian / Working Wharf Zone on the western edge of the wharf with fishing industry vehicles. However, this is not specifically demarcated and pedestrians also use the adjacent 5m vehicle zone and 6m colonnade zone. There is no vehicle access to eastern side of the wharf which create an improved pedestrian environment.

This wharf space is uncontrolled with pedestrians sharing the environment with fishing industry vehicles along the north and south edges and marked parking along the centre of the wharf.

An elevated public viewing platform is located on the northern side of VEC. This can be accessed using stairs on the western side or a ramp which runs the length of the eastern edge of VEC.

Local Roads – Wynyard Point The main local roads which will provide the main access during the construction and operational phases are Hamer Street, Brigham Street and Beaumont Street for the Wynyard Point bases. Halsey Street will provide access during the construction of the breakwater on Halsey Wharf and the operation of the ETNZ base within the VEC. Daldy Street may also be used for vehicle access, however only very infrequently for large deliveries from the Wynyard Point bases. These roads are shown in Figure 3-5 below.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 5 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-4 Existing Local Pedestrian Environment (Brigham Street and Hamer Street)

Figure 3-5: Local Road Network

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 6 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

a. Hamer Street

Hamer Street is a low volume local road with average daily flows of approximately 2,000 vehicles per day, of which 16% are heavy vehicles 2. On Saturdays, the flows on Hamer Street are 1,250 vehicles with approximately 700 on Sundays. The speed limit on this road is 50km/hr. Hamer Street provides access to activities including the fishing and marine industry, petroleum and chemical terminals, the Firth concrete plant and a large car park currently used by ASB.

Heavy vehicles were observed on Hamer Street during site visits undertaken during November and December 2017 and January and February 2018, including petrol tankers, tourist coaches, semi-trailer trucks and concrete trucks.

Parking is prohibited via single yellow lines on both sides for differing lengths along Hamer Street. The existing parking restrictions, capacity and occupancy is discussed in Section 3.2.3.5.

There is an existing zebra pedestrian crossing at the southern end of Hamer Street for those using the east- west shared path connection with North Wharf. b. Brigham Street

Brigham Street is a low volume local road which serves various fishing and marine industry activities, petroleum and chemical terminals, and the Sealink Ferry Terminal as seen in Figure 3-6. Brigham Street has average daily flows of approximately less than 700 vehicles per day, of which 10% are heavy vehicles 3. On Saturdays, the flows on Brigham Street are approximately 900 vehicles with approximately 650 vehicles on Sundays.

Figure 3-6 Brigham Street (looking north)

2 AT traffic counts, October 2017 (between Jellicoe Street and Brigham Street)

3 AT traffic counts, October 2017 (between Jellicoe Street and Hamer Street)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 7 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The carriageway is approximately 9m wide. However, this is reduced to approximately 6.5m as there is on- street parking on the western side of the road. Heavy vehicles were observed on Brigham Street during site visits undertaken during November and December 2017 and January and February 2018, including petrol tankers and semi-trailer trucks as seen in Figure 3-6.

Parking is prohibited via single yellow lines along the full length of the eastern side of Brigham Street and a short length on the western side of Brigham Street at the northern end. The existing parking restrictions, capacity and occupancy is discussed in Section 3.2.3.5.

There is an existing zebra pedestrian crossing at the southern end of Brigham Street for those using the east-west shared path connection with North Wharf. This is in close proximity to the access to the Sealink terminal. c. Beaumont Street

Beaumont Street has average daily flows of approximately 10,700, of which 8% are heavy vehicles 4. On Saturdays the flows on Beaumont Street are approximately 8,400 vehicles with approximately 5,900 vehicles on Sundays.

Beaumont Street is not identified as an Arterial road in the AUP OiP and has a traffic carrying function of traffic in and out of Wynyard Precinct. Under the Auckland Transport Code of Practice (ATCOP) classification, Beaumont Street would be classified as Collector/Connector Road, collecting traffic from local streets, connecting to arterials and serving adjacent key activities. Using the draft AT Roads and Streets Framework (RASF), Beaumont Street is likely to be defined as a Mixed Use Collector.

The southern part of Beaumont Street runs to the west of Victoria Park, between the signalised intersection with College Hill/Victoria Street West, and the signalised intersection with Fanshawe Street and the traffic leaving/entering SH1 (North).

There is no right turn into Beaumont Street from Fanshawe Street, however, vehicles coming from the Southern and North Western motorways can use Beaumont Street (South). Beaumont Street terminates at the intersection with Jellicoe Street, with a priority intersection – the priority being to Jellicoe Street.

The southern section of Beaumont Street is one lane in each direction with extra space provided for on-street parking.

There is a shared path on the eastern side of Beaumont Street. d. Daldy Street

Daldy Street is a two-way local road with a 30km/hr speed limit that provides a connection between Fanshawe Street and Jellicoe Street. There are a mix of land uses on Daldy Street including commercial (Air New Zealand), marine retail, the Auckland Fish Market, carpark, playgrounds and future residential land uses planned as seen in Figure 3-7 below. The frequent City Link bus operates on the length of Daldy Street.

4 AT traffic counts, October 2017 (between Fanshawe and Gaunt Streets)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 8 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-7 Daldy Street

Daldy Street is in the process of being transformed into pedestrian- and cyclist-friendly environment characterised by high-quality street furniture, paving, and landscaping. The Daldy Street Linear Park will also continue from Pakenham Street to Victoria Park. Daldy Street has a different function than Beaumont and Halsey Street, with a focus on passenger transport, pedestrians and cyclists.

There is no right turn out of Daldy Street onto Fanshawe Street. Vehicles wanting access to the northern motorway, need to use Beaumont Street or Halsey Street.

Local Roads - Halsey Wharf a. Halsey Street

Halsey Street is a two-way local road with a 30km/hr speed limit that provides a connection between Fanshawe Street and Halsey Wharf / VEC. There are a mix of land uses on Halsey Street including commercial offices (Fonterra, IBM, Bayleys), the ASB Waterfront Theatre, Sofitel Hotel, residential apartments, cafes and shops and the NZ Bus Depot.

Halsey Street is not identified as an Arterial road in the AUP OiP. However, it has a traffic carrying function of traffic in and out of Wynyard Precinct. Under the ATCOP classification, Halsey Street would be classified as Collector/Connector Road, collecting traffic from local streets, connecting to arterials and serving adjacent key activities. Using the draft AT RASF, Halsey Street is anticipated to be defined as a Mixed Use Collector.

Halsey Street has high quality surface materials, landscaping and street furniture as seen in Figure 3-8 below. The carriageway width is approximately 7 metres wide and has some recessed parking bays on both sides.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 9 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-8 Halsey Street (looking North)

Halsey Street daily traffic volumes were recorded as 10,196 vehicles in October 2012, 10,616 vehicles in March 2013, 8,694 vehicles in October 2013, 8,027 vehicles in March 2014 and 8,978 vehicles in March 2015 as part of the Flow Traffic Surveys.

At the northern end of Halsey Street, the Park Hyatt Hotel and 128 Halsey Street apartments are currently under construction. Halsey Street is identified as a construction route in the Park Hyatt Auckland CTMP and concrete trucks have been observed using this route to access the Park Hyatt Hotel construction site entrance on Halsey Street.

The fishing industry vehicles and those associated with the VEC use Halsey Street to access the Halsey Wharf.

At the intersection with Fanshawe Street, all turning movements are possible via a signalised intersection. Vehicles exiting the Precinct are currently provided with two right turning lanes, a left turn onto Fanshawe Street and straight ahead onto Halsey Street.

At the northern end, Halsey Street terminates where it intersects with Jellicoe Street. Access to Halsey Wharf is via a shared space. This is an area of busy pedestrian activity during the day and evening as seen in Figure 3-9 below. There is a large pedestrian crossing and bollards in place. Vehicles then continue onto the western side of the wharf as seen in Figure 3-10 below, where a 10km/hr speed limit is in place.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 10 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-9 North Wharf and Shared Path looking west towards Wynyard Point

Figure 3-10 Access to Halsey Street Wharf Extension

b. Madden Street

Madden Street is a two lane road that intersects Beaumont Street, Daldy Street and Halsey Street as shown in Figure 3-11 Madden Street was recently upgraded with an overall improved streetscape (landscaping, indented car parking and high quality paving). There is a mix of land use on Madden Street including business, entertainment and recreation including GridAKL, ASB Waterfront Theatre, and a children’s playground on the corner with Daldy Street. New residential apartments are also being constructed on Madden Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 11 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-11 Street view of Madden Street

On-Street Parking Environment – Wynyard Point The construction and operation of five bases on Wynyard Point will require some existing parking to be permanently or temporarily removed or restricted during event days.

On-street parking surveys were undertaken on Hamer and Brigham Streets on Wednesday 14th February 2018 and on Saturday 17th February 2018 for a 13 hour period (7am to 8pm). Figure 3-12 below shows the existing parking restrictions and capacity along Hamer Street and Brigham Street. The data collected from the parking surveys is summarised in Table 3-1 and Table 3-2 below, which show the parking capacity, average occupancy, peak occupancy, time of peak occupancy and approximate length of stay for each parking restriction type. Appendix A contains the results of the parking survey.

It is noted that on the days of the parking survey, the unrestricted parking on the western side of Brigham Street had been converted to special event authorised parking for the Volvo Ocean Race Event. This reduced the available car parking spaces on Brigham Street from 67 to 21 at all times.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 12 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-12 Existing Parking Environment

Table 3-1 Weekday and Weekend Parking Survey Data for Hamer Street

Capacity Average Peak Time of peak Approx. Occupancy occupancy occupancy Length of stay (hours) Weekday - 14/02/2018 7am-8pm P180 (at all times) 58 77% 94% 12pm-3pm 4.2 P120 (Goods, Mon-Fri) 37 52% 71% 9am-12pm 3.4 Unrestricted(A) 15 94% 100% 7am-12pm 5.1 Unrestricted(B) 3 77% 94% 12pm-3pm 4.2 P10 (Tour bus) 2 12% 17% 9am-3pm 0.5 Total Average = 62% Average = 75% NA Average = =115 3.5 Weekend - 17/02/2018 7am - 8pm P180 (at all times) 58 60% 63% 9am-3pm 3.6 P120 (Goods) 37 63% 72% 9am-12pm 4.1 Unrestricted(A) 15 98% 100% 7am-12pm 4.4 Unrestricted(B) 3 60% 63% 9am-3pm 3.6 P10 (Tour bus) 2 15% 33% 12pm-3pm 0.8 Total = Average = 59% Average = 66% NA Average = 115 3.3 Note: The average approximate length of stay excludes the Tour Bus parking.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 13 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Table 3-2: Weekday and Weekend Parking Survey Data for Brigham Street

Capacity Average Peak Time of peak Approx. Occupancy occupancy occupancy Length of stay (hours) Weekday - 14/02/2018 from 7am-8pm P180 (at all times) 21 83% 100% 12pm-3pm 4.8 Special Event Authorised 46 25% 35% 12pm-3pm 6.3 Parking/Unrestricted

Total = 67 Average = 68% Average = NA Average = 78% 5.5 Weekend - 17/02/2018 from 7am - 8pm P180 (at all times) 21 58% 71% 9am-12pm 3.2 Special Event Authorised 46 17% 20% 9am-12pm 4.2 Parking/Unrestricted

Total = 67 Average = 54% Average = NA Average = 64% 3.7

a. Hamer Street

Hamer Street has 115 available on-street vehicle parking spaces. This includes 37 P120 spaces for Goods Vehicles Only Monday to Friday from 5am to 7pm, 58 P180 spaces, 18 unrestricted parking restrictions and two 10 minute parking spaces for tourist coaches. The average length of stay on Hamer Street was 3.5 hours on weekdays and 3.3 hours on the weekend. The majority of vehicles observed parking in the P120 Goods Vehicles Only were private vehicles and stating for a longer duration than permitted. This shows a high demand for parking in the area.

The average weekday occupancy of the P180 spaces was 77% and 60% on the weekend. The P180 spaces had a high occupancy in the morning hours reaching a peak of 94% from 12pm to 3pm. The P180 had a significantly longer length of stay (4.2hrs on weekdays) than permitted.

The average weekday occupancy of the P120 Goods Vehicle spaces was 52% and 63% on the weekend. These P120 spaces were occupied for approximately 3.4 hours which is significantly longer than permitted length of stay, and reached peak occupancy between 9am and 12pm on the weekday.

The longer than permitted length of stay in P180 and P120 spaces may be attributed to the loss of the 46 spaces on Brigham Street with commuters using these P180 spaces and shows a high demand for longer time period (or unrestricted parking) in the area. The average occupancy for the unrestricted parking spaces was higher at the southern end of Hamer Street (94% occupancy) than the northern end of Hamer Street (77%). All unrestricted spaces on Hamer Street reached a peak occupancy of more than 90% between 12pm and 3pm.

The unrestricted parking outside Titan Marine Engineering and Sanford Ltd had the highest length of stay on Hamer St (approximately 4 to 5 hours during both the weekday and weekend). Vehicles were also observed parking on the footpath and kerb outside Titan Marine Engineering and Sanford buildings south of Hamer Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 14 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The 28 P180 spaces specifically at the northern end of Hamer Street had an average occupancy of 75% and 60% on the weekday and weekend respectively. The length of stay on the weekday and weekend was similar at an average of 2.5 hours. The peak occupancy was 90% between 12pm and 3pm on the weekday and 65% between 12pm and 3pm on the weekend. Therefore the P180 spaces on the northern end of Hamer Street have similar occupancy as the P180 spaces further south of Hamer Street. At 7pm an increase in parking occupancy was observed on the weekday. This is likely due to the movie screening at Silo open air cinema at 7.30pm located south of Hamer St on Jellicoe Street.

The P10 tour bus parking was not frequently used on the weekends or weekdays. On both survey days, it was occupied by one tour bus for less than an hour, twice a day at around 10am and around 3pm. b. Brigham Street

Brigham Street has approximately 46 unrestricted and 21 P180 on-street parking spaces all along the western kerbside as shown in Figure 3-12.

On the days of the survey, the unrestricted parking had been converted to special event authorised parking for the Volvo Ocean Special Event. This reduced the available public car parking spaces from 67 to 21 P180 at all times. Of those 21 P180 car parking spaces, the average occupancy was 83% and 58% in the weekday and weekend respectively. The parking surveys show that when parking was removed on the western side of Brigham Street for the special event there was still approximately 20% capacity on Hamer Street in the morning in the P180 and unrestricted parking spaces on the northern end of Hamer Street in the weekday.

The average length of stay was 5 hours and 3 hours in the weekday and weekend respectively. It was observed in the weekday that the average length of stay at the P180 parking spaces was significantly longer than permitted by the time restrictions at approximately 5 hours.

On Brigham Street the P180 parking spaces are busy with limited capacity available on a weekday, and the weekends are less busy at 58% capacity. c. Other Parking

Informal or obstructive parking was observed at four locations. Outside the Sealink Ferry Terminal, vehicles were parked at an angle adjacent broken yellow lines within a shoulder bay. These spaces were occupied almost to capacity from 7am to 8pm on the weekday and weekend. It is noted that this parking will be removed when Sealink is relocated.

Commercial vans were observed parked adjacent and on the bridge on the eastern side of Brigham Street. The length of stay of these vehicles range from 2-3 hours.

Fuel trucks were observed parking on the kerb near 124 Hamer Street before entering gates on the opposite side of the road.

Vehicles were also observed parking on the footpath and kerb outside Titan Marine Engineering and Sanford buildings at the southern end of Hamer Street. The majority of the vehicles were commercial goods vans and pickup trucks, which suggests these are working at, or delivering to Titan and Sanford.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 15 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3.3 Viaduct Precinct Hobson Wharf will be extended by approximately 72m, with an additional 2m allowance for wharf furniture (74m total) and a temporary base (Base B) will be located on the new extension.

3.3.1 Current Use of the Site

New Zealand Maritime Museum The New Zealand Maritime Museum is located on the corner of Quay and Hobson Streets in the Viaduct Harbour. Parking is not provided at the museum itself, however the Britomart Train Station is a few minutes’ walk from the museum as are frequent ferry services and bus services. Public and private parking is also available in close proximity.

3.3.2 Local Transport Environment

Pedestrian Facilities a. Eastern Viaduct and Te Wero Island

Eastern Viaduct and Te Wero Island are both areas of high pedestrian activity. The public car parking on Eastern Viaduct has been permanently removed. Eastern Viaduct will still provide access for the vehicles serving the marina vessels, NZ Maritime Museum and Hobson Wharf. Taxi drop-off and pick-up will also still occur on Eastern Viaduct. The removal of the public carparking provides an opportunity for Eastern Viaduct to be activated as a flexible space for events. This is already implemented on a temporary basis with food trucks and furniture. Longer term the activation will be permanent and extend across to Te Wero Island. With the removal of the public car parks this will become an area of increased pedestrian activity.

Eastern Viaduct provides vehicle and pedestrian access to Te Wero Island via the bascule bridge. Te Wero Island currently provides access and parking for those servicing and delivery vehicles servicing the moored marina vessels on Te Wero Island.

Local Roads a. Quay Street

Quay Street is identified as a primary arterial road, which is intended to carry predominantly through traffic. Quay Street is a high volume road with average daily flows of approximately 22,300 vehicles, of which 8% are heavy vehicles5. Traffic volumes are also high on weekends with approximately 21,000 daily vehicles on Saturday and 17,000 vehicles on Sunday.

b. Lower Hobson Street

Lower Hobson Street has been identified as a secondary arterial road. Lower Hobson Street is a high volume road with average daily flows of approximately 13,500 vehicles, of which 7% are heavy vehicles. Traffic volumes are also high on weekends with approximately 12,000 daily vehicles on Saturday and 10,000 vehicles on Sunday.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 16 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3.4 Wider Transport Environment

3.4.1 Walking and Cycling The Auckland CBD Waterfront area benefits from having a flat topography, which makes it suitable for walking and cycling. Wynyard Crossing links Wynyard Precinct to the existing bars and restaurants in the Eastern Viaduct and is also the main route for people walking to and from Britomart public transport services to Wynyard Precinct and further west along the Westhaven Promenade. Wynyard Crossing also encourages pedestrian traffic into Wynyard Precinct as part of a recreational waterfront walk.

Existing cycle routes linking Wynyard Precinct and the Eastern Viaduct to the wider cycle network and existing shared paths within the Wynyard Precinct and Viaduct Harbour Precinct are illustrated on Figure 3-13, which is an extract from Auckland Transport’s “Central City Cycle Map”. This shows the new Westhaven Promenade shared path, linking from the west, and the Quay Street cycleway, from the east and the shared path along the northern edge of Wynyard Precinct.

Figure 3-13: Existing Walking & Cycling Map (Source: AT)

Upgrades to walking and cycling facilities are under development as part of the ongoing Wynyard Precinct street upgrades and there are shared paths on Daldy Street. New and proposed facilities will include a permanent connection between the Westhaven Promenade and the North Wharf, and shared paths along Gaunt Street and Daldy Street, linking with the Daldy Street Linear Park.

The Daldy Street Linear Park is proposed to be extended from Pakenham Street to Victoria Park, with the intention to create a people-friendly link between Victoria Park and a future headland open space at the end of Wynyard Point.

The Nelson Street cycleway has been recently extended to Fanshawe Street and it is anticipated that it will connect to Quay Street by the time of the AC36 Event and any subsequent Events.

The City Centre Package of the Auckland Cycling Programme (2015/16 to 2017/18) is shown in Figure 3-14. This package includes segregated cycle routes across the City Centre as well as minor interventions that will make the whole City Centre more permeable for people on bicycles. A cycle route through Wynyard Precinct has been constructed and the Western Waterfront Commuter Route (Westhaven to City) are depicted in this figure.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 17 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Beyond 2018, a route is planned along Fanshawe Street, forming part of the Harbour Edge Cycleway connecting the Auckland Harbour Bridge, through Westhaven, Wynyard Precinct and the city centre along Quay Street with Tamaki Drive to St Heliers. This will connect with numerous other routes on the city centre fringe, which are planned for construction in the three years to 2018 using funding provided by the Government under the Urban Cycleways Programme. Figure 3-14 below shows how Wynyard Precinct will link to the wider Auckland cycle network in the future.

Figure 3-14 Auckland’s Proposed Cycleways to 2018

3.4.2 Public Transport

Bus Services A new bus network is due to be implemented for Wynyard Precinct in July 2018 as seen in Figure 3-15 below. This will be operational when construction commences. There will be a significant increase in bus accessibility to the Precinct with these new services.

New bus service routes 75 & 20 will be introduced on Halsey, Jellicoe, Beaumont and Gaunt Streets. The Route 75 service will link Wynyard Precinct with Newmarket, Remuera and Glen Innes, via Wellesley Street, Auckland Hospital, Broadway and Remuera Road. This will be a frequent route operating 7 days a week with a frequency of 15 minutes and more often at peak times. Route 20 will operate to St Lukes every 15 minutes between 7am and 7pm, 7 days a week, and every 20 minutes outside these hours.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 18 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-15 Proposed New Bus Network for Wynyard Precinct

The City Link service will continue to operate on a 7 to 8 minute frequency and operates between Wynyard Precinct and Karangahape Road, via Queen Street on Monday to Saturday between 06:25 and 23:25 and one bus every 10-minutes on Sundays and Public Holidays between 07:00 and 23:20.

New double bus stops will be introduced in July 2018 at the southern end of Halsey Street on both sides of the road. It is anticipated that this will likely put more pressure on that intersection and potentially transfer traffic to Beaumont Street during both peak periods. Beaumont Street is a key route for construction traffic accessing the Wynyard Point site.

A new bus stop will be introduced adjacent to the existing bus stop on Jellicoe Street. These new bus stops are shown on Figure 3-15. New triple bus stops are also proposed on Fanshawe Street for Northern Express services as shown on Figure 3-15.

It is noted that the NZ Bus Depot is located within Wynyard Precinct at 100 Halsey Street and the vehicles enter off Gaunt Street and exit onto Halsey Street, just to the north of the Gaunt Street / Viaduct Harbour Avenue intersection.

NZ Bus Depot It is noted that the NZ Bus Depot is located within the Precinct and the vehicles enter off Gaunt Street and exit onto Halsey Street, just to the north of the Gaunt Street / Viaduct Harbour Avenue intersection. The bus depot is a significant part of the NZ Buses operation and hence the operation of buses in Auckland. The depot operates 24 hours on Fridays and Saturday and between 4:30am to 2:30am the following day (Sunday to Thursday).

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 19 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3.4.3 Ferry The Downtown Ferry Terminal is approximately 15 minutes walk (or 1.2km) from Base G; 6 minutes walk (or 500m) from Base B and 11 minute walk (or 850m) from Base A. The terminal provides ferry services to destinations including Bayswater, Devonport, Northcote Point, Birkenhead, Half Moon Bay, Gulf Harbour and Waiheke Island. Other ferry services also use the Downtown Ferry Terminal for tourist destinations including Rangitoto and Tiritiri Matangi Island.

3.4.4 Rail Britomart Transport Centre is Auckland’s major transportation hub and is used as an interchange for both bus and train travel. Britomart is approximately 17 minutes walk (or 1.3km) from Base G; 8 minutes walk (or 650m) from Base B and a 12 minute walk (or 1km) from Base A. This route uses Wynyard Crossing which is a more attractive route for pedestrians and cyclists.

3.4.5 Tram The Auckland Dockline Tram operates on Sundays and Public Holidays within Wynyard Precinct and currently has a tourist attraction function only.

3.4.6 Future Public Transport Initiatives It is understood AT is also investigating building light rail between Wynyard Precinct (Daldy Street North) and Karangahape Road via Fanshawe Street and Queen Street. This will enable travel times of 6 minutes between Britomart and Wynyard Precinct, and 12.5 minutes between Karangahape Road and Wynyard Precinct. There is some uncertainty over this light rail project currently.

3.4.7 Taxis In addition to taxis available at designated taxi ranks along Jellicoe Street, Uber also provides an alternative for travel to/from the Wynyard Precinct. Taxi ranks are also located on Lower Hobson Street and Eastern Viaduct as seen on Figure 3-16.

Figure 3-16: Existing Taxi Ranks

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 20 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

3.4.8 Road Network

Fanshawe Street Intersections Fanshawe Street is a key arterial route connecting the central city area with wider Auckland and forms an important element of Auckland’s frequent and rapid transit network. As previously mentioned, protecting the safe and efficient operation of Fanshawe Street is a key objective of the AUP OiP. As discussed in Sections 7, 8 and 9, Staff Travel Plans are recommended which shall include measures to prohibit or limit parking on bases which will help reduce single occupancy vehicle trips into Wynyard Precinct and help protect the safe and efficient operation of this important arterial route.

Traffic counts were undertaken on Fanshawe Street in June 2017 between Nelson Street and Customs Street West. Daily two-way traffic flows are approx. 27,700 vehicles. Morning (AM) peak volumes are in the order of 2,200vph and 2,360vph in the evening (PM) peak. Fanshawe Street is part of an ‘over-dimension’ freight route through the CBD.

Vehicles accessing the Wynyard Point bases are anticipated to mainly use the Beaumont Street / Fanshawe Street intersection. Vehicles accessing Halsey Wharf are likely to use the Halsey Street / Fanshawe Street intersection.

3.4.9 Existing Traffic Volumes The following sub-sections describe the current traffic volumes on these connections and are based on the Flow Report “Wynyard Quarter Traffic Generation Surveys – March 2017 Surveys” (May 2017).

The most recent counts of vehicles entering and exiting Wynyard Precinct were undertaken by Flow during March 2017 (Tuesday 21st March 2017 to Monday 27th March 2017). These counts are undertaken annually to consider the change in traffic within the Wynyard Precinct.

The vehicle tube counts were undertaken at the locations shown in Figure 3-17 below. In addition to the tube counts, intersection data was also collected through the Sydney Coordinated Adaptive Traffic System (SCATS) and manual traffic counts. The SCATS and manual count data providing a more accurate measure of vehicles travelling in and out of the Precinct at specific entry/exit points.

Figure 3-17 Location of Vehicle Count Tubes around Wynyard Precinct (source: Wynyard Quarter Traffic Generation Surveys – March 207 Surveys, Flow, May 2017)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 21 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Site observations were undertaken at these intersections of interest between on Tuesday 6th December 2017 between 7am and 9am and 4pm and 6pm. These site observations showed there was heavy congestion and significant southbound queueing on Beaumont Street particularly between 4:30pm and 6pm.

Tube Counts The tube counts for traffic volumes on specific roads in Wynyard Precinct are presented below in Table 3-3. Although the Flow report notes these tube counts may not be completely accurate, due to the location of tubes, queuing, and cars parked on tubes it is still considered a useful measure of traffic volumes.

Table 3-3 Tube Count Traffic Volumes Wynyard Precinct, March 2017

Location Direction Five Day Average Five Day Average Five Day Average Morning Peak Hour Evening Peak Hour Daily Tube Count Tube Count (vph) Tube Count (vph) (vpd) 8 am to 9 am 5 pm to 6 pm

Beaumont Street north Both directions 722 765 11,535 of Fanshawe Street Northbound 450 246 5,172 Southbound 271 519 6,363 Daldy Street north of Both directions 582 583 9,121 Fanshawe Street Northbound 402 316 5,884 Southbound 180 267 3,238 Halsey Street north of Both directions 443 445 5,829 Fanshawe Street Northbound 281 126 2,438 Southbound 162 318 3,391 Westhaven Drive west Both directions 445 452 5,709 of Beaumont Street Northbound 197 260 2,822 Southbound 247 192 2,887 Viaduct Harbour Both directions 312 330 3,809 Avenue East of Halsey Westbound 150 212 1,614 Street Eastbound 162 118 2,194 Total Traffic Volumes Both directions 2,504 2,574 36,003 March 2017 Inbound 1,481 1,160 18,510 (Tube Counts) Outbound 1,023 1,415 17,493 Previous Total Traffic Both directions 1,543 1,481 22,849 Volumes March 2016 Inbound 899 548 10,573 (Tube Counts) Outbound 644 932 12,275

SCATs / Manual Counts The total number of vehicles entering and exiting Wynyard Precinct based on SCATs/Manual Counts undertaken by Flow in the AM and PM peaks are shown in Table 3-4 below.

Table 3-4 Total vehicles entering and exiting Wynyard Precinct

Movement Total Vehicle Volumes Morning (6:30 to 9:30 am) Evening (3:30 to 6:30 pm) 2017 2016 2017 2016 Total Vehicles Entering Wynyard Precinct 3,947 3,155 2,836 1,988 Total Vehicles Exiting Wynyard Precinct 2,417 1,646 3,973 3,165 Two Way Total 6,364 4,801 6,809 5,163

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 22 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Fanshawe Street / Beaumont Street Intersection Traffic data collected for the Fanshawe / Beaumont Street intersection is shown in Appendix B for the AM and PM periods. This table shows that the AM peak for vehicles entering Wynyard Precinct is 8am – 9am with 487 vehicles. Another 473 vehicles entered between 7am and 8am. The PM peak for vehicles exiting Wynyard Precinct was 4pm-5pm with 565 vehicles while 549 vehicles left between 5pm and 6pm. These counts show that this intersection is very busy for a 2 hour period in the morning (7am – 9am) and evening (4pm – 6pm). This intersection was the busiest of the three intersections surveyed.

Typical traffic conditions are available on Google Maps on a weekly basis. Google maps show that between approximately 8am and 8:45am on a weekday congestion is occurring on Beaumont Street South. Figure 3-18 below shows a snap shot of the congestion on a typical Tuesday at 8:35am.

Observations of this intersection were undertaken on Tuesday 6th December 2017 between 7am-9am and 4pm-6pm. Queues of 12-17 cars were observed on Beaumont Street South waiting to travel straight ahead into Beaumont Street North. Not all cars moved through the intersection on the green phase with 3-6 cars left waiting. Minor queues of 3-5 vehicles were observed on the SH1 slip lane, usually when pedestrians were crossing. The site observations are consistent with the typical traffic conditions shown on Google where congestion is reported on Beaumont Street South during the peak hours.

In the evening, significant queues were observed on Beaumont Street with 25-30 cars waiting to turn right out of Wynyard Precinct at approximately 4:45pm. By 5pm the queue almost reached back to Jellicoe Street. Cars waiting to continue straight were also queued back past Gaunt Street. These queues are likely to be linked to the reduced capacity on Halsey Street due to roadworks, and vehicles using Gaunt Street to access Beaumont Street as turning right out of Halsey Street is prohibited. Typical traffic on Google maps show this congestion extending back to Jellicoe Street as a snap shot shows in Figure 3 17.

Fanshawe Street and Halsey Street Intersection Appendix A shows the traffic data collected for the Fanshawe Street and Halsey Street intersection in the morning and evening periods. This table shows that the number of vehicles entering Wynyard Precinct in the AM peak (8am – 9am) was 309 with another 201 vehicles entering between 7am and 8am. The PM peak for exiting Wynyard Precinct was 5pm-6pm with 322 vehicles. Another 316 vehicles left between 4pm and 5pm. These counts show that this intersection is very busy for a 2 hour period in the evening (4pm – 6pm).

Observations of this intersection were undertaken on Tuesday 6th December 2017 between 7am-9am and 4pm-6pm. Due to road works near the intersection Halsey Street was operating as one lane in each direction only.

No significant issues were observed at this intersection in the morning period. However, in the evening period queues of up to 25 vehicles were observed on Halsey Street attempting to exit Wynyard Precinct. These queues extended to the intersection with Madden Street. This could be attributed to the reduced capacity on Halsey Street on the approach to the intersection as a result of the road works. However, typical traffic on Google maps show this congestion extending back to Jellicoe Street as a snap shot shows in Figure 3-18.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 23 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Wynyard Precinct Intersections

AM Typical Traffic, Tuesday 8:35am

PM Typical Traffic, Tuesday 5:30pm

Figure 3-18 Wynyard Precinct Intersections (Source: Google Traffic, obtained 3 Dec 2017)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 24 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Wynyard Precinct Intersections

AM Typical Traffic, Tuesday 8:35am

PM Typical Traffic, Tuesday 5:30pm

Figure 3-19 Wynyard Precinct Intersections (Source: Google Traffic, obtained 3 Dec 2017)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 25 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Summary The Flow report concludes that there has been a significant increase in the volume of traffic both entering and exiting Wynyard Precinct during the peak periods from 2016 to 2017. This is an increase in the order of 1,500 vehicles to 1,600 vehicles in each peak period. Compared to 2015, the 2016 traffic surveys showed a significant reduction in traffic entering and exiting Wynyard Precinct - by approximately 800 vehicles in the morning peak and 1,500 vehicles in the evening peak. This shows how traffic in the Precinct can fluctuate and may be attributable to the amount of, and changes in, construction activity.

3.4.10 Viaduct Precinct Vehicles associated with the construction and operational phases are anticipated to access the temporary base on Hobson Wharf using Hobson Street and Quay Street. There will be fewer vehicle movements attributed to this Wharf compared to movements in Wynyard Precinct.

Figure 3-20 below shows minimal congestion issues for vehicles wanting to enter or depart Hobson Wharf in the AM or PM via either Hobson Street or Quay Street. During other times of the day there are no congestion issues aside from queues in the evening wanting to access Quay Street from Hobson Street.

Hobson Wharf Intersections

AM Typical Traffic, Tuesday 8:35am

PM Typical Traffic, Tuesday 5:30pm

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 26 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Hobson Wharf Intersections

Figure 3-20 Viaduct Precinct, AM Typical Traffic, Tuesday 8:35am Source: Google Traffic, obtained 3/12/17

Off-Street Parking Environment Table 3-5 details the car park buildings that are within a 10 minute walk (800m) of Bases A - G. There are a large number of parking buildings that are within a reasonable walking distance that have a total provision of approximately more than 3,800 spaces as seen in Figure 3-21.

Table 3-5 Approximate Provision of carparking spaces within a 10 minute walk of Wynyard Hobson Bases

Location Spaces Daily Monthly Leased Operator  Jellicoe Street 196   Auckland Transport Captain Daldy 55    Wilson Parking Fanshawe Street 509    Auckland Transport Maritime Carpark 400    Private Viaduct Carpark 350    Private Downtown Carpark 1,944   Auckland Transport Nelson Street 250   Tournament   ANZ Centre 40    Wilson Parking Wyndham Street 70    Wilson Parking Princes Wharf not available    Wilson Parking Farmers Auckland not available   Wilson Parking Total >3,814

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 27 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Panuku owns 44% of off-street public parking and 40% of off-street private parking.6 Panuku currently leases parking spaces to its own staff, businesses, construction companies and sub-contractors on a long and short term basis.

3.4.11 Wynyard Crossing Connecting Wynyard Precinct with Te Wero Island is the Wynyard Crossing (Te Wero Bridge) that spans over the Viaduct Basin as seen in Figure 3-22 below. This walking and cycling bridge provides a connection from the Britomart Train Station, via Quay Street to the bases on Halsey Wharf and Wynyard Point. Wynyard Crossing is a lifting bridge which gives priority to boats entering and leaving Viaduct Basin and is discussed in more detail in Section 4.3.4.

Figure 3-21 Location of carparks within a 10 minute walk of Wynyard Hobson Bases

6 Wynyard Quarter Parking Plan, October 2016, WQTMA

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 28 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 3-22: Wynyard Crossing

3.4.12 Existing Road Safety Record Crash records for roads close to the Wynyard Hobson bases have been obtained from the New Zealand Transport Agency Crash Analysis System (CAS). The records for the five-year period from 2012 to 2016 have been extracted for key locations where there are expected to be interactions between vehicles and pedestrians. It is worth noting that these comprise only crashes reported on CAS – i.e. those which have had police involvement.

The crash history for the key locations are summarised as follows:

 Hamer Street / Brigham Street and intersections with Jellicoe Street – 7 crashes – 5 non injury, 2 minor injury – 2 crashes at intersection of Jellicoe / Brigham / Daldy Street due to car failing to give way from Daldy Street – 1 pedestrian hit by bus (running heedless of traffic)

 Jellicoe Street / Halsey Street intersection, including Karanga Plaza and Viaduct Events Centre – 1 crash (non-injury); car hit rear-end of car slowing for pedestrian

 Eastern Viaduct – A total of 13 crashes – 12 non-injury, 1 minor injury – 11 located at intersection with Quay / Hobson Street – 2 located on Eastern Viaduct – both related to driver error and not involving pedestrians

Overall, given the relatively low number of crashes and the low severity of the crashes over the five year period, it is considered that there are no significant issues in relation to the road safety close to the Wynyard Hobson bases.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 29 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

4 Proposed Infrastructure and Activities

4.1 Introduction This chapter provides a high level description of the activities and infrastructure proposals and potential construction approach for the seven Wynyard Hobson bases, as it is relevant to transport and traffic matters. Further detail is provided in the “America’s Cup – Wynyard Hobson - Physical Infrastructure Technical Report”. Four double bases and three single bases for syndicates are proposed.

Section 4.2 provides a description of the transport proposals associated with the Wynyard Hobson base infrastructure at Wynyard Point, Halsey Wharf and Hobson Wharf, while Section 4.3 describes the construction approach for the Wynyard Hobson project.

The operational activities associated with syndicate bases are described in Section 4.4 and relate to the period of time when Events are not occurring and teams are occupying the bases. Section 4.5 provides an overview of the wider Events operations, including the overarching EMP framework to manage the potential adverse effects.

The key activities proposed for the Wynyard Hobson base infrastructure sites are summarised in Table 4-1 and the development proposals are shown in Figure 4-1 below.

Table 4-1 Wynyard Hobson Infrastructure Sites

Activities Sites

Halsey Wharf (VEC) One Syndicate Base (Base A) One breakwater

Hobson Wharf One Syndicate Base (Base B) Wave panels and Two breakwaters

Wynyard Point / Wynyard Wharf Five Syndicate Bases (Bases C – G) One breakwater

As discussed further below, during the operational phase (before and after the Events), activity at the syndicate bases is expected to be similar or lower than during the Events, but there will be significantly less public interest and superyachts than during the Event.

The transport effects of 17 additional superyacht berths has been assessed. For the purposes of this report the distribution of berths has been assumed to be; 15 within Wynyard Wharf South Waterspace (including 14 berths on the western side of Halsey Wharf and one on North Wharf) and two on Hobson Wharf as seen on Figure 4-2. The traffic generated by these superyachts will be in addition to the existing berths within the Viaduct Harbour.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 30 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 4-1 Wynyard Hobson Development Proposal Locations

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 31 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 4-2: Wynyard Hobson Base Infrastructure

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 32 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

There are three phases of the AC Wynyard Hobson infrastructure construction and use as follows:

 Construction  Operational (syndicate bases and fishing industry or superyachts)  Event/s (syndicate bases and superyachts)

These three phases will generate different levels of vehicle movements. The construction traffic will be temporarily generated over an approximately 20 - 24 month period.

Following the Construction phase, the Operational phase will include training and testing at the syndicate bases. It is anticipated that the marine and fishing industry fleets will still be operating from the Wynyard Wharf South Waterspace on the western side of Halsey Wharf and locations within the Outer Viaduct Harbour, but there will likely be a transition period prior to the Events where the fishing industry will be required to relocate and these waterspace areas will potentially be occupied by support boats and superyacht berths, but with lower public interest than the Events phase.

The Events phase involves a 6 month period from December 2020 to May 2021, where the AC regatta, including the Prada Cup challenger series will be held and any subsequent similar AC Events held in Auckland within an equivalent 6 month event window, within a 10 year period from the commencement of the consent. During the Events phase the syndicate bases will continue to operate, the fishing industry fleets will be relocated and it is anticipated that superyachts and support boats will utilise berths in the Wynyard Wharf South Waterspace, Outer Viaduct Harbour and Hobson Wharf. Furthermore, there will be an event village set up with associate public entertainment and supporting event structures.

4.2 Development Proposals

4.2.1 Wynyard Point Up to five bases (being Bases C – G) are proposed on Wynyard Point with access primarily from Hamer Street as shown on Figure 4.2 below. The design and operation of the bases requires the permanent closure of part of Brigham Street (between the Jellicoe Street and the northern yard boundary of Base C) in front of the five syndicate bases. The closure will facilitate convenient and unrestricted movement of boats between the base buildings and the berths on Wynyard Wharf.

During the Operational phase the land between the base and the water, including Wynyard Wharf, will be publicly accessible and managed by Panuku, being controlled to allow syndicates to move boats from their bases to the water as necessary on a “share with care” basis. During the Event phase, the yard areas will be closed to public access.

The stopping of Brigham Street is a separate process, which does not form part of this application but the effects of the closure on network operations have been assessed as part of this application (discussed in Chapter 6).

As seen in Figure 4.3, a new Northern Connector Road to the north of Base C will be constructed to link Brigham Street with Hamer Street. The new road will comprise a 7m carriageway, 1m landscaped berm and a 2m footpath. Adjacent to the road on the northern side is a 6m landscaped berm. The road will generally be one-way, east to west, other than a short two-way section at the western end that will facilitate access to the two northern Wynyard Point syndicate bases (being Bases C – D). The new Northern Connector Road provides a suitable alternative route to mitigate the closure of Brigham Street, as discussed in more detail in Chapter 6.

.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 33 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 4-3 Wynyard Point Bases – Access Arrangements

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 34 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The vehicular circulation along the access lane within the Wynyard Point site will be one-way southbound with access via three driveway crossings and the Northern Connector Road off Hamer Street, as shown on Figure 4.3. A 10m wide southbound access lane will be provided on the western frontage of the bases, which is proposed to comprise a 4m pedestrian zone, 3m loading zone and a 3m movement zone. The loading zone will accommodate approximately 25 parallel bays to be used by those vehicles making deliveries and as a drop-off and pick-up zone, when bases are hosting events. This is approximately 5 bays per base. The vehicles will manoeuvre in and out of the loading zone within the adjacent movement zone. Guests being dropped-off and picked-up will disembark the vehicles into the ‘pedestrian only’ zone adjacent to the bases.

A key design objective for the access lane will be to provide for the safety of all users with particular regard to pedestrians and cyclists.

Figure 4.3 also shows two 6m wide lanes between the base buildings, which provide vehicle access to the yards for Bases D/E and Bases F/G for deliveries, potentially including 19m semi-trailer trucks carrying containers. These large trucks are also able to turn around within the single bases as shown in Appendix D.

The vehicle crossings have been designed to accommodate these large design vehicles and the vehicle tracking for the entry and exit of these large trucks into the site from Hamer Street is shown in Appendix D. The large trucks will need to be managed on-site, including interaction with the share space lane by an on- site marshals during access and egress.

Those vehicles travelling one-way westbound along the Northern Connector Road will need to ‘give way’ to any vehicles turning right into the access lane, as shown indicatively on Figure 4-4 below. This indicatively shows the proposed location of potential signage and line markings.

Figure 4-4 Northern Connector Road and Access Lane Concept

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 35 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

A 13m temporary public space zone will be created between the access lane and Hamer Street, which will incorporate limited number of parking spaces (up to 20 spaces). Design elements in the public space include trees, seating, lighting, coloured surface treatment and signage.

A public space area will also be created south of Base G to integrate with the existing Silo Park, this new public space will be landscaped and will provide a pedestrian only connection between Brigham Street (closed) and the access lane. Brigham Street, between North Wharf shared path and Base G, will become a pedestrian priority public realm with limited managed exit from the Seaward Yards for oversized and emergency vehicles.

4.2.2 Halsey Wharf The VEC, located on Halsey Wharf, will be repurposed and used as a base for ETNZ for up to the 10 year period of the consent. A permanent breakwater will be constructed at the north-western extent of Halsey Wharf, which will provide public access, as shown on Figure 4-5 below.

Vehicle access to the ETNZ base within the VEC during the Operational and Event phases will be managed at a vehicle control point on the western side of the wharf and along the western side of the Wharf, which provides access to the yard.

During the operational phase there will be a period when ETNZ will occupy the VEC at the same time as the Fishing Industry continue to operate from the Wynyard Wharf South Waterspace and Outer Viaduct Harbour (prior to the latter activities being relocated). The existing arrangements on the western side of Halsey Wharf comprise a 10m Wharf Working/Public Promenade zone (which Fishing Industry vehicles and pedestrians share) adjacent to a 5m vehicle zone (used by VEC and Fishing Industry vehicles), which would remain in place during the Operational phase. Following the relocation of the Fishing Industry from the western side of Halsey Wharf, superyachts will begin to occupy this waterspace, as shown on Figure 4-5, during the Operational phase also. Servicing of the superyachts will be undertaken within the 10m Wharf Working/Public Promenade Zone, as shown on Figure 4-5.

A VEC Syndicate Base Traffic Management Plan and a VEC Syndicate Base Marine and Fishing Industry Management Plan specific to the use of the VEC as a syndicate base will be prepared to reflect the arrangements.

During the Events phase approximately 90m of the eastern side of the wharf will become a boat yard. Public access will be enabled on the remainder of the eastern side of the wharf between Karanga Plaza and the southern yard boundary, as shown on Figure 4-5. This space will provide pedestrian access into the public interactive zone within the base building.

Outside the six month periods of the Event(s), the ETNZ yard will be open and the entire eastern side of the wharf will be managed by Panuku on a “share with care” basis, as part of the management of the whole wharf area. Public access around the entire wharf will therefore be enabled.

Chapter 8 provides an assessment of the proposed base on vehicle and pedestrian / public access, as well as servicing and delivery arrangements.

4.2.3 Hobson Wharf Hobson Wharf will be extended by approximately 72m, with an additional 2m allowance for wharf furniture (74m total), to accommodate a temporary base and two breakwaters will be constructed as seen in Figure 4-6 below. The extended wharf will provide the public with access along the northern and eastern edges in addition to the access provided by the two breakwaters.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 36 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 4-5 Halsey Wharf / VEC Access Arrangements

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 37 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 4-6 Hobson Wharf Access Arrangements

Vehicle access to and from the wharf will be managed as a one-way arrangement along an existing 5m wide access route as shown in Figure 4-6. The width and arrangements for the access route will necessitate vehicle control points at both Hobson Wharf and Eastern Viaduct as shown on Figure 4-6.

Chapter 8 provides an assessment of the proposed base on vehicle and pedestrian / public access as well as servicing and delivery arrangements and potential impacts on the operation of the NZ Maritime Museum.

4.2.4 Superyachts Two indicative areas to berth additional superyachts have been identified as Wynyard Wharf South Waterspace (up to 15 berths) and Hobson Wharf (up to 2 berths) as shown on Figure 4-5 and Figure 4-6.

4.3 Construction Phase

4.3.1 Programme A high level development programme has been produced which estimates the expected timing and duration of the different construction activities. The construction methodology is based on six to seven months of early works, followed by a period of eleven to twelve months for the base infrastructure construction, then three to five months for each of the base sheds construction (overlapping with the end of the base construction as those sites become available). The programme is considered to be at an appropriate level of detail to understand any potential transport impacts that may occur. It is noted that the programme may change depending on the contractor.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 38 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Generally, the programme allows for:

 Enabling works including ground investigations and clearing of sites  Relocation of existing berthage and tenants including the ASB carpark, BST Tanks, Stolthaven South Tanks and Sealink  Hobson Wharf extension, breakwaters and wave panels  Halsey Wharf breakwater and the VEC modifications  Wynyard Point Northern Connector Road between Brigham Street and Hamer Street north of Base C  Ground improvement works at Wynyard Point to commence at northern end followed by Wynyard Wharf Infill for Bases C & D and Wynyard Wharf breakwater. This is to be followed by ground improvement works at the southern end of Wynyard Point followed by Wynyard Wharf Infill for Bases E, F & G  Halsey Wharf Syndicate Base A to be constructed at the VEC  Hobson Wharf Syndicate Base B to be constructed  Wynyard Point Double Bases C & D to be constructed  Wynyard Point Single Bases E, F and G to be constructed.  The anticipated construction duration for each of the AC physical infrastructure components is set out in Table 4-2 and detailed information on construction methodology is found in the “America’s Cup – Wynyard Hobson – Physical Infrastructure Technical Report”

Table 4-2 AC36 Infrastructure and Anticipated Construction Duration (Noting activities occur in parallel)

Infrastructure Anticipated Construction Duration

Enabling works including ground investigations 6-7 months Relocate berthage/tenants including BST and Stolthaven 4 months Tanks (southern) Hobson Wharf extension, wave panels and breakwaters 7-8 months Halsey Wharf and breakwater 4-5 months Viaduct Events Centre Modification 3-4 months Wynyard Point 12 months Northern Connector Road between Hamer and Brigham 2-3 months Streets (north of Base C) Ground improvement works and wharf infill – northern zone 7 months Ground improvement works and wharf infill – southern zone 6 months Wynyard Wharf infill 8 months Wynyard Wharf breakwater 3 months Base Construction (Each syndicate) 3-5 months

4.3.2 Materials and Trucks The types of trucks required for the construction have been identified by Construction Consulting Group and the report is included in Appendix C.

The types of trucks that will transport materials to site include:

 Truck and trailer (30 tonne load) for the delivery of materials  Concrete (ready-mix) trucks for the delivery of concrete  Hiab trucks (10 tonne load) for the delivery of general construction materials.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 39 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Heavy vehicles will also be required to bring in plant (e.g. cranes) and these will be transported on a range of small to large, <10 tonne to >100 tonne trucks. These plant deliveries will require some over-dimensional vehicles.

It is also noted that a construction compound will be provided on Halsey Wharf that will also service base infrastructure construction on Hobson Wharf. The construction in these two areas is likely to occur in parallel. This means that some of the truck and trailer, Hiab truck, and van/ute movements associated with the Hobson Wharf construction will occur to/from Halsey Wharf.

4.3.3 Construction Staff The work force combined site labour and staff (supervision, engineering and administration) is estimated to be an average in the range of 13 to 177 staff per day, with a maximum peak days in the busiest period of the programme of around 203 to 266 staff. The work force has been identified by Construction Consulting Group and the report is included in Appendix C and, as discussed later in the report, it is noted that this has not assumed any resource balancing across the sites and programme, which would reduce these staff numbers.

4.4 Operational Phase The Operational phase covers any time period after construction when the development is not in an Event(s) phase, when the teams are occupying the bases.

4.4.1 Operation of Bases Teams will occupy the bases for boat development, training and testing. During this phase there will be staff working at the bases, servicing and deliveries of/to the bases.

During this period there may also be occupancy of some superyacht berths in Wynyard Wharf South waterspace and Hobson Wharf, but there will be significantly lower public interest than the Events phase.

The first operational period will occur following the completion of construction at each base until the AC36 Event. Subsequent operational periods would occur between each Event.

Syndicate Bases It is assumed that each double base will have around 110 staff and each single base will have around 70 staff. During the day, there will be vehicles arriving and departing from the bases, couriers making deliveries of equipment, visitors (sponsors, media, VIPs) and general servicing (e.g. rubbish and recycling collection).

It is anticipated that significantly less guests (10-30 people) will be hosted at bases during the Operational phases compared to the Event phase/s.

Superyachts The superyacht berths are expected to include shoreside support including the delivery of provision and visitors. It is anticipated that less superyachts will be berthed during the Operational phase compared to the Event phase/s.

4.4.2 Other Permitted / Consented Activities Between and after Events, if teams are not occupying the bases, it is anticipated that the bases and retained sheds will be used for permitted Port and Marine activities or consented activities at the VEC. Any non- permitted or unconsented activities will be subject to separate resource consents, which would need to assess the related transport effects. Therefore, no assessment is required in this Technical Report.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 40 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

4.5 Events Phase The ‘Events’ phase will be six-month periods. For the AC36, this will commence in December 2020 and culminate in May 2021. This Event period will include a challenger series (such as the Prada Cup) and supporting and complimentary regattas with the AC36 races held in March 2021. Subsequent AC Events within a 10 year period from the commencement of consent, if hosted in Auckland, will also be held over a six month period.

During the Events period there will be much higher or full use of the proposed superyacht berths in Wynyard Wharf South Waterspace and on Hobson Wharf, and there will obviously be much more public interest, albeit primarily on the racing days (around 30 days) in this Events phase.

4.5.1 Syndicate Bases The syndicate bases will have around 110 staff in each double base and each single base will have around 70 staff during the Events, which is the same as during the Operations phase.

During the day, there will also be vehicles arriving and departing from the bases, couriers making deliveries of equipment, visitors (sponsors, media, VIPs) and general servicing (e.g. rubbish and recycling collection).

Double and single bases are each anticipated to host up to 300 guests during the Events, with the VEC hosting up to 500 guests during the Events. It is anticipated that teams will host guests in the evenings and on racing days at the bases. It is likely there will be approximately 30 racing days spread out over the 6 month period for AC36, and any subsequent AC Events held in Auckland. Guests are likely to attend evening events or spend time during the day watching the boats depart, race and return.

4.5.2 Superyachts The superyacht berths are expected to include shoreside support including the delivery of provision and visitors.

4.5.3 Spectators During the Events, it is anticipated that a significant number of people will arrive and depart using public transport, walking or cycling and this will need to be carefully managed through the EMP and wider public and stakeholder communication in order to mitigate any adverse effects on the safe and effective operation of the Fanshawe Street intersections into the Wynyard Precinct.

Although, the exact number of spectators attending the Events is not known, it is anticipated that there will be a high public transport mode share, given the excellent public transport accessibility of the site. This will need to be supported by measures to discourage car travel to the event and particularly into Wynyard Precinct.

4.5.4 Event Overview The proposed Events will enable Auckland to host prestigious and large scale international events, which in turn will attract visitors and contribute to the vibrancy of Auckland’s waterfront. The Events will be temporary in nature, with busier (when yacht racing occurs on around 30 days) and many quieter periods (during non- competition and general training days) of activity. Silo Park, which is close to the site, has previously accommodated large events such as the Laneways Festival.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 41 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

During the Event(s), additional signage, lighting, live music and supporting structures will be located within the Wynyard and Viaduct Precincts area, as well as be likely to extend across the rest of the City Centre area.

As with any large event, a degree of disruption to normal travel patterns is expected. Any effects on the surrounding area will be temporary and avoided or mitigated through the Events' design, location and operational measures. Effects are likely to be more concentrated than other events, such as Volvo Ocean Race stopovers, but will have added certainty over the schedule.

The regatta format for the 35th America’s Cup regatta held in Bermuda during 2017 has been examined, as it provides an indication of how the Events may be scheduled. The anticipated duration and typical days of the week of the Prada Cup and America’s Cup Match is shown in Table 4-2.

Table 4-2 Event and Expected Duration (based on 35th America’s Cup regatta)

Anticipated Typical Days Event Duration The Prada Cup Qualifiers Series 10 days Weekends & Weekdays

The Prada Cup Challenger Playoff (semi-finals) 4 days Weekdays

The Prada Cup Challenger Playoff (finals) 3 days Saturdays & Sundays (weekday if required)

America’s Cup Match 11 days Saturdays & Sundays (weekday if required)

The AC35 schedule shows that many of the events are anticipated to occur on weekends (based on the Bermuda format), which would generally minimise disruption and traffic volumes on the network during the busiest weekday peak periods. It is understood that it is likely that the Prada Cup series will primarily be occurring over the school (summer) holiday period in January 2021, when traffic volumes are typically lower. However, this report has assessed the Events occurring on weekdays and during a non-school holiday period. The typical days anticipated for the Events are based on the previous America’s Cup and the actual days will depend on final scheduling for the Events.

Operational and management measures will be put in place to avoid or mitigate any traffic and transport effects on the surrounding area. Access to public space will be maintained, except where necessary for operational reasons or where buildings are located within a public space. Where public access is restricted for health and safety reasons, alternative public access routes will be identified, where necessary.

Finalised details of the Events dates, programme, site layout and mitigation measures will be provided once these have been confirmed nearer the time. This would then form part of the EMP, which is discussed in Section 4.5.8.

4.5.5 Events Infrastructure and Overlay An event overlay consists of temporary elements that are integrated with permanent facilities to support and transform spaces for an event. The overlay includes all of the temporary infrastructure required for “front of house” and “back of house” operations and may include marquees, cabins, utilities, fencing, lighting, signage and displays.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 42 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Final overlay for the Events shall be developed in conjunction with further detailed pedestrian modelling and crowd management planning, which has been identified to be undertaken and completed in advance of the event and is recommended in as part of the consent conditions. The Pedestrian Management Plan will be developed accordingly, together with any other requirements of fire/egress assessments (reported on separately), such that these will be confirmed well in advance of the Events.

Other vantage points exist in the surrounding and wider Auckland waterfront, where the public may have an opportunity to see yachts moving to/from syndicate bases or racing. There is also potential to have event- related activations in other parts of the city near these areas. Some locations may include:

 North Wharf provides an excellent vantage point for Bases C-G and an east-west thoroughfare connecting Wynyard Wharf to Viaduct Harbour. It is expected to be a busy area with pedestrians circulating and dwelling given the adjacent location of restaurants and bars.  The breakwater located at the end of the berthage to Base C via Hamer Street and the Northern Connector Road would provide an excellent vantage point to watch the boats leave from Bases C-G, when Dangerous Goods Ships are not docked.  The northern end of Wynyard Point could also provide a vantage point, when boats leave from Bases C- G. However, access beyond Base C for pedestrians will be actively discouraged, other than those accessing the FFIRF as recommended in the Environmental Risk report prepared by Sherpa Consulting. This will be implemented through the EMP and the specific TMPs.  Hobson Wharf will be accessible to the public during the Events and will provide an excellent view of the boats leaving Bases A and B.  Halsey Wharf will be accessible to the public during the Events and will provide an excellent view of boats leaving all bases, depending on the location on the wharf. The western edge of the wharf and new breakwater provide views of Bases C-G. There are also views of the outer Viaduct Harbour (Bases A and B) and into Freemans Bay where all boats will be visible.  Whilst Silo Park is not a waterfront area, it is in close proximity to Bases C to G and is designed to host events. Silo Park will be integrated with Bases C to G public realm improvements.  The northern end of Princes Wharf provides an opportunity for viewing yachts, as they move around the harbour. Vehicle and pedestrian management will be needed on the Wharf, as it accommodates a car park, hotel, bars and restaurants, apartments and office space. This will be implemented through the Event Management Plan and the specific TMPs.  Queens Wharf is considered a premier waterfront space and has previously hosted events. Existing operational plans can be easily adapted and implemented for the Events.  There are a number of North Shore vantage points including North Head, Mount Victoria and Takapuna Beach, as well as potentially out toward the Eastern Bays. These will be considered through specific event day TMPs in coordination with the Council, AT and other relevant stakeholders.

4.5.6 Event Transport The build-up of spectators is anticipated to occur prior to the start of racing each day and gradually build throughout the day. There is potential for a large number of people to depart the area simultaneously at the end of the racing day. The departure trips are likely to be mitigated (in part) as people dissipate via different transport modes and include a proportion of people staying in the Wynyard and Viaduct Harbour Precincts to eat or drink and socialise, as well as potentially for any evening activities. The peak congestion around the departure period will be short lived on each racing day.

It is recommended that the Event Transport Plan (see Section 4.3.5) be developed in consultation with AT, the WQTMA and other stakeholders including Auckland Council (specifically with reference to Auckland Council’s Events Policy).

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 43 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Walking and Cycling An event of this size will rely on walking to the site as the final mode of transport. Often referred to as the “Last Mile”, walking routes will be planned from nearby transport hubs. There is very good walking and cycling access to the event from Westhaven and the City Centre. Bicycle parking will be identified in appropriate locations outside the main walking corridors and near cycling routes. It is recognised that there is recreational use of the roads and shared paths within Wynyard Precinct by cyclists who may require temporary diversion routes at certain times during the Event Phase which will be included in the EMP.

Public Transport In addition, public transport will also perform a key role in transporting people to the Event. There is already very good “Last Mile” access to public transport including trains at Britomart Station and downtown ferry and bus services.

New bus services (discussed above) are planned to be implemented in Wynyard Precinct by AT in mid-2018, which will provide a high frequency of services. Further increases to the peak frequency of those services will be challenging due to the physical constraints of the road network in Wynyard Precinct, which limit the travel time along the currently identified bus routes.

Public transport options and any temporary enhancements/diversion to services will be planned with AT and detailed in the Event Transport Plan. This may also include the wider use of Park and Ride, buses, ferries and trains and this will be communicated through the communication strategy around accessing the Event/s. There is the option that any additional Event specific services could terminate at the bus stops on Fanshawe Street, subject to further liaison with AT on the provision of such services and the exact timing of the start and end of the day’s events with scheduled bus services at this location.

Vehicle Access and Parking The aim and objectives for the Wynyard Precinct is to constrain and manage private vehicle travel in and out of Wynyard Precinct and to protect the safe and efficient operation of Fanshawe Street. This will be reflected in the aims and objectives of the Event Transport Plan and a high profile communication strategy.

Those spectators who choose to drive are expected to seek off-street car parking in the City Centre and no dedicated public event parking is planned for Wynyard Precinct. It has been observed across previous events in the Wynyard Precinct that visitors/spectators understand that there is limited on-street and off- street parking available and will therefore choose alternatives elsewhere, if driving, or walk/cycle and use public transport options. The promotional material developed through the EMP for the event will reinforce these matters and keep the public / spectators informed of the alternatives that exist in terms of the walking routes and access by public transport.

It is likely that further on-street parking restrictions will be needed in Wynyard Precinct on Brigham Street and Hamer Street for the Event to manage existing on-street parking, which will require marshals to temporarily control access and enforce those temporary parking restrictions on racing days. On-site marshals will also manage vehicle access into and out of Wynyard Point. This is discussed further in Section 8. This will be managed through the Event Transport Plan and a high profile communication strategy, which will be put in place to discourage private vehicle trips.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 44 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Taxis and Private Hire Taxis, private hire and drop-off trips are also anticipated to accommodate a proportion of trips to the Events and a dedicated pick-up and drop-off area will be required to manage these vehicles. Options for drop off/pickup zones within and outside Wynyard Precinct will be investigated as part of the Event Transport Plan in liaison with AT and other relevant stakeholders. Previous events have utilised the taxi rank on Jellicoe Street, but additional temporary facilities for taxi / private hire vehicles are likely to be necessary.

It is anticipated that a guests will arrive at Wynyard Point using private vehicles, taxis and private hire vehicles. To mitigate any potential effects on the operation of Hamer Street, on-site drop-off / pick-up bays will be provided for guests as discussed further in Section 8.

Coaches Provision will be made within the Event Transport Plan to accommodate coach pick up / drop off for other groups (tour groups, school groups, media, sponsor and corporate hospitality). An appropriate location will be investigated as part of the Event Transport Plan in liaison with AT and other relevant stakeholders. It is noted that existing bus/coach bays have been implemented as part of the street upgrades on Madden Street, adjacent to the ASB Theatre, and on Halsey Street, on the western side just north of Gaunt Street.

4.5.7 Wynyard Crossing Wynyard Crossing has a clear width of approximately 4m. This would provide capacity in an event mode for around 8,000 to 12,000 people per hour at Level of Service C to D (two-way flow) or around 5,900 to 7,800 people per hour in each direction with segregated flows. This assumes that in event mode, cyclists would have to dismount and use the existing bridge as pedestrians. Table 4-3 provides the estimated capacity of the bridge in event mode. This capacity is further reduced when considering the frequency and duration of times where the bridge is open for marina traffic.

Table 4-3 Wynyard Crossing Pedestrian Capacity (in people per hour)

One-Way Flow Two-Way Flow One-Way Flow Two-Way Flow at LoS C at LoS C at LoS D at LoS D (per direction) (per direction)

Wynyard Crossing (4m) 5,900 7,900 7,800 12,000

An operational plan for the crossing will need to be implemented as part of the overall Pedestrian Management Plan and will include measures to manage pedestrian and cycling movements over the bridge, particularly if the later detailed pedestrian modelling identifies that the potential for insufficient capacity of the bridge in Events mode.

The Pedestrian Management Plan could include mitigation for pedestrians to reduce the need to travel across the bridge and to direct alternate routes. This could include providing activations on either side of the bridge, to retain visitors in those areas, and/or potentially wayfinding signage and activations on alternate route/s (such as via along the southern edge of the Inner Viaduct Harbour), which could reduce demand across Wynyard Crossing. Advance warning of the bridge status (up/down) may be located in Karanga Plaza on the western side and at the entrance to Eastern Viaduct on the east to supplement existing signage and notify people moving through the area. Wayfinding signage, including those needed for Wynyard Crossing, will be developed during detailed design. Detailed pedestrian modelling will be undertaken to inform and guide these solutions as the pedestrian operational and management plans are developed, as part of the overall EMP.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 45 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

4.5.8 Event Management Plan (Framework) An EMP will coordinate the operation of the Events and will be developed with the communication strategy. The purpose of an EMP is to demonstrate how a particular scenario can occur without adverse effects on other users of the Precincts or in the surrounding area.

The EMP could also be implemented and adapted for other events, as required, outside those considered as part of this application. Table 4-3 below identifies a range of measures that are recommended to be included in the EMP to mitigate the expected effects of the Event/s.

Figure 4-7 below also identifies the potential extent of the event overlay and the indicative range of measures to be implemented on racing days to assist in managing transport access during AC36, and any subsequent AC Events.

The range of measures to be implemented on racing days to assist in managing the Events as part of the EMP and could include:

 Proactive management of North Wharf to maintain circulation of pedestrians, whilst allowing for safe public viewing. This could include delineation of the wharf for viewing, through movements and restaurant access  Marshalling and management of pedestrian and vehicle access to the bases, as part of the Event Transport Plan, Pedestrian Management Plan, as well as the other syndicate base management plans.  Marshalling and management of pedestrian access to Wynyard Wharf breakwater and Hobson Wharf, as part of the Pedestrian Management Plan  Manage on-street parking on Hamer and Brigham Streets as part of the Traffic and Parking Management Plans  Identification of public bus service routes and stops in consultation with AT, as part of the Public Transport Plan / Strategy.  Identification of temporary private bus and coach pick-up / drop-off location, possibly using existing facilities on Madden and Halsey Streets, as part of the Coach Management Plan / Strategy  Identification of temporary pick-up / drop-off location/s for taxis and private hire vehicles, as part of the Traffic Management Plan  Potentially to assist in managing the impacts on the Wynyard Crossing, mitigation measures could include providing activations on either side of the bridge, to retain visitors in those areas, and/or potentially wayfinding signage and activations on alternate route/s (such as via along the southern edge of the Inner Viaduct Harbour), which could reduce demand across Wynyard Crossing.  Advance warning of the bridge status (up/down) may be located in Karanga Plaza on the western side and at the entrance to Eastern Viaduct on the east to supplement existing signage and notify people moving through the area. Wayfinding signage, including those needed for Wynyard Crossing, will be developed during detailed design. Detailed pedestrian modelling will be undertaken to inform and guide these solutions as the pedestrian operational and management plans are developed, as part of the overall EMP

This indicative management approach / strategy forms the basis for assessing the potential transport effects of the event, particularly on racing days, in Chapter 9.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 46 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Table 4-3 Event Management Plan (Framework)

Identification of a range of event modes which may differ according to location, duration, timing and occupancy. Align with the Key Principles for Delivering Events from Auckland Council’s Events Policy; notably with respect to planning, engagement and communications, accessibility, safety, sustainability and health. Stakeholder Engagement / Communication Plan. The EMP should be developed in consultation with relevant stakeholders. From a transport perspective stakeholders are likely to include (but not be limited to): AT (including AT Metro), New Zealand Transport Agency, VEC, NZ Maritime Museum, WQTMA, NZ Bus, other local businesses, residents associations, and business association(s), as well as maritime group(s). Planning for other client groups which may include sponsors, media, broadcast, catering/cleaning/waste and their associated vehicles.

Event Transport Plan Pedestrian Management Plan Traffic Management Plan Emergency Management Plan

 Prepare a Travel Demand Management  Provide dedicated access routes for  Traffic Management Plan to manage the  Develop operational and emergency Strategy. different users such as event attendees, circulation of vehicle movements on the management plans to include evacuation  Develop an Event Transport Plan, general public, persons with restricted local transport network in combination requirements, which are integrated with including planning communications to mobility and emergency access. with the Event Transport Plan. other local evacuation plans (NZ Maritime inform attendees of alternative transport  Undertake detailed pedestrian modelling  Prepare any Site Specific Traffic Museum, Wynyard Point hazardous options. to confirm the strategy for pedestrian Management Plans (SSTMPs), which areas).  Manage the number of event vehicles and routes, including North Wharf, Wynyard will include any temporary parking  Identify public address and restrict parking, including Variable Crossing and any alternate routes. restrictions and road closures. communications plans for the event site. Messaging Signs (VMS) on key routes  Implement access control across  VEC Syndicate Base Marine and  Establish an operational and emergency to/from the City Centre. multiple entrances to Hobson Wharf, Fishing Industry Management Plan control rooms.  Identify drop off / pick up areas for event Halsey Wharf, and Wynyard Point  VEC Syndicate Base Traffic8  Provide signage and wayfinding. attendees, if required for the event, as part breakwater, where needed, to control Management Plan 7 of a Taxi / Private Hire Plan / Strategy the movement of vehicles and  Wynyard Point Servicing, Delivery and  Coach Management Plan / Strategy. pedestrians with marshals. Guest Transport Plan.8  Public Transport Plan / Strategy.  Provide signage and wayfinding.  Hobson Wharf Servicing, Delivery and  Prepare a Media Travel Plan accessing Guest Transport Plan. 8 the Media Centre and other event areas.  Parking Management Plan for the Wynyard Precinct, particularly Hamer and Brigham Streets.

7 The Servicing, Delivery and Guest Transport Plans and the VEC Syndicate Base Traffic Management Plan will need to be implemented during the Operational phase

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 47 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 4-7 Indicative Event Management Approach

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 48 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

5 Predicted Trip Generation

5.1 Introduction This chapter describes the anticipated trip generation associated with the Wynyard Hobson bases during construction, in the Operational phase and during the Events at these seven bases.

The predicted trip movements set out below are then used to assess the impact of the syndicate bases on the surrounding transport network, as described in Chapters 8 and 9. This chapter also describes the types of trips that will be generated by vehicles, as well as other transport modes, such as public transport, walking and cycling for spectators.

The assessment of the anticipated trip generation of the Wynyard Hobson bases has been on the basis of the travel demand management strategies / plans discussed in Chapters 4, 8 and 9.

The Operational phase will include boat development, training and testing at the syndicate bases and in this period there will be lower public interest and less superyachts, plus much smaller guest hosting events. Generally, the level of activity and effects in the Operational phase will be similar or lower than the day-to- day activity for the bases in the Event phase, except on either racing days (when there will be significantly more public interest) or days when the syndicate bases are hosting larger numbers of guests in the Events phase.

5.2 Construction

5.2.1 Methodology and Assumptions The construction of the Wynyard Hobson base infrastructure will comprise the following types of trips:

 Heavy construction trucks delivering materials and specific activities, such as the concrete pours, as well as more occasional plant movements  Construction staff trips and light trucks (vans/utes)  Dredging works.

Vehicles will be delivering plant and there will be a busier period in each month, at the start of the construction periods in the programme for each site, when the plant is established. It is noted that some of the plant will require over-dimensional vehicles. These plant and over-dimensional vehicles are included in the total daily heavy truck movements reported below.

The number of construction trips, including trucks and construction staff trips, have been calculated by Construction Consulting Group and its report is included in Appendix C. This is currently based on a high level construction methodology, as described in the “America’s Cup – Wynyard Hobson – Physical Infrastructure Technical Report”, including the physical structures only.

Vehicles associated with the modifications to the VEC building to accommodate the ETNZ base are included in the calculation of these construction trips.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 49 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The assessment by Construction Consulting Group does not currently allow for resource balancing across the sites and project programme, which would smooth out the staff and light trucks (vans/utes) demand. As such, the ‘peaks’ in the typical and peak days of staff and light truck demands can be considered a higher demand than would actually be anticipated to occur, once efficiencies across the resourcing of the base infrastructure sites is considered by the contractor. Approaching it in this way has enabled a conservative assessment to be undertaken.

The overall programme for the Wynyard Hobson project includes six to seven months for early works at the start, followed by around 11 to 12 months for the base infrastructure construction, then three to five months for the base shed construction (overlapping with the end of the base construction as those sites are available). Including base building construction the total construction programme is approximately 20 to 24 months, including the final three months when base buildings E, F and G are constructed.

Vehicles associated with the construction of the base buildings are not included in the construction traffic movements below. It is understood that these construction traffic movements will be at a much lower intensity than the construction of the base infrastructure. It is likely that the base building will involve only a few larger trucks delivering the steel frame and cladding to the bases, which will be erected with a Hiab or small crane. A range of trades (10 to 15 people on site per base) will then be working on site and are likely to work on more than one base at each site further minimising the number of trips on the local road network. There is also the potential that some, or all, of the bases could use more pre-fabricated construction and be delivered to site via road (oversized) or possibly barge. This would also reduce the number of vehicle trips on the local road network.

The construction of each of the base buildings will be over a short duration, with the construction of each taking three to four months. Some of the base building construction (bases B, C, D) will overlap with the completion of base infrastructure sites, but given the low number of movements for this activity, they do not substantially affect the overall numbers associated with the base infrastructure. On that basis, the potential base build traffic has not been included in the assessment below. At bases E, F and G, where the base building occurs after all other construction works are completed, the construction traffic across those final three months of the programme (months 22 to 24) is substantially less than during the base infrastructure works.

5.2.2 Wynyard Hobson Base Infrastructure

Construction Trucks The construction trucks for the Wynyard Hobson base infrastructure will be arriving and departing at the following different construction sites, as follows:

 Wynyard Point and Wynyard Wharf  Halsey Wharf  Hobson Wharf

Construction truck numbers are expected to vary depending on what stage of construction is occurring. In terms of the overall construction traffic activity, there are generally three differing phases of construction activity across the overall programme of approximately 20 to 24 months. With the final three months of the programme (months 22 to 24), only including the completion of the base buildings at Wynyard Point, when only a few larger trucks to deliver the steel frame and cladding to the bases to be erected with a Hiab or small crane will be necessary.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 50 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The two activities that will generate the most truck movements will be the concrete pours (concrete pile foundations, concrete deck topping, pile caps and edge thickening) and the delivery of the pre-cast deck planks by truck and trailer units. The key period in the construction programme will therefore generally be through months ten to 14, when the concrete pours will take place for deck construction across several of the base infrastructure sites. As shown in Figure 5-1, construction traffic demand drops off on the three months either side of this period (months seven to nine and 15 to 17) with then significantly less construction traffic at the start and end of the programme (months one to six and 18 to 21).

Figure 5-1 Average Daily Vehicle Movements across Construction Programme (Months 1 to 21)

Note: The final three months of the 24 month programme, covering the base building only is excluded above

Furthermore, with the exception of the temporary base on Hobson Wharf, all other activities are located within Wynyard Precinct with access from Fanshawe Street. The combined effects of this Wynyard Hobson base construction on Fanshawe Street have been addressed in the tables in Section 5.2.3 and within the subsequent effects assessment in Chapter 7.

The construction compound provided on Halsey Wharf will also service base infrastructure construction on Hobson Wharf. The construction in these two areas will most likely occur in parallel. This means that some of the truck and trailer, Hiab truck, and van/ute movements associated with the Hobson Wharf construction will occur to/from Halsey Wharf. The following assumptions have been made in relation to the Hobson Wharf construction traffic:

 75% of the truck and trailers use Halsey Wharf  50% of the Hiab trucks use Halsey Wharf  10% of the van/utes use Halsey Wharf  All concrete trucks and any go directly to Hobson Wharf.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 51 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Table 5-1 shows the typical daily heavy truck movements. This shows that across the more intensive four month period in the middle of the construction programme, there will be a total of approximately 40 to 54 heavy truck movements per day for the base infrastructure spread across the working day, noting that ‘peak periods’ across the sites occur at different times, such that the cumulative total does not represent peaks at each base infrastructure site. Across a ten hour working day, this would equate to around four to six truck movements per hour.

A ten hour working day has been used for the purposes of this assessment. However, it is recognised that if construction is across a longer working day, with the possibility of 24 hour working days, then the effects at any given time during the day or night will be less, as traffic movements will be spread across a longer period of the day. Outside the ten hour period, these movements would then be occurring on the road network during periods of typically lower background traffic, so could be more readily be accommodated in terms of the safe and efficient operation of the road network.

Table 5-1 Predicted Typical Daily Heavy Truck Movements across Construction Programme – Wynyard Hobson

Location Months 1 - 6 and Months 10 - 14 Months 7 - 9 and 18 - 21 15 -17

Trucks Truck Trucks Truck Trucks Truck Movements Movements Movements (in + out) (in + out) (in + out)

Wynyard Point and 3 to 10 6 to 20 9 to 15 18 to 30 4 to 17 8 to 34 Wynyard Wharf

Halsey Wharf - - 5 to 7 10 to 14 3 to 4 6 to 8

Hobson Wharf - - 4 to 8 8 to 16 1 to 4 2 to 8

All Base 3 to 10 6 to 20 20 to 27 40 to 54 10 to 22 20 to 44 Infrastructure Sites

Note: As the profile of construction activity varies across sites by month, the ‘all base infrastructure sites’ total will be different to adding individual sites together

As noted above, there will be peak days during the construction programme, on days when concrete pours will be undertaken across each of the base infrastructure sites. This would typically be two or three consecutive days across a two week period. During these peak days, it is anticipated that an increased number of heavy truck movements will occur across a two to three hour period of the concrete pours, but these are anticipated to be planned to occur overnight, when there is little background traffic on the road network. The construction truck routing and approach to these periods is discussed further in Section 6.

Table 5-2 below shows the predicted peak daily heavy trucks movements that would likely occur on these peak days, in each of the three construction phases, together with the anticipated truck movements that would occur during the anticipated overnight period of the concrete pour on those peak days.

This shows that across the more intensive five month period in the middle of the construction programme, there will typically be two to three peak days over a fortnight at certain times (associated with the concrete pours), where there could be a total of approximately 62 to 86 heavy truck movements per day to/from all base infrastructure sites. Around 28 to 38 of these heavy truck movements occur in a two to three hour overnight period for the associated with the concrete pour. The balance of 34 to 48 daily heavy truck movements, spread across a ten hour working day, then equating to a similar or lower number of hourly movements to the typical days.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 52 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Table 5-2 Predicted Peak Truck Movements across Construction Programme – Wynyard Hobson

Location Months 1 - 6 and Months 10 - 14 Months 7 - 9 and 18 - 21 15 -17

Peak Day Peak Period Peak Day Peak Period Peak Day Peak Period Truck Truck Truck Truck Truck Truck Movements Movements Movements Movements Movements Movements (in + out) (in + out) (in + out) (in + out) (in + out) (in + out)

Wynyard Point and 10 to 36 0 28 to 60 12 to 38 14 to 58 20 Wynyard Wharf

Halsey Wharf - - 18 to 22 0 to 4 12 to 14 0

Hobson Wharf - - 6 to 22 0 to 16 4 to 10 0 to 6

All Infrastructure 10 to 36 0 62 to 86 28 to 38 36 to 74 6 to 20 Sites

Note: As the profile of construction activity varies across sites by month, the ‘all base infrastructure sites’ total will be different to adding individual sites together

Construction Staff and Vans Table 5-3 summarises the predicted typical daily staff trips across construction programme for the base infrastructure sites.

Table 5-3 Predicted Typical Daily Staff Movements across Construction Programme – Wynyard Hobson

Months 1 - 6 and Months 10 - 14 Months 7 - 9 and 18 - 21 15 -17

Typical Daily Staff Typical Daily Staff Typical Daily Staff Movements (in + out) Movements (in + out) Movements (in + out)

Wynyard Point and 25 to 71 126 to 191 70 to 164 Wynyard Wharf

Halsey Wharf - 41 to 96 10 to 60

Hobson Wharf - 81 to 156 23 to 75

All Infrastructure 25 to 71 271 to 354 164 to 205 Sites

Note: As the profile of construction activity varies across sites by month, the ‘all base infrastructure sites’ total will be different to adding individual sites together

The majority of construction staff are expected to arrive and depart around the typical weekday peak hour periods on the transport network. However, the construction methodology is likely to include activity across most of the day and night to be achieved within programme, so staff shift working is likely to occur, which will result in staff trips outside those peak periods as well. Construction staff travel is discussed in Section 7.1.1. Noting that there has been no resource balancing has been applied to the construction programme activities to take account of the shared staff resourcing that will occur across sites and programme, so staff movements are higher than may actually be achieved.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 53 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Table 5-4 summarises the predicted daily van or ute movements across construction programme on typical days for the base infrastructure sites.

Table 5-4 Predicted Typical Daily Van/Ute Movements across Construction Programme – Wynyard Hobson

Months 1 - 6 and Months 10 - 14 Months 7 - 9 and 18 - 21 15 -17

Typical Daily Staff Typical Daily Staff Typical Daily Staff Movements (in + out) Movements (in + out) Movements (in + out)

Wynyard Point and 8 to 21 41 to 66 18 to 54 Wynyard Wharf

Halsey Wharf - 18 to 32 12 to 16

Hobson Wharf - 23 to 45 12 to 22

All Infrastructure 8 to 21 99 to 133 54 to 78 Sites

Note: As the profile of construction activity varies across sites by month, the ‘all base infrastructure sites’ total will be different to adding individual sites together

The majority of construction staff are expected to arrive and depart around the typical weekday peak hour periods on the transport network. However, the construction methodology is likely to include activity across most of the day and night to be achieved within programme, so staff shift working is likely to occur, which will result in staff trips outside those peak periods as well. Construction staff travel is discussed in Section 7.1.1. Noting that there has been no resource balancing has been applied to the construction programme activities to take account of the shared staff resourcing that will occur across sites and programme, so staff movements are higher than may actually be achieved.

5.2.3 Wynyard Precinct – Total Construction Trips

Construction Trucks For all of the Wynyard Precinct construction sites, Table 5-5 below provides a summary of the predicted typical daily movements and peak day movements, including the peak period for a concrete pour on the peak day, which would be anticipated to be overnight.

Table 5-5 shows that across the more intensive five month period in the middle of the construction programme, there will typically be two to three peak days over a fortnight at certain times (associated with the concrete pours), where there could be a total of approximately 44 to 80 heavy truck movements per day to/from the Wynyard Precinct. Around 12 to 38 of these heavy truck movements occur in a two to three hour overnight period for the associated with the concrete pour. The balance of around 32 to 42 daily heavy truck movements, spread across a ten hour working day, then equating to a similar number of hourly movements to the typical days (around three to four movements per hour).

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 54 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Table 5-5 Predicted Typical and Peak Daily Truck Movements across Construction Programme – Wynyard Precinct

Months 1 - 6 and Months 10 - 14 Months 7 - 9 and 18 - 21 15 -17

Daily Truck Peak Period Daily Truck Peak Period Daily Truck Peak Period Movements Truck Movements Truck Movements Truck (in + out) Movements (in + out) Movements (in + out) Movements (in + out) (in + out) (in + out)

Wynyard 6 to 20 - 28 to 44 - 14 to 42 - Precinct Typical Day

Wynyard 10 to 36 0 44 to 80 12 to 38 26 to 70 0 to 20 Precinct Peak Day

Construction Staff and Van Trips For all of the Wynyard Precinct construction sites, Table 5-6 below summarises the predicted typical daily staff and van/ute trips across construction programme.

Table 5-6 Predicted Typical Daily Staff and Van/Ute Movements – Wynyard Precinct Total

Months 1 - 6 and Months 10 - 14 Months 7 - 9 and 18 - 21 15 -17

Typical Daily Staff Movements Typical Daily Staff Movements Typical Daily Staff Movements (in + out) (in + out) (in + out)

Staff 25 to 71 167 to 243 130 to 174

Van/Ute 8 to 21 59 to 98 33 to 66

5.2.4 Dredging Approximately 3,000m3 (8,000m3 from the Wynyard Wharf South water space less 5,000m3 of mudcrete used on the project) of contaminated dredging material, together with a possible 2,000m3 from contaminated material from borehole corings will need be transported by barge to a commercial port/s and then transported by truck to a landfill.

It is likely that this total of up to approximately 5,000m3 will equate to approximately 560 trucks (1,120 truck movements) and is likely to take up to approximately 25 days to transport. However, this dredging will be taken by barge to a marine offloading facility around the CBD port area and transferred to trucks and will not involve truck movements to and from Wynyard Precinct.

5.2.5 Summary The typical daily two-way heavy truck movements associated with the Wynyard Hobson base infrastructure sites across the programme range between six and 54 movements, with 40 to 54 daily movements predicted in the busier five month period (months 10 to 14).

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 55 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

It is anticipated that there will also be two or three peak days, potentially every fortnight at certain times, when up to 62 to 86 heavy truck movements are expected for the concrete pours. Of these, 28 to 38 movements will be specifically associated with the concrete pour, which is expected across a two to three hour period overnight. The balance of around 34 to 48 truck movements on those peak days will be similar to the busier typical days described above.

In addition, between eight and 133 daily two-way daily light truck (van/ute) movements are typically expected across the programme for the Wynyard Hobson construction, with 99 to 133 daily movements predicted in the busier five month period.

Across the typical day or the balance of a peak day in the busier period, the heavy truck movements will equate to between three to five heavy truck movements per hour across a ten-hour working day. Across the typical day in the same period, van/ute movements will equate to around ten to 13 movements per hour across a ten-hour working day. In combination, this is around 13 to 18 two-way vehicle movements per hour in the busier five month period, but down to 2 two-way movements per hour at other times.

5.3 Operational Phase The trip generation for the Operational phase includes trips associated with the general operation of the syndicate bases (staff plus servicing and deliveries), potentially superyachts as well as occasionally a small number of guests (10-30 people) being hosted at bases.

5.3.1 Syndicate Base Trip Generation

Staff The assumptions are that during the Operational phase, each double base will have around 110 staff and each single base will have around 70 staff. However, in reality the presence of all staff on each base will occur on a much more infrequent basis than during the Events phase.

It is assumed that 25% of syndicate staff will drive to work, but a lower proportion of car use will be aspired to through the Staff Travel Plans. This is an initial target which is lower than that for the whole Wynyard Precinct (where there is a target of 30% single occupancy vehicles). This assumption has been based on the excellent public transport facilities (Britomart Train Station, ferries, City link and other buses) close by and the assumption that a high proportion of staff will be re-locating internationally and will want to be living in close proximity to their bases. Wynyard Precinct and the CBD has a significant number of apartments and hotels which will be ideally located to encourage walking and cycling to the Wynyard Hobson bases. Some staff may also travel in groups, so car trips will be further reduced.

Therefore, of those staff working at a double base, 28 may drive to work and for single bases, 18 may drive to work. The remainder of the trips will be made by public transport, walking, cycling or as car passengers / taxis. A Staff Travel Plan for the syndicate bases will be developed to minimise single occupancy and all vehicle trips in/out of Wynyard Precinct and encourage public transport and active mode trips.

It is anticipated that there would be a potential demand for 110 parking spaces at any one time for the five bases on Wynyard Point for any staff who chose to drive and 28 parking spaces for each of the bases on Halsey Wharf and Hobson Wharf. It is anticipated that most of these would arrive during the morning peak and similarly depart in the evening peaks, as would the balance of staff trips made by public transport, walking or cycling. Albeit, only very limited parking would be provided at the bases.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 56 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Servicing and Deliveries During the day, there will be vehicles arriving and departing from the bases, couriers making deliveries of equipment, visitors (sponsors, media, VIPs) and general servicing (e.g. rubbish and recycling collection).

The vehicle movements associated with the operation of the syndicate bases are detailed in Table 5-7 and have been estimated using information provided by ETNZ on the number of typical daily deliveries/services to their base during event/race day times. These numbers represent the upper end of traffic demand and the Operational phase is expected will have lower trip generation than the Event phase.

Base Guests It is anticipated that significantly less guests (10-30 people) will be hosted at bases during the Operational phases compared to the Event(s) phase/s.

5.3.2 Superyacht Trip Generation There may potentially be some superyachts arriving in the Operational phase, in advance of the Events phase. However, there would generally not be expected to be as many in this period. However, for the purposes of the assessment, the potential occupation of all additional superyacht berths has been considered during the Operational phase. The superyacht trip generation is the Events phase is discussed below.

5.4 Event Phase

5.4.1 Syndicate Base Trip Generation

Servicing and Deliveries As noted above, the vehicle movements associated with the operation of the syndicate bases have been estimated using information provided by ETNZ on the number of typical daily deliveries/services to their base during event/race time. The assumption for each syndicate base is that 15 vehicles (30 movements in + out) will be generated each day. The anticipated vehicle movements for the seven bases are shown in Table 5-7. This shows that the activities are likely to generate up to approximately 21 movements an hour (in + out) spread over three base locations, with the most occurring at the five bases located on Wynyard Point.

Table 5-7 Typical Daily Vehicle Movements for Servicing and Deliveries – Wynyard Hobson

Base Location Number of Daily Total Number of Daily Total Number of Hourly Vehicle Movements – Vehicle Movements Movements Each Base

Halsey Wharf / VEC (Base A) 30 (in + out) 30 (in + out) 3 (in + out)

Hobson Wharf (Base B) 30 (in + out) 30 (in + out) 3 (in + out)

Wynyard Point (Bases C-G) 30 (in + out) 150 (in + out) 15 (in + out)

Total 210 (in +out) 21 (in +out)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 57 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Staff The assumptions are that each double base will have around 110 staff and each single base will have around 70 staff are continued through the operation of the bases on a day-to-day basis and race days in the Event phase. It is therefore considered that this trip generation associated with staff will be generally the same as during the Operational phase, as discussed above, albeit on a much more regular basis in the Event phase.

Base Guests Double and single bases at Wynyard Point are each anticipated to host up to 300 guests. It is anticipated that teams will host guests in the evenings and on racing days at the bases. It is likely there will be approximately 30 racing days spread out over the 6 month period for AC36, and any subsequent AC events held in Auckland. Guests are likely to attend evening events or spend time during the day watching the boats depart, race and return. With five bases located at Wynyard Point this could be up to approximately 1,500 people in attendance a day/evening, which is not dissimilar to a smaller event held at the VEC. Up to approximately 300 guests could be in attendance at the base Hobson Wharf and 500 guests could be attendance at the ETNZ base at the VEC.

The general assumption for the bases is that a high proportion (60 to 80%) of guests will travel by either private vehicle or share taxis with an occupancy of 1.8 people per car and 2.2 people per taxi. For the bases within the VEC and on Hobson Wharf, a mode share between 40 to 55% private vehicle and 20% taxi has been used, as these are consistent with the mode share targets for a smaller event (2,000 people) in the VEC Traffic Management Plan. The taxi mode share target has been adjusted for Wynyard Point (to 25%) taxi mode share to reflect the location being further away from high frequency public transport, as less people may walk, cycle or use public transport to these sites.

Table 5-8 presents the trip generation of between approximately 65 and 89 private cars and 27 taxis for a capacity event at each base on Hobson Wharf. For hosting at the VEC, between approximately 108 and 149 private cars and 45 taxis would be expected.

Table 5-8 Anticipated Guest Vehicle Movements– Wynyard Hobson Bases

Base Location Total Number of Total Number of Guest Vehicle Movements Guest Vehicles

Halsey Wharf/VEC 108 – 149 cars and 216 – 298 car movements (in + out) and (Base A) 45 taxis 90 taxi movements (in + out)

Subtotal 153 – 194 vehicles 306 – 388 vehicle movements (in + out)

Hobson Wharf 65 – 89 cars and 130 – 178 car movements (in + out) and (Base B) 27 taxis 54 taxi movements (in + out)

Subtotal 92 – 116 vehicles 184 – 232 vehicle movements (in + out)

Wynyard Point 324 – 446 vehicles and 648 – 892 car movements (in + out) and (Bases C-G) 170 taxis 340 taxi movements (in + out)

Subtotal 494 – 616 vehicles 988 – 1,232 vehicle movements (in + out)

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 58 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

If all five bases on Wynyard Point hosted a full capacity hospitality event (1,500 guests) on the same day, it is anticipated that the bases will generate between approximately 500 and 600 vehicles (1,000 to 1,200 vehicle movements), which has the potential to adversely affect the Fanshawe Street/Beaumont Street intersection, particularly between 4pm and 6pm, and the efficient operation of Hamer Street. This is addressed further in Chapter 8.

5.4.2 Superyacht Trip Generation Two indicative areas to berth superyachts have been identified as Wynyard Wharf South Waterspace (up to 15 berths) and Hobson Wharf (2 berths). Vehicle access to the Hobson Wharf berths will be via Quay Street/Lower Albert Street and Eastern Viaduct. Vehicle access to the Wynyard Wharf South Waterspace will be via Halsey Street.

The trips generated by the superyachts are expected to include shoreside support including the delivery of provision and visitors. It is anticipated that these yachts would generate a very low volume of daily vehicle movements and would be different for each yacht depending on how many visitors arrived. It is expected that the yachts would travel to Wynyard Point for any maintenance, refits and repairs and would not generate any traffic movements.

It is estimated the crew of each superyacht can range from 10 to 60 people depending on the size of the superyacht. It is anticipated that the captain and crew of the superyachts will stay on board the yacht and there will be little or no demand for vehicle parking. It is assumed the following vehicles would visit each yacht per week; two deliveries of provisions and 14 vehicles dropping/picking up visitors. It is assumed that any maintenance, re-fitting and repairs will be done on Wynyard Point from water or land. The assumption for each superyacht is that is that two vehicles (four movements in + out) will be generated each day for pick- up and drop-off, although many visitors may choose to walk from the city centre. Car parking for superyacht crew, contractors and visitors will not be provided, specifically not on Halsey Wharf or Eastern Viaduct.

The anticipated vehicle movements for the 17 additional superyachts are shown in Table 5-9. This shows that the activities are not likely to generate a significant number of vehicle movements. The marine and fishing industry already operate from Wynyard Wharf South Waterspace and generate approximately 4 hourly movements when the boats are docked.

Table 5-9 Typical Daily Vehicle Movements for Superyachts

Number of Daily Total Number of Daily Total Number of Hourly Vehicle Movements per Vehicle Movements at Movements at Berthage superyacht Berthage area area

15 berths - Wynyard Wharf 4 (in + out) 60 (in + out) 6 (in + out) South Waterspace

2 berths – Hobson Wharf 4 (in + out) 8 (in + out) 1 (in + out)

5.4.3 Event Spectator Trip Generation During the Event phase, on race days, it is anticipated that a significant number of people will arrive and depart using public transport, walking or cycling and this will need to be carefully managed through the EMP and wider public and stakeholder communication in order to mitigate any adverse effects on the safe and effective operation of the Fanshawe Street intersections into the Wynyard Precinct.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 59 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

6 Assessment of Road Network Design Changes

6.1 Introduction This chapter assesses the changes to the road network including the permanent stopping of part of Brigham Street and the new access points for the Wynyard Point bases from Hamer Street. The impacts in relation to on-street parking are common to the Construction and Operational phases, so is addressed in Sections 7 and 8 respectively.

6.2 Brigham Street Stopping As shown on Figure 6-1 below, the design and operation of Wynyard Point / Wynyard Wharf requires part of Brigham Street to be stopped. This will be implemented during the Construction phase and continue through the Operational phase and the Event phase. The stopping of Brigham Street between the northern yard boundary of Base C and Jellicoe Street will be undertaken through a separate process. For the purpose of this assessment, the proposal has assessed the effects of the road stopping on road network operation and for pedestrian movement.

The stopping of Brigham Street will have an impact on traffic circulation for those vehicles travelling southbound on Brigham Street. The Northern Connector Road will mitigate the closure, as it provides a suitable alternative route designed with one-way truck movements from east to west only and a footpath on the southern side, as seen previously in Figure 4-3.

FENZ has indicated that it is supportive of the Northern Connector Road being one-way, as it will still be an appropriate width to enable potential two-way movement for emergency access. FENZ support was also on the provision for appropriate signage to be installed, (e.g. ‘No Entry’ and supplementary sign “Except Emergency Services vehicles“), as shown on the indicative layout previously in Figure 4-4. Parking will not be provided along the Northern Connector Road. It is recommended that the signage and prohibiting parking on the road is a condition of consent.

Vehicle tracking of the proposed new Northern Connector Road has been undertaken using a 19m semi- trailer (articulated truck). As shown in Figure 6-2 below, these movements are feasible, but will necessitate the removal of four on-street parking spaces on Hamer Street and four on-street parking spaces on Brigham Street. The impact of the removal of these parking spaces is discussed in Section 9.

In the situation that Brigham Street needs to be temporarily closed, before it is permanently stopped, a Traffic Management Plan (TMP) will be required including consultation with AT, emergency services and other stakeholders. The TMP will include identifying the diversion routes and measures, such as advance warning signs, to advise of the temporary closure and traffic signs advising of the diversion route to maintain user safety and mitigate any effects of the closure.

It is recommended that the northern loop of Hamer Street (north of the Stolthaven Site entrance) and the length of Brigham Street south to the Northern Connector Road should become one-way, as shown on Figure 6-1. The one-way operation will maintain all turning movements to and from the Stolthaven North site. Vehicles accessing the remaining on-street parking on the western side of Brigham Street will then revert to parking facing south. There are no other activities that will be affected by the closure of Brigham Street in front of the five bases, as Sealink and Stolthaven South will both have been relocated and the BST site will be vacated.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 60 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 6-1 Proposed One-Way operation – Northern end of Wynyard Point

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 61 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 6-2 Tracking of Northern Connector Road (North of Base C)

6.3 Hamer Street Site Access

6.3.1 Vehicle Crossings Four vehicle crossings are proposed to serve the site as shown previously on Figure 4-3. Four existing vehicle crossings provide access to the BST, Stolthaven, Sail NZ and the ASB carpark sites. As such, no additional vehicle crossings are being created, which will support pedestrian safety.

It is recognised that the vehicle crossing design will need to be developed as part of further design following any consent approval. However, based on the current design, there is generally sufficient separation distance between the vehicle crossings (more than the 6m minimum required under E27.6.4.2 of the AUP (OiP)). The two vehicle crossings located in the centre of the site, providing separate entry and exit around the existing substation are 5.5m apart, which means consent for this is required. However, it is considered that this separation will not have adverse impacts on the safe operation of either crossing. The overall number of vehicle crossings on this road frontage is also consistent with the AUP (OiP) (a maximum of one vehicle crossing per 25m), as the site frontage has one vehicle crossing per 53m.

Not all of the proposed vehicle crossings are consistent with the minimum and maximum width of crossings at the site boundary under the AUP (OiP). However, the vehicle crossings have been designed to the width currently considered necessary to accommodate the safe manoeuvring of the anticipated design vehicles needing to access the site, specifically large vehicles delivering containers to the yards via the access lanes.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 62 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Hamer Street is a straight road with good visibility for drivers entering and exiting the site. It is also a low volume road (less than 1,000 vehicles a day) with a slow speed environment (50km/hr) allowing drivers to safely pick a gap. These characteristics contribute to safe access to and from the site being achieved, specifically the right turns into the site. Exiting movements being left turns out to the south.

Hamer Street currently has very low pedestrian volumes and limited and discontinuous footpaths. The Wynyard Point bases will attract more pedestrians to Hamer Street. However, the potential conflicts between vehicles and pedestrians at the vehicle crossing points have been minimised by retaining the same number of driveways as the existing sites. Furthermore, there is provision of an alternative pedestrian route via the access lane immediately to the west of the base buildings avoiding the need for pedestrians to cross the four driveways (see Figure 6-3). It is also considered that there will be sufficient visibility between vehicles using the crossings and pedestrians on the footpaths.

6.3.2 Access Circulation The busy activity near the pedestrian route crossing Brigham Street, the intersection with Jellicoe Street and the cluster of Titan Engineering driveways has influenced the design of the access lane immediately to the west of the base buildings. Instead of using the southernmost access point, as an entry for a northbound lane, the lane is proposed as southbound with the new southernmost driveway an exit only with entry from the Northern Connector Road. A number of access points have been provided and will be selected by vehicles based on the base destination.

The northern entrance is via the western end of the Northern Connector Road, with two alternative driveways further south. These are aligned with the lanes between the bases, also providing viewshafts. The three entrances will distribute traffic demand across the site. The new southernmost driveway is opposite the cluster of Titan Engineering driveways, however, it is ‘exit only’ reducing interaction with vehicles at this location, such that it can operate safely. Both right and left turns are possible out of the ‘exit only’ driveway. Again, the two driveways opposite the lanes between bases also enable vehicle egress from the site, distributing traffic demand.

Given the generally low volume of traffic movements, other than during guests hosting at the bases, the driveways are considered to be able to operate satisfactorily. A further benefit of southbound operation is that the loading area is left of the vehicle circulation lane, enabling easier manoeuvring and safer pedestrian movements from vehicles.

6.3.3 Access Summary A condition of consent is recommended that the four new vehicle crossings will need to be approved by AT and designed in accordance with AT’s Commercial Vehicle Crossing Standards (2nd October 2017). This would also address the removal on any redundant vehicle crossings.

It is considered that the design and location of the vehicle crossings will accommodate the vehicle types expected at the site and vehicles can enter and leave the site safely without adverse effects on the safe and efficient operation of Hamer Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 63 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 6-3 Proposed Location of New Footpath on Hamer Street, 4m pedestrian zone and connection between North Wharf and Wynyard Wharf breakwater

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 64 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

6.4 Pedestrian and Cyclist Effects Staff and public pedestrian access to Wynyard Point will be from Hamer Street. As there are no existing facilities, it is recommended that a new footpath is provided on the eastern side of Hamer Street in front of Bases C to G to tie in with the proposed footpath on the Northern Connector Road, as shown on Figure 6-3 below.

The 4m pedestrian zone in front of the bases also provides opportunities for a new pedestrian connection between North Wharf and the new Wynyard Wharf breakwater via the new public realm areas to the west of Base G and the Northern Connector Road (Figure 6-3). This new connection will increase pedestrian access and permeability in the Precinct and will encourage pedestrians to the Breakwater to enjoy the water’s edge.

A new footpath is also provided along Hamer Street as shown in Figure 6-3. Pedestrian wayfinding signage is recommended to direct people between the ferry operations and the bus stops and other destinations in Wynyard Precinct, particularly as tourist users are less familiar with the area.

It is noted that a new footpath in this location will replace the grass berm and the design will retain the trees on Hamer Street by diverting into the on-site landscaped areas. There are light columns and traffic signs located on the road edge of the berm as seen in Figure 6-4. It is recommended that the design of the footpath is discussed and agreed with AT.

Figure 6-4 Location of Proposed Footpath

Staff will be able to park their bicycles inside the bases and use the Westhaven shared path, the North Wharf shared path and the shared path on the eastern side of Beaumont Street, which terminates close to the site at the intersection with Jellicoe Street.

The proposed Wynyard Point bases will have a positive effect on pedestrians as a new footpath will be provided on Hamer Street and a new pedestrian connection through the site will increase pedestrian access and permeability in the Precinct and will encourage pedestrians to the Breakwater to enjoy the water’s edge. There will be no adverse effects on cyclists as the site is close to three shared paths and cycle parking is provided within the bases.

6.5 Summary On the basis of the above, it is considered that the design of the changes to the road network design, with the proposed mitigation, will not result in adverse effects. The impacts in relation to on-street parking are common to the Construction and Operational phases, so are addressed in Sections 7 and 8 respectively. The mitigation described above is summarised in Chapter 11.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 65 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

7 Assessment of Construction Effects

This chapter provides an assessment of the traffic and transport impacts arising from key features of the construction activities associated with the Wynyard Hobson base infrastructure. These types of effects include additional traffic movements on the road network, plus impacts on bus services, pedestrian and cycle facilities and parking (both on and off street). The likely vehicle movements for the construction phase have been described in Chapter 5.

Truck and other vehicle movements will be introduced to the local area; Wynyard Precinct via Fanshawe Street and Viaduct Harbour Precinct via Quay Street/Lower Hobson Streets during the construction phase. These construction vehicles have the potential to have an impact on the local roads, particularly in terms of the key intersections with Fanshawe Street, as well as Westhaven Drive. Hence, it is necessary to address these potential adverse impacts through particular construction methodologies, as well as specific traffic and travel management strategies and plans. This is appropriate as the construction traffic impacts are temporary in nature for the identified main construction programme of approximately 20 to 24 months for the base infrastructure, including the 6- 7 months of enabling works.

Measures to minimise any potential impacts of construction traffic are typically achieved through the requirement for a CTMP to be prepared and approved by the nominated contractor prior to work commencing. The types of measures and information that will be included in the CTMP are discussed later in Section 7.8 and the preparation of a CTMP is recommended as a condition of consent. These measures include preventing heavy truck movements to and from construction sites in Wynyard Precinct during weekdays from 7am to 9am and 4pm and 6pm, undertaking significant concrete pours at night time, as well as providing safe access and traffic management arrangements for Halsey and Hobson Wharves.

The purpose of this chapter is to identify any specific mitigation that may be necessary in association with the construction works for the Wynyard Hobson base infrastructure both localised and in terms of the combined effects across the Wynyard Precinct.

7.1 Reducing Impacts of Construction Traffic on the Network

7.1.1 Construction Staff Travel In relation to the impact of construction staff movements using the Wynyard Precinct access intersections with Fanshawe Street, it is recognised that these also have the potential impact adversely on the intersection performance, particularly during the weekday evening peak period.

The typical 167 to 243 staff movements per day in the busiest construction period (assuming these are only single occupancy car trips) for the Wynyard Precinct bases could represent up to around 85 to 125 inbound or outbound vehicle movements in the weekday peak periods (at the start and end of a typical working day). This would put additional pressure on the busy Halsey and Beaumont Street intersections with Fanshawe Street, particularly in the weekday evening peak period. Moreover, the 81 to 156 staff movements per day (or 40 to 80 inbound or outbound vehicle movements in the weekday peak periods) could have adverse impacts around Quay Street and Lower Hobson Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 66 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The overarching aims and objectives for the Wynyard Precinct is to constrain and manage private vehicle travel in and out of Wynyard Precinct, particularly during peak travel periods and to protect the safe and efficient operation of Fanshawe Street. To assist in constraining and managing private vehicle travel to and from Wynyard Precinct and protect the safe and efficient operation of Fanshawe Street during construction, as well as the City Centre streets accessing Hobson Wharf, construction staff parking will not be provided on the Wynyard Hobson sites. This will assist in reducing the likelihood of the predicted construction staff vehicle trips entering the Wynyard Precinct. Staff would also find it difficult to use both existing on-street and off-street parking, as the majority of this parking is metered / time limited parking, which will assist in discouraging staff travel by private car into this area.

There are excellent public transport facilities within walking distance at Britomart Rail Station, ferry services and bus services in the CBD, which will encourage construction staff to travel by public transport. Furthermore, new and more frequent bus services will be introduced into Wynyard Precinct in July 2018 with many bus stops within walking distance for daytime travel. Hobson Wharf is even more conveniently located to the public transport opportunities in the City Centre.

However, it is recognised that some construction staff will need to travel by private vehicle. This is because they have tools and equipment, so it may not be practical to take public transport, use active modes or walk long distances with tools. Staff may also be working night shifts, when public transport may not be operating.

For those staff working on the construction of Wynyard Hobson base infrastructure, it is therefore recommended that Staff Travel Plans are developed to minimise single occupancy vehicle trips in and out of Wynyard Precinct and the City Centre. The types of measures to be implemented through the Travel Plans could include (but not be limited to), a construction company providing car or van pooling from a depot outside the Wynyard Precinct or City Centre, as well as potentially providing staff with information on preferential parking locations and rates for those ride sharing.

The WQTMA has already undertaken a study on construction workers and contractors access with the aim of minimising the impact of construction worker traffic and encouraging car/van pooling among Wynyard Precinct workers. The outcomes of this study will provide valuable information in developing a Construction Staff Travel Plan for the proposed activities and it is therefore recommended that the Plan is developed in close liaison with the WQTMA and AT.

7.1.2 Construction Methodology The construction methodology will, wherever possible, look to undertake activities from the water to minimise the number of traffic movements on the road network. For example, some operations would be carried out from jack-up barges. As such, the number of heavy truck movements predicted in Section 5 are considered to be at the upper end of the likely vehicle movements associated with the construction activities.

7.1.3 Firth Concrete Plant There is the existing Firth Concrete Plant located at 58 Hamer Street on the opposite side of the road to the proposed Bases C to G. If the contractor chooses to use the Firth Concrete Plant, there would be less concrete truck movements to/from the wider road network and using the Fanshawe Street to access the site. As such, the number of heavy truck movements associated with the concrete pours predicted in Section 5 could again be considered to be at the upper end of the likely vehicle movements in and out of the Wynyard Precinct.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 67 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

7.1.4 Timing of Other Construction Works AT street upgrade works are currently planned on Beaumont Street and Westhaven Drive around the same time as the base infrastructure works. Consultation is recommended with AT to enable the timing and staging of any planned streetworks within Wynyard Precinct to be managed in conjunction with the base infrastructure construction periods.

AT are also planning remedial works to the seawall at Quay Street. Consultation is recommended with AT to enable the timing and staging of these works to be managed in conjunction with the construction activities at Hobson Wharf.

There will also be other construction activity occurring within Wynyard Precinct, including on land owned by Panuku, during the construction phase. Coordination is recommended with the Council and AT to enable the timing and staging of the construction on these sites to be coordinated with the base infrastructure construction.

7.2 Construction Approach

7.2.1 Construction Routes The anticipated construction routes to/from the Wynyard Hobson base infrastructure sites for the Northern, Southern and North-western motorways are shown on Figure 7-1, Figure 7-2 and Figure 7-3 below. These routes allow trucks to utilise arterial road corridors to and from the motorways, other than once they have to leave Fanshawe Street to enter Wynyard Precinct or leave Quay Street / Lower Hobson Street to access Hobson Wharf. These arterial corridors are expected to satisfactorily accommodate the turning manoeuvres of the anticipated vehicles.

Construction traffic will use Beaumont Street, Hamer Street and Brigham Street to access Wynyard Point and Wynyard Wharf, as seen on Figure 7-1. Construction traffic will use Halsey Street to access the Halsey Wharf site as seen on Figure 7-2. Figure 7-3 illustrates the routes via Quay Street and Lower Hobson Street to access Hobson Wharf.

An important restriction on vehicle movements entering Wynyard Precinct is that there is no right turn into Beaumont Street from Fanshawe Street. Vehicles entering Wynyard Precinct from the North- western and Southern motorways can enter Beaumont Street from Beaumont South as shown on Figure 7-1. Whilst not a critical route, There is also no right turn out of Daldy Street onto Fanshawe Street. Vehicles turning right onto Fanshawe Street can exit using Beaumont Street.

The actual routes for trucks will be determined closer to the time and identified in the CTMP/s. It will be important that these routes tie-in with and reflect the timing and staging of other road and site construction in Wynyard Precinct and the City Centre at the time. As discussed above, this can be managed through close liaison with both AT and the Council.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 68 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 7-1 Construction Routes to/from Wynyard Point and Wynyard Wharf to/from Motorways

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 69 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 7-2 Construction Routes to/from Halsey Wharf to/from Motorways

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 70 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 7-3 Construction Routes to/from Hobson Wharf to/from Motorways

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 71 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

7.2.2 Truck Layover Area and Access Route A temporary truck layover area is currently proposed to be established on the eastern side of Brigham Street (northern end) for trucks to wait, primarily during the busy days / time periods, and overnight, when concrete pours occur. This may also be utilised on some typical days to reduce heavy vehicles circulating or waiting on other local roads within Wynyard Precinct. An indicative location is shown on Figure 7-4. A truck layover area for Hobson Wharf is shown on Figure 7-4 on Eastern Viaduct. The exact location and length of the truck layover areas will be discussed further with AT, as part of the development of the CTMP by the contractor.

Figure 7-4 Indicative Truck Layover Areas

Vehicle access between the truck layover area on Brigham Street and Hamer Street will be required and the proposed Northern Connector Road (North of Base C), as previously shown on Figure 4-3 will therefore be constructed early in the Wynyard Point construction programme, so it can be used for this purpose during construction. This can then also provide an additional area for truck waiting off the road, if Brigham Street (south) has not been stopped.

Further, depending on the construction phasing of Wynyard Point and Wynyard Wharf, access between Brigham and Hamer Streets could alternatively be provided through the existing Sail NZ site / ASB car park site, before the new Northern Connector Road is constructed. The assessment of the impact of the Northern Connector Road is provided in Chapter 6.

Beca // 12 April 2018 3233847 // NZ1-15046384-2// page 72 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

There is also the potential that the early introduction of the Northern Connector Road between Brigham and Hamer Streets, in combination with the stopping of part of Brigham Street (south), would mean that the northern section of Brigham Street would become one-way southbound only. This would mean that parking on the western side of Brigham Street (north) could then be retained, albeit vehicles would revert to parking facing southbound (consistent with the proposed direction of travel southbound along the street).

7.2.3 Concrete Pours The construction activity that has the most potential to impact on the road network are the concrete pours. From a traffic operation perspective, it is recommended that the concrete pours are undertaken in the early hours of the morning between midnight and 6am to avoid the morning and evening peaks completely, as well as avoid traffic congestion on the wider road network. However, it is possible that smaller pours with lower truck movements could potentially occur through the middle of the day on weekdays (between the morning and evening peak periods). This would need to be specifically agreed as part of the development of the CTMP by the contractor with AT.

For the concrete pours at the Wynyard Point and Wharf infrastructure sites, the trucks will likely use Beaumont Street, Hamer Street and Brigham Street to reach the layover area on Brigham Street and depart via Beaumont and Fanshawe Streets. This avoids the use of Daldy Street and the busy intersection with Jellicoe Street and the east-west shared path connecting with North Wharf. It is recommended that Daldy Street is not used during construction given its reduced width and pedestrian focus. Trucks undertaking concrete pours at Halsey Wharf are likely to use Halsey Street.

The impact of the construction traffic on these roads is intended to be mitigated by these being planned to be undertaken overnight to manage the potential adverse effects on the streets within Wynyard Precinct and the Fanshawe Street intersections.

7.3 Wynyard Point and Wynyard Wharf Effects

7.3.1 Introduction Construction at Wynyard Point and Wynyard Wharf are located in the same geographical area and will use the same local road network (e.g. Brigham Street and Hamer Street). The transport effects include local traffic effects, effects of the stopping of Brigham Street (south), property access, on-street parking and pedestrians and cyclist using Brigham and Hamer Streets. The effects on traffic volumes on the Beaumont and Fanshawe Street intersections is also addressed in this section.

The typical daily truck movements are shown in Figure 7-5 below and have been used in the assessment of effects below.

Beca // 12 April 2018 3233847 // NZ1-15046384-2// page 73 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 7-5 Typical Daily Truck Movements

Beca // 12 April 2018 3233847 // NZ1-15046384-2// page 74 America's Cup: Wynyard Hobson Traffic and Transport Technical Report

7.3.2 Traffic Operational Effects

Brigham Street Brigham Street is a low volume local road (approximately 700 vehicles per day), which serves various fishing and marine industry and petroleum and chemical terminals and the Sealink Ferry Terminal. Large vehicles, such as petrol tankers, use Brigham Street meaning it has a high percentage of HCV usage (10%). This street is therefore considered to be able to satisfactorily accommodate the typical daily flows of between 31 and 96 truck and van/ute movements associated with Wynyard Point and Wynyard Wharf sites across the construction programme. Total vehicle movements still being below 1,000 vehicles per day.

It is also noted that the traffic volumes on Brigham Street will drop with the removal of Sealink, BST, relocation of Stolthaven South site (with access from Hamer Street) and the removal of some on-street parking. Hence, even with the above construction traffic, volumes could even be below existing traffic demands.

If the truck layover area was established on the eastern side of Brigham Street (northern end), the ‘no stopping’ lines would need to be temporarily suspended. The existing width of Brigham Street is approximately 9m, but reduced to approximately 6.5m for two-way movement due to the existing parking on the western side of the road (see Figure 7-6).

Figure 7-6 Approximate Existing Cross Section of Brigham Street

Implementing the truck layover on the east side would reduce the width of the carriageway to approximately 3.5m. This width is not sufficient to allow two-way flow of vehicles. However, two-way movement would not be required, as the closure of the southern end of Brigham Street and the implementation of the Northern Connector Road will mean this section of Brigham Street operates one way southbound only. As such, the existing parking on the western side of the northern section of Brigham Street (opposite the truck layover area) could be retained, but the direction of parking reversed.

Hamer Street Hamer Street is a low volume, wide local road (approximately 2,000 vehicles per day), which large vehicles (such as petrol tankers and concrete trucks) currently use. Hamer Street is already an appropriate route for trucks with a high percentage of heavy vehicles associated with adjacent marine and industrial land uses. This street is therefore considered to be able to satisfactorily accommodate the typical daily flows of between 31 and 96 truck and van/ute movements associated with Wynyard Point and Wynyard Wharf sites.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 75

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The existing traffic volumes on Hamer Street will also reduce with the removal of the 269 spaces in the ASB car park and the removal of BST (the latter a very small number of truck movements) to enable construction of the Wynyard Point base infrastructure and the new Northern Connector Road to the north of Base C.

Beaumont Street Beaumont Street is currently used by semi-trailer trucks accessing Wynyard Precinct associated with the fishing, marine industry and BST and Stolthaven sites, so can accommodate large trucks. It can also be used for large heavy vehicles and over-dimensional vehicles, as it does not require any turning movements to continue through to Wynyard Wharf.

Beaumont Street is a busy local road with a five day average daily count in both directions of 10,700 vehicles per day. It is therefore anticipated that it can accommodate the typical daily flows of 31 and 96 truck and van/ute movements associated with Wynyard Point and Wynyard Wharf sites. This equates to an increase of around 1% or less in daily flows, or a total of around three to ten vehicle movements per hour across a typical day. However, at certain times of day, there are capacity constraints on Beaumont Street at and near its intersection with Fanshawe Street, as further discussed below.

On this basis, it is not anticipated that the predicted construction traffic using Beaumont Street per hour on a typical day will have any significant impact in the context of the current traffic demands at this location. Noting the recommendation to prevent heavy truck and other delivery movements between the busiest 7am to 9am and 4pm and 6pm weekday peak periods.

Beaumont Street / Fanshawe Street Intersection The Beaumont Street intersection with Fanshawe Street will be affected by the works at Wynyard Point and Wynyard Wharf.

Morning peak hour counts were undertaken at the intersection of Fanshawe Street and Beaumont Street in March 2017 between 8am and 9am. During this period, around 490 vehicles arrived into Wynyard Precinct along Beaumont Street. By comparison, the typical two-way heavy truck and van/ute movements associated with Wynyard Point and Wynyard Wharf works are predicted to equate to between three to ten movements per hour using Beaumont Street in this same time period.

As such, the additional construction traffic associated with the Wynyard Point and Wynyard Wharf works represents an increase of less than 3% compared to current movements entering Beaumont Street. This assumes all the Wynyard Point and Wynyard Wharf works movements are entering at that time, whereas some construction vehicles will be departing, so the effects would be less.

However, as discussed in Chapter 3, it is recognised that the area around the Beaumont Street/ Fanshawe Street intersection is significantly congested in the weekday evening peak period (around 4pm to 6pm), whilst it is busy (but with less congestion) in the weekday morning peak period (around 7am to 9am). During the weekday evening peak period, queues are currently observed to extend for a significant length north along Beaumont Street within the Wynyard Precinct. Albeit, noting that the implementation of new double bus stops on both sides of Halsey Street near Fanshawe Street by AT (in July 2018) will likely put more pressure on that intersection and potentially transfer traffic to Beaumont Street during both peak periods.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 76

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Therefore, construction vehicles using this intersection during the weekday peak periods could have the potential for significant adverse impacts on its efficient operation, if not managed. It is noted that the congested conditions would likely mean that contractors would not schedule trucks and deliveries during this period, due to the longer and more unreliable journey times that occur. Nevertheless, to assist in supporting the efficient operation of Beaumont Street/ Fanshawe Street intersection, it is recommended that heavy truck and other delivery movements be prevented from occurring to/from the construction sites in the Wynyard Precinct from 7am to 9am and 4pm and 6pm on weekdays by way of a consent condition.

The construction activity that has the potential to impact most on the intersection is the concrete pours. From a traffic operation perspective, it is recommended that the concrete pours are undertaken in the early hours of the morning between midnight and 6am to avoid the morning and evening peaks completely, as well as avoid traffic congestion on the wider road network. However, it is possible that smaller pours with lower truck movements could potentially occur through the middle of the day on weekdays (between the morning and evening peak periods). This would need to be specifically agreed as part of the development of the CTMP with AT.

Daldy Street Daldy Street may only be used by large construction / over dimension vehicles on an infrequent basis for deliveries to the sites at Wynyard Point Base C to G sites. This would only occur if on site manoeuvring constraints prevented vehicles being able to return to Hamer Street. It is recommended that these movements occur overnight to prevent adverse impacts on Daldy Street, particularly given the width of this street and the adjacent Linear Park used by pedestrians.

Summary of Traffic Operational Effects On the basis of the above, including the specific recommendations around the heavy truck and other delivery movements to construction sites in the weekday peak periods, it is considered that the temporary traffic operational effects of the construction activities can be accommodated with less than minor effects.

7.3.3 Property Access Effects

Brigham Street The BST site is currently planned to be vacated, Stolthaven South is being relocated to Stolthaven’s northern site with existing access from Hamer Street, whilst Sealink is also being relocated, so access for these activities will no longer be necessary, once this occurs.

However, should BST and Sealink remain in operation temporary access will be maintained for these activities off Brigham Street via the Stolthaven South /Sail NZ / ASB car park sites from Hamer Street.

The minor accesses to the remaining site on Brigham Street appears to be for maintenance at Stolthaven North and an alternative access is provided on Hamer Street, which should not be impacted by the proposals. Access to Wynyard Wharf (northern end) will be maintained from Brigham Street and considered in the implementation of the proposed truck layover.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 77

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

It is anticipated that Wynyard Point and Wynyard Wharf construction works will commence while BST and Sealink continue to operate. Should Brigham Street need to be closed while BST and Sealink are operating then temporary access will be provided through the southern part of the Sail NZ site / ASB car park site from Hamer Street to Brigham Street, such that these sites can continue to operate in a similar manner to their existing access arrangements.

Hamer Street Current access arrangements to properties on Hamer Street will be maintained during construction.

Once BST site is vacated, access for BST from Hamer Street will no longer be necessary. Stolthaven South is being relocated to Stolthaven’s northern site with existing access and egress off the northern end Hamer Street.

Construction access to the site will be provided off Hamer Street. However, in comparison to the current movements to and from the ASB car park, Stolthaven and BST, this is not considered to significantly affect the safe operation of the road or other existing accesses, given the relatively low traffic volumes on this road.

Summary of Property Access Effects On the basis of the above, it is considered that the temporary effects of the construction activities on existing property access on the adjacent roads can be accommodated with less than minor effects.

7.3.4 On-street Parking Effects

Overview During construction, it is anticipated that the following parking will be permanently removed (as shown in Figure 7-7 below). Although, it is noted that existing driveways can be used during construction:

 Brigham Street (34 spaces) – Approximately 34 unrestricted parking spaces on the western side in front of Bases C - G to allow for the permanent road stopping and construction the new Northern Connector Road.

 Hamer Street (9 spaces) Approximately 7 P120 Goods Vehicles Only and two unrestricted parking spaces on to allow for the construction of the Northern Connector Road and the vehicle crossover.

Parking spaces along Brigham and Hamer Streets are not individually marked and so these numbers are approximate and will be refined as part of the CTMP process.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 78

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 7-7 Location of parking to be removed during construction

Brigham Street Brigham Street has 67 on-street available parking spaces which are a combination of 21 P180 and 46 unrestricted spaces. The permanent removal of approximately 34 spaces during the construction programme will reduce this capacity significantly. This results in a total of 33 spaces available for public parking on the northern end of Brigham Street as shown in Figure 7-8 below.

During the parking survey on Wednesday 14 February 2018 and Saturday 17 February 2018, 46 on-street unrestricted parking spaces on Brigham Street were suspended for the Volvo Ocean Race Special Event for 39 days between Tuesday 13 February and Friday 23 March 2018. The 46 spaces that were suspended for the Volvo Ocean Race is more than the number of spaces (34 spaces) that will be temporarily suspended during the construction of the Wynyard Point and Wynyard Wharf sites and for truck layover area for the other base infrastructure on Brigham Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 79

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 7-8: Available Parking Spaces during Construction on Hamer Street and Brigham Street

The results of the parking surveys show that it is likely that these cars were redistributed close by on Hamer Street, where there is 180 minute parking is available (P180 58 spaces). It is however important to note that while there was capacity on Hamer Street these were not unrestricted spaces but P180 spaces. The average occupancy of the available P180 parking spaces on Hamer Street on a weekday was 77% with a peak occupancy of 94% between 12pm and 3pm. The average occupancy of the available P180 parking spaces on Hamer Street on a weekend was lower with an average occupancy of 60% and a peak occupancy of 63% between 9am and 3pm. This means an average availability of 13 spaces in the weekday and 23 spaces in the weekend, even with the potential re-distribution from Brigham Street.

However, it was noted that there seemed to be a significant proportion of private vehicles parked in the P120 spaces, which are reserved for ‘Goods Vehicles Only’, Monday to Friday between 5am and 7pm. Whether this is a factor of the Volvo Ocean or common occurrence is not evident from the survey data.

It should be remembered that for any large construction project in the City Centre on-street parking sometimes has to be removed temporarily to allow for construction activities. Further, AT parking policy is shifting away from providing on-street parking, particularly unrestricted pubic parking in the City Centre, to discourage driving and encourage more sustainable modes of travel.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 80

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Hamer Street Hamer Street has a combination of parking spaces restricted to 180 minutes, parking spaces restricted for ‘Goods Vehicles only’ for 120 minute stays and unrestricted parking. There are approximately 58 spaces P180 spaces, 37 spaces for Goods Vehicles and 18 unrestricted parking spaces only on Hamer Street.

Seven P120 Goods Vehicle spaces and two unrestricted parking spaces will be temporarily removed. It is not anticipated that the temporary loss of these nine parking spaces will have an impact, given the surveys showed that even with re-distribution from Brigham Street during the Volvo event, there was still more than sufficient capacity in these spaces.

The average occupancy of the available P120 parking spaces on Hamer Street on a weekday was 52% with a peak occupancy of 71% between 9am and 12pm. The average occupancy of the available P120 parking spaces on Hamer Street on a weekend was higher with an average occupancy of 63% and a peak occupancy of 72% between 9am and 12pm. The time and vehicle type restrictions do not apply on weekends. The unrestricted parking spaces have an average occupancy of 94% on a weekday with a peak occupancy of 100% during the morning. The unrestricted spaces are occupied for most of the day on the weekend (average occupancy of 98%).

The temporary removal of the nine on-street parking spaces on Hamer Street can be accommodated within Hamer Street during the week and on a weekend, which has plenty of capacity, with the exception of the two unrestricted spaces. However, as discussed above, AT parking policy is shifting away from providing on- street parking, particularly unrestricted pubic parking in the City Centre, to discourage driving and encourage more sustainable modes of travel.

Summary of On-Street Parking Effects It is therefore considered that the temporary effects of the construction activities on existing on-street parking on the adjacent roads can be accommodated with minor effects.

7.3.5 Pedestrian and Cyclist Effects Pedestrian access for construction workers will be provided and measures to enable the pedestrian access is safe will be included in the CTMP. A permanent footpath is proposed in front of the site on Hamer Street. There is an opportunity for this to be built early for construction staff (potentially within the Early Works). A pedestrian connection will also be possible to Wynyard Wharf along Brigham Street (south) via the footpath on the western side, prior to its stopping, after which it will then have no traffic, except perhaps occasional large construction / over dimension vehicle.

Trucks will travel south along Beaumont Street and cross the shared path and pedestrian crossing on Hamer Street. Trucks currently do this and the current crash record at this location demonstrates there are no adverse safety effects, so the small increase in daily and hourly vehicles is not considered to have any significant impact. This is can be a busy area of pedestrian and cycle activity. It is a slow speed environment with a 30km/hr speed limit. There is an off-road shared path on Beaumont Street, which cyclists can choose to use so the construction traffic will not share the road with cyclists, together with the potential for cyclists to use Daldy Street (adjacent to the Linear Park), which has less traffic.

Measures to raise the awareness of both pedestrians and cyclists using Beaumont Street will be included in the CTMP. These can include advisory signs for pedestrians and cyclists travelling east-west on the footpaths and shared path to look out for construction vehicles at the crossing points or when entering Beaumont Street. This would be part of an overall approach to construction works management in the Wynyard Precinct in combination with other works sites.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 81

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

On this basis, it is considered that the temporary effects of the construction activities on the safety of pedestrians and cyclists on Beaumont Street can be accommodated with less than minor effects.

7.3.6 Public Transport Effects AT will shortly be introducing an improved frequency of services (from July 2018) in the Wynyard Precinct, which will provide additional passenger capacity. It is considered that this will provide additional opportunity and would be expected to provide capacity to accommodate those construction workers wishing to utilise bus services to access the sites.

In particular, new bus routes 75 and 20 will begin to operate from July 2018 on Beaumont Street, which will be on the construction route for Wynyard Point and Wynyard Wharf sites. The City Link bus service will operate at a seven to eight minute frequency with the route 75 typically operating at a 15 minute frequency (with a peak frequency every five minutes). Route 20 will operate to St Lukes every 15 minutes between 7am and 7pm, 7 days a week, and every 20 minutes outside these hours.

Typical hourly truck and van/ute movements associated with these construction sites range from between three to ten movements on Beaumont Street, which is not expected to have an impact on the operation of the bus services. The City Link service finishes at 11:25pm and it is not expected the concrete pours will have commenced at that time.

As such, given the recommendation for restrictions of trucks and deliveries using Beaumont Street in the weekday peak periods, it is considered that temporary effects of construction will have less than minor effects on bus services in the Wynyard Precinct.

7.3.7 Seaplane Relocation The seaplanes will need to be relocated at some stage during construction of the Wynyard Point bases. The seaplane is a very low traffic generating activity and therefore there will have no discernible impact on the surrounding transport network in the alternative location to be confirmed through discussions between the applicant and the operator.

7.4 Halsey Wharf Effects The effects of the construction of the breakwater and modifications to the VEC on Halsey Wharf on the transport network are discussed below. The construction activities are not expected to generate many heavy vehicle movements and will likely occur together over a short period of approximately six months.

7.4.1 Effects on the Marine and Fishing Industry (Halsey Wharf)

Introduction It is anticipated that the marine and fishing industry will remain on the western side of Halsey Street Extension Wharf during the construction phase. The marine and fishing industry vessels also remained on the western side of the wharf during the previous construction of the VEC building, so similar arrangements and effects are anticipated.

Nevertheless, the construction activities have the potential to impact on the access and servicing of the marine and fishing industry on Halsey Wharf and this is assessed below.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 82

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The high level construction assumptions are as follows:

 The VEC is no longer operating during construction  The permit parking areas to the north of the VEC building and Marine and Fishery Working Zone on Western Viaduct Wharf will be required as a construction zone for Halsey Wharf and Hobson Wharf construction, as seen on Figure 7-9  Fishing and marine vessels on the western side of Halsey Wharf will remain operational during the construction period (and when ETNZ initially occupy the VEC base)  Fishing and marine vessels on the southern side of Western Viaduct Wharf will likely stay, but will load/unload in the Wynyard South Waterspace, so will not require vehicle access on the Wharf

Figure 7-9 Proposed Access and Traffic Management Arrangements with Fishing Industry during Construction

 The barge on the northern side of Western Viaduct Wharf will likely remain and may potentially be used for the construction of Hobson Wharf and vehicle access will be required.  All existing VEC permanent parking (8 disabled spaces and 10 for VEC staff) and temporary event parking (82 spaces) will be removed.  It is likely that the parking spaces for the marine and fishing industry will be relocated off the wharf or an alternative space found on the wharf.  Pedestrian access along the western and northern edges of Halsey Wharf will not be available. However, pedestrian access on the eastern side of Halsey Wharf will be available as far as the southern boundary of the yard, once it is constructed.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 83

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

High Level Principles A ‘VEC Marine & Fishing Industry Management Plan’ (MFIMP) was prepared as a condition of the VEC resource consent and outlines the operational methodology and protocols required to enable the VEC, the marine and fishing industry and public events to co-habit without detrimentally impacting on each other’s operations. The relevant traffic matters contained in the MFIMP have been taken into consideration when developing the high level principles to manage the impact on the industry during construction and these are generally presented on Figure 7-9.

These principles will be discussed and refined with stakeholders and included in the CTMP, which is recommended as a condition of consent.

 Managed entry and exit of construction and marine and fishing industry vehicles at a vehicle access control point on the western side of Halsey Wharf.  Maintain access and egress for the marine and fishing industry vehicles via the existing 10m Working Wharf Zone / Pedestrian Zone on the western edge of Halsey Wharf (shown on Figure 7-10 below).  Marine and fishing industry vehicles will continue to park parallel or at right angles to the edge of the Wharf within the 10m Wharf Working Zone / Pedestrian Zone.  Provision of a “Truck Turning Area” as shown on Figure 7-9, which has been tracked to enable an 18m semi-trailer truck to turn around (see Appendix D).  Access and egress for construction vehicles via the existing 5m Vehicle Zone on the western edge  Access and egress for marine and fishing industry vehicles and construction vehicles to the northern side of Western Viaduct Wharf through the construction zone, if required.  Construction vehicles to turn around within the Halsey Wharf construction zone and exit using the same access/egress routes in a forward direction.  No vehicle entry and exit from the eastern edge to Karanga Plaza, due to high pedestrian flows.  Vehicle speed limits on the wharf will be no more than 5km/hour and appropriate signs will be installed.

Figure 7-10 Western Edge of Halsey Wharf (looking North) - 10m Working Wharf Zone/ Pedestrian Zone, 5m Vehicle Zone and 6m Colonnade Zone.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 84

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

It is considered that the inclusion of the general principles within the CTMP will manage any potential impact on the access and servicing of the marine and fishing industry on Halsey Wharf during construction Particular measures include maintaining access and egress to the 10m Wharf Working Zone on the western side of the wharf and truck turning area. It is considered that this will enable the marine fishing industry operations to continue during the construction activity.

In summary, with these measures, it is considered that temporary effects of construction can be managed so that the effects on the marine and fishing industry will be less than minor.

7.4.2 Effects on Public Access Public access will be temporarily restricted on both the western and northern edges, plus most of the eastern edge of Halsey Wharf during construction for public safety reasons. Public access will be maintained on the southern part of the eastern edge of the Halsey Wharf during construction, which will continue to provide the public access to areas near the waters’ edge, where appropriate pedestrian safety can be maintained during construction activities.

As such, there will be temporary minor adverse impacts during construction in terms of the public access to the water’s edge, but this will eventually be enhanced following completion of the works.

7.4.3 Traffic Operational Effects

Halsey Street Halsey Street is currently used by semi-trailer trucks accessing Halsey Wharf associated with the fishing marine industry and the VEC, so can accommodate large trucks. It can also be used for large heavy vehicles and over-dimensional vehicles, as it does not require any turning movements to continue through to the Halsey Wharf.

It is also an approved construction traffic route for the construction of the Park Hyatt Hotel and is a direct route to the construction zone from Fanshawe Street. The predicted typical and peak daily truck generation for the base infrastructure site at Halsey Wharf is similar, if not lower, to the average of approximately 30 truck movements per day identified for the construction of the Park Hyatt Auckland Hotel.8

The construction of the Park Hyatt Auckland Hotel and 132 Halsey Street will be completed by the time the base infrastructure construction is scheduled to start, albeit construction of new development on other sites in the Wynyard Precinct may be underway.

Halsey Street has recorded traffic volumes of between 8,000 and 10,000 vehicles per day between 2012 and 2015. It is therefore anticipated that Halsey Street can satisfactorily accommodate the expected typical daily flows associated with the proposed base infrastructure construction across the majority of the day, likely to be associated with the Halsey Wharf site. This would equate to around 18 to 46 truck van/ute movements, equating to around two to five truck and van/ute movements per hour using Halsey Street per hour across the day. However, during the weekday peak periods, there are capacity constraints on Halsey Street at and near its intersection with Fanshawe Street and Viaduct Harbour Avenue. This will potentially be exacerbated when AT introduces new double bus stops on both sides of Halsey Street near Fanshawe Street in July 2018.

8 Park Hyatt Auckland, Construction Management Plan, 1 July 2016, Hawkins

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 85

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

On this basis, it is not anticipated that the predicted construction traffic using Halsey Street per hour on a typical day will have any significant impact in the context of the current traffic demands at this location. However, it is recommended to prevent heavy truck and other delivery movements occurring to/from the base infrastructure site at Halsey Wharf in those busy periods, from 7am to 9am and from 4pm to 6pm on weekdays.

Halsey Street / Fanshawe Street Intersection Halsey Street and its intersection with Fanshawe Street will be affected by construction activities at Halsey Wharf.

Morning peak hour counts were undertaken at the intersection of Fanshawe Street / Halsey Street in March 2017 between 8am and 9am. During this period, around 300 vehicles arrived into Wynyard Precinct along Halsey Street. By comparison, the combined typical two-way heavy truck and van/ute movements associated with the Halsey Street Extension/Western Viaduct Wharfs works equate to around two to five movements per hour using Halsey Street at this time. This would represent an increase of approximately 1 to 2% in movements entering Halsey Street, if all movements were entering at that time, whereas some construction vehicles will be departing.

Nevertheless, it is recognised that the area around the Halsey Street/ Fanshawe Street intersection is significantly congested in the weekday evening peak period (around 4pm to 6pm), whilst it is busy (but with less congestion) in the weekday morning peak period (around 7am to 9am). During the weekday evening peak period, queues are currently observed to extent for a significant length north along Halsey Street back toward Jellicoe Street at times. The implementation of new double bus stops near the intersection by AT will likely impact both weekday peak periods.

Therefore, construction vehicles using this intersection during the weekday peak periods have the potential for significant adverse impacts on its efficient operation, if not managed through the imposition of appropriate conditions on the resource consent. Noting that the poor operation of the intersection would likely mean that contractors would not schedule trucks and deliveries during these weekday peak periods, due to the longer and more unreliable journey times that occur.

Nevertheless, to assist in supporting the efficient operation of Halsey Street/ Fanshawe Street intersection, it is recommended that heavy truck and other delivery movements be prevented from occurring to/from the construction sites in Wynyard Point from 7am to 9am and 4pm and 6pm on weekdays.

Summary of Traffic Operational Effects On the basis of the above, including the specific recommendations around the heavy truck and other delivery movements to construction sites in the weekday peak periods, it is considered that the temporary traffic operational effects of the construction activities can be accommodated with less than minor effects.

7.4.4 Pedestrian and Cyclist Effects Trucks will travel north and south along Halsey Street crossing the shared path and pedestrian crossing point along North Wharf, as seen on Figure 7-11 below. This is a busy area of pedestrian and cycle activity during the day and the evening with the immediately adjacent Shed 10 / North Wharf restaurant area and Karanga Plaza. It is a slow speed environment with a 10km/hr speed limit.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 86

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

As seen in Figure 7-11 below, bollards are currently in place in front of the pedestrian crossing to protect pedestrians and cyclists from traffic and people are used to sharing this space and interacting with vehicles accessing the Wharf. Moreover, the crash record for the last five years shows no significant safety issues in this area with the current traffic demand and once the construction commences the VEC will no longer be operational.

Figure 7-11 North Wharf and Shared Path looking west towards Wynyard Point

Measures to raise the awareness of both pedestrians and cyclists using Halsey Street will be included in the CTMP. These can include advisory signs for pedestrians and cyclists travelling east-west on the footpaths and shared path to look out for construction vehicles at the crossing points or when entering Halsey Street. This would be part of an overall approach to construction works management in the Wynyard Precinct in combination with other works sites.

On this basis, it is considered that the temporary effects of the construction activities on the safety of pedestrians and cyclists on Halsey Wharf can be accommodated with less than minor effects.

7.4.5 Public Transport Effects New bus service routes 75 and 20 will begin to operate from July 2018 on Halsey Street, which will be on the construction route for Halsey Wharf. The City Link bus service will continue operate at a seven to eight minute frequency with the 75 typically operating at a 15 minute frequency (with a peak frequency every five minutes). Route 20 will operate to St Lukes every 15 minutes between 7am and 7pm, 7 days a week, and every 20 minutes outside these hours.

Typical daily heavy truck and van/ute movements associated with the Halsey Wharf equate to around two to five movements per hour, which is not expected to have an impact on the operation of the bus services. The City Link service finishes at 11:25pm and it is not expected the concrete pours will have commenced at that time.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 87

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Double bus stops are proposed by AT on Halsey Street, between the Viaduct Harbour Avenue/Gaunt Street and Fanshawe Street intersections. It is anticipated that the configuration may further reduce the capacity of Halsey Street and therefore the effectiveness of the adjacent intersections, particularly with Fanshawe Street. Notwithstanding this, it is not anticipated that the predicted two to five truck and van movements using Halsey Street per hour on a typical day will have any significant impact in the context of the current traffic demands at this location, particularly with the recommendation to prevent heavy truck and other delivery movements in the weekday peak periods.

The Auckland Dockline Tram operates on Sundays and Public Holidays as a tourist facility. The circular route operates on Halsey Street, Gaunt Street, Daldy Street ad Jellicoe Street. The operation of the tram is generally not expected to coincide with the construction working days, which are generally expected to be Monday to Saturday.

AT will shortly be introducing an improved frequency of services (from July 2018) in the Wynyard Precinct, which will provide additional passenger capacity. It is considered that this will provide additional opportunity and would be expected to provide capacity to accommodate those construction workers wishing to utilise bus services to access the sites.

As such, particularly given the recommendation for restrictions of trucks and deliveries using Halsey Street in the weekday evening peak period (see Section 7.8), it is not anticipated that construction traffic should have adverse impacts on bus services in Wynyard Precinct.

7.5 Hobson Wharf Effects The effects of the construction of the new wharf and breakwaters at Hobson Wharf on the transport network are discussed below. The construction activities are not expected to generate many heavy vehicle movements and will likely occur together over a short period of approximately six months.

7.5.1 Impact on the NZ Maritime Museum The NZ Maritime Museum is located on Hobson Wharf and is open daily (10am to 5pm) and also holds a range of events during the day, evenings and weekends. Construction activities on Hobson Wharf are not expected to significantly impact on museum operations with the access and traffic arrangements below included in a CTMP. a. Assumptions

The high level assumptions for the management of the construction are as follows:

 The car park on the Eastern Viaduct will be used as a temporary truck layover area.  Removal of parking on Te Wero Island and Eastern Viaduct.  Pedestrian entry to the museum is separate from the construction vehicle route.  Construction vehicles can only travel down the western side of the NZ Maritime Museum.  Pedestrian access across the Eastern Viaduct will be restricted, although access to Te Wero island and across to Wynyard Precinct will be maintained.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 88

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

b. High Level Principles

High level principles have been developed for the proposed access and traffic management arrangements during the construction phase and are generally included on Figure 7-12 below.

These principles will be discussed and refined with the NZ Maritime Museum and other relevant stakeholders and then included in the CTMP for Hobson Wharf.

 Access and egress for construction vehicles will be by a controlled one-way route on the western edge of Hobson Wharf with trucks waiting and either end.  Construction vehicles to turn around on the wharf and exit using the same access/egress routes in a forward direction.  Truck layover on the Eastern Viaduct will be used for busier days when concrete pours occur. Concrete pours may done at night, although it is noted that this is a busy area for night time activity.  Loading/unloading activities will be discussed and managed with NZ Maritime Museum and included in the CTMP for Hobson Wharf. It will be important to retain access to the loading/delivery bay to the west of the NZ Maritime entrance, as this provides access to the lift as well as retaining and managing access to the galleries and workshop on the western side of Hobson Wharf.  Implementation of vehicle access control on the Quay Street entry to Eastern Viaduct.  Segregation of construction and pedestrian access adjacent to the Maritime Museum.  Removal of the loading zone between Quay Street and Eastern Viaduct.

Figure 7-12 Future Access and Traffic Management Arrangements for Hobson Wharf during Construction

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 89

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The access and egress of construction vehicles will require Specific-Site Traffic Management Plans (SSTMPs) to be implemented in this area to carefully manage interactions with other vehicles and the high volume of pedestrians using this area.

In summary, with these measures, it is considered that temporary effects of construction can be managed so that the effects on the NZ Maritime Museum will be less than minor.

7.5.2 Traffic Operational Effects Construction activities at Hobson Wharf will not affect Wynyard Precinct, and are located in the Viaduct Precinct. The typical daily two-way heavy truck movements associated with the base infrastructure site at Hobson Wharf across the programme will be low in a range between two and 16 movements.

It is anticipated that there will also be two or three peak days, potentially every fortnight at certain times, when up to six and 22 heavy truck movements are expected for the concrete pours. Of these, up to 16 movements will be specifically associated with the concrete pour, which is expected across a two to three hour period overnight. The balance of truck movements on those peak days will be therefore be four to six movements across a typical day, less than on some typical days.

In addition, between 12 and 45 daily two-way daily light truck (van/ute) movements are typically expected across the programme for the Hobson Wharf construction.

Across the typical day or the balance of a peak day the heavy truck movements will equate to between one to two heavy truck movements per hour across a ten-hour working day. Across the typical day, van/ute movements will equate to around one to five movements per hour across a ten-hour working day. In combination, around three to seven two-way vehicle movements per hour.

Most construction traffic will use Quay Street to access Hobson Wharf and will exit the same way as seen on Figure 7-2. Large trucks turning left from Lower Hobson Street into the site cannot be accommodated within the current road layout at the intersection of Lower Hobson and Quay Street. Lower Hobson Street is therefore only recommended for large trucks departing the site and smaller vehicles arriving or departing.

In relation to the impact of construction staff movements using Hobson Wharf and Quay Street, it is recognised that these also have the potential adversely impact on the intersection performance, particularly during the weekday peak periods. The typical 81 to 156 staff movements per day in the busiest construction period could represent up to around 40 to 75 inbound or outbound vehicle movements in the weekday peak periods (at the start and end of a typical working day), which is may to adversely impact the Quay Street intersections.

It is therefore recommended that a Construction Staff Travel Plan is prepared to help provide mechanisms to reduce as much as possible construction staff vehicle trips to/from the Wynyard Precinct and no construction staff parking will be provided on the Hobson Wharf site.

On the basis of the above, it is considered that the temporary traffic operational effects of the construction activities can be accommodated with less than minor effects.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 90

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

7.5.3 Pedestrians and Cyclist Effects To access the Hobson Wharf, construction vehicles will pass through the Eastern Viaduct, which is a low speed environment with a high level of pedestrian activity. At present, this area is primarily car parking, bordered with a paved footpath, so there is an expectation of vehicle movements in the area. Noting that currently cars regularly access the carpark at this location, the crash record for the last five years shows no significant safety issues in this area.

The truck layover on the Eastern Viaduct will only be used for busier days, when concrete pours occur, noting that these are very limited given the nature of the construction activities on this wharf. Concrete pours are currently planned to be done at night, although it is noted that this is a busy area for late night activity as well, so will need to be carefully managed.

Given, the anticipated low truck movements, it is not considered that there will be a high risk of conflict between trucks and pedestrians and cyclists. However, measures to provide safe access for pedestrians and cyclists and manage conflict with trucks will be included in CTMP. This is recommended to include creation of a pedestrian zone, potentially around the southern edge of the Eastern Viaduct, to allow for pedestrian and cycle access through to Te Wero Island (and onwards).

On this basis, it is considered that the temporary effects of the construction activities on the safety of pedestrians and cyclists on the Eastern Viaduct and around Hobson Wharf can be accommodated with less than minor effects.

7.5.4 Public Transport Effects Similarly to the traffic operational effects, the low number of construction vehicle movements are not anticipated to have any noticeable impact on buses using Quay Street or Lower Hobson Street.

7.6 Dredging

7.6.1 Dredging Up to approximately 5,000m3 of contaminated dredging material will be transported by barge to a commercial port/s and then transported by truck to a landfill. It is likely that this will equate to approximately 560 trucks (1,120 truck movements) and is likely to take up to approximately 25 days to transport.

However, this dredging will be taken by barge to a marine offloading facility around the CBD port area and transferred to trucks and will not involve truck movements to and from Wynyard Precinct. It is expected that the trucks movements at the marine offloading facility will need to be accommodated within any requirements on the overall truck movements for that facility and, hence would be accommodated with less than minor effects on the adjacent road network at that location.

7.7 Effects of Ongoing Adjacent Development During the construction phase, there will also be ongoing development within the Wynyard Precinct and around the City Centre, as construction of other new developments commences and some developments are completed and become operational.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 91

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Within the Wynyard Precinct, it is expected that during the construction phase, there will be construction activities associated with the FFIRF and other development sites, such as 10 Madden Street, 30 Madden Street and 100 Halsey Street. In addition, construction will also be completed on other sites, such as Wynyard Central, the Park Hyatt hotel and 132 Halsey Street, and those sites will become operational.

This will be a fluid and changing transport environment of construction and operation of development sites. However, it is considered that the package of mitigation measures proposed will continue to satisfactorily address the temporary effects of the proposed construction activities, particularly within the Wynyard Precinct. In particular, the specific recommendations for the Construction Staff Travel Plan preventing heavy truck and other delivery movements occurring to/from the Wynyard Precinct from 7am to 9am and 4pm and 6pm on weekdays, will address potential adverse effects on the Fanshawe Street intersections.

On that basis, it is considered that the temporary adverse effects of the construction activities within this changing transport environment within the Wynyard Precinct can be satisfactorily addressed, so those adverse effects will be minor or less.

7.8 Construction Traffic Management Plan The types of measures and information that will be included in the CTMP are summarised here and a Preliminary CTMP is included in Appendix E. It is recommended that the preparation of a CTMP is a condition of consent. It is recommended that the CTMP include, but not be limited to, the recommended measures listed under Sections 7.8.1 to 7.8.4 below.

7.8.1 General

 Preventing heavy truck and other deliveries to and from the construction sites in the Wynyard Precinct during weekday peak period, from 7am to 9am and 4pm to 6pm.  Significant concrete pours to be undertaken between midnight and 6am.  Appropriate ingress and egress routes to/from the different sites for the construction vehicles.  Proposed numbers of truck movements throughout the day.  Identification of heavy vehicle and over-dimensional routes and appropriate times of day for these to occur.  Different temporary traffic management measures (signage / traffic management works) that may be required during different stages of construction, which would be detailed in SSTMPs prior to implementing these signage / traffic management works.  Measures to be adopted to enable pedestrian access past the sites to be provided, where practicable, and that such access is safe.  Coordination with the Council and AT regarding other construction sites and streetworks in the Wynyard Precinct, plus across the City Centre.  No on site construction staff parking at any sites.

7.8.2 Wynyard Point

 Provision of new Northern Connector Road to the north of proposed Base C providing access during construction between Brigham Street and Hamer Street, specifically in advance of the stopping of Brigham Street  Establishment of an appropriate truck layover area, potentially on the northern end of Brigham Street, in consultation with AT and other relevant stakeholders  Restrict trucks from using Daldy Street, unless specifically required for large / over dimension vehicles infrequently at appropriate times

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 92

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

 In coordination with AT, implement measures to raise awareness of pedestrians and cyclists travelling east-west on North Wharf shared path of the truck movements on Beaumont Street  Maintain accesses from Brigham Street during construction for remaining activities / properties, which may include temporary access for BST and Sealink via the southern part of the Sail NZ / ASB car park site.  Safe pedestrian access for construction staff to Wynyard Point from Hamer Street is provided.

7.8.3 Halsey Wharf

 Coordination with the marine and fishing industry regarding access and traffic management arrangements for Halsey Wharf. Specifically the provision of an appropriate truck turning area for the marine and fishing industry on the wharf  In coordination with AT, implement measures to raise awareness of pedestrians and cyclists travelling east-west on North Wharf shared path of the truck movements on Halsey Street  Monitoring and remediation of landscaping and pavements on construction haul routes, given the recent street upgrades along Halsey Street.

7.8.4 Hobson Wharf

 Coordination with the NZ Maritime Museum regarding access and traffic management arrangements for Hobson Wharf. Specifically retaining access to the loading/delivery bay to the west of the NZ Maritime entrance and to the galleries and workshop on the western side of Hobson Wharf  Implementation of vehicle access control on the Quay Street entry to Eastern Viaduct  Segregation of construction and pedestrian access adjacent to the Maritime Museum  Establishment of an appropriate truck layover area, potentially on the Eastern Viaduct, in consultation with AT and other relevant stakeholders.

7.9 Summary On the basis of the above, including the specific measures identified for the CTMP, it is considered that the temporary effects of the construction of the Wynyard Hobson base infrastructure on the transport network can be managed appropriately, such that these are less than minor.

The CTMP, recommended as a condition of the consent, will include (but not be limited to) specific measures to prevent truck movements into Wynyard Precinct in the weekday peak periods (7am to 9am and 4pm to 6pm) and to undertake more significant concrete pours in the early hours of the morning, which will provide for the satisfactory operation of access intersections to the Wynyard Precinct.

It is recommended that Construction Staff Travel Plans are prepared to minimise single occupancy vehicle trips in and out of Wynyard Precinct and the City Centre and no staff parking is provided on the sites.

Other important measures are the new Northern Connector Road to the north of proposed Base C to provide access during construction between Brigham Street and Hamer Street and coordination with the marine and fishing industry and the NZ Maritime Museum.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 93

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

8 Assessment of Operational Effects

8.1 Introduction The Operational phase covers any time period after construction when an Event(s) is not occurring, when the teams are occupying the bases.

8.1.1 Operation of Bases Teams will occupy the bases for boat development, training and testing. During this phase there will be staff working at the bases, as well as servicing and deliveries of/to the bases. It is understood that significantly less guests (10-30 people) will be hosted at bases during this phase compared to the Event phase.

During this period, there may also be occupancy of some superyacht berths in Wynyard Wharf South waterspace and Hobson Wharf, but less than compared to the Events phases, and there will be significantly lower public interest in the operational phase compared to the Events phase.

The first operational period will occur following the completion of construction at each base until the AC36 Event. Subsequent operational periods would occur between each Event.

8.1.2 Other Permitted / Consented Activities Between and after Events, if teams are not occupying the bases, it is anticipated that the bases and retained sheds will be used for permitted Port and Marine activities or consented activities at the VEC. Any non- permitted or unconsented activities will be subject to separate resource consents which would need to assess the related transport effects. Therefore, no assessment is required in this Technical Report.

8.2 Operational Assessment Vehicle movements associated with the operation of Base A, Bases C-G and any visiting superyachts will be introduced to Wynyard Precinct, including along Halsey Street, Hamer Street, Brigham Street and Beaumont Street. Vehicle movements will also be introduced to the Viaduct Precinct, via Eastern Viaduct, associated with the Hobson Wharf base (Base B) and the superyacht berths. These vehicle movements will be generated by the operation of the bases and superyachts and include servicing and delivery vehicles and guests attending events at the bases.

As noted in Section 5.3, it is anticipated that each double base will have around 110 staff and each single base will have around 70 staff. In addition there will be periodic hosting events of which it is anticipated that there will be between 10 to 30 people hosted at the Syndicate bases. Staff and deliveries/servicing will be the main trip generating activities during the operational phase. Overall, it is anticipated that the trip generation and effects during the Operational phase/s will be much lower than in the Events phase, given there will be significantly less public interest and guests at the Wynyard Hobson bases, as well as less fewer superyachts.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 94

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

8.3 Reducing Staff Travel Impacts The aims and objectives for the Wynyard Precinct are to constrain and manage private vehicle travel in and out of Wynyard Precinct, particularly during peak travel periods and to protect the safe and efficient operation of Fanshawe Street. This includes a car driver mode share target of 30%.

As previously noted, the sites have excellent access to public transport facilities (Britomart Train Station, ferries, City link and other buses) serving the City Centre, with Wynyard Point being approximately 17 minute walk (or 1.3km) from Britomart Train Station. Halsey Wharf and Hobson Wharf are located closer. Furthermore, given that a high proportion of syndicate staff will be re-locating internationally they are likely to be living in close proximity to their bases. For example, both Wynyard Precinct and the nearby City Centre have a significant number of apartments and hotels and other accommodation options, which will be ideally located to encourage walking and cycling to the bases.

The trip generation (discussed in Chapter 5) has assumed that only 25% of syndicate staff will drive to work. However, it is recognised that across the seven syndicate bases these additional daily vehicle movements would still have the potential to have adverse impacts on the Fanshawe Street intersections in the weekday peak periods, in combination with the other predicted vehicle.

Syndicate Staff Travel Plans are recommended, as a condition of the consent, for the syndicate bases to minimise single occupancy car travel and all private vehicle trips, by encouraging the use of car/van-pooling, public transport and active modes for travel to/from accommodation. This is recommended to be implemented as soon as syndicates occupy the bases in the operational phase. The types of measures that could be included in the Staff Travel Plan to encourage carpooling include identifying the location of allocated parking for high occupancy vehicles (three or more passengers) in nearby carparks or providing convenient drop-off / pick-up locations close to the bases depending on space availability.

It is acknowledged that the majority of syndicate staff may be from overseas, so an awareness of the public transport options and walking and cycling routes shortly after arrival will be important to enable sustainable travel habits are established early. This information could be provided to syndicate staff, as part of an Auckland Travel Information Pack and could include pre-loaded AT HOP cards. Encouraging staff to cycle to the bases could be achieved by providing loan cycles and cycle facilities within the bases, as well as making staff aware of approximate journey times from their accommodation by active modes. It is assumed that showers and lockers will be provided within the bases to encourage active modes.

No staff or visitor car parking will be provided on Hobson Wharf and only 18 previously consented VEC car parks will be provided at Halsey Wharf/VEC. Only 20 car parks will be provided at the Wynyard Point site (albeit these parking spaces may not be exclusively for staff use). The bases on Wynyard Point are located further away from Britomart and the City Centre and with Hamer Street remaining a predominantly industrial area during the event there will be limited passive surveillance for those working late. It is proposed that these parking spaces can be prioritised for staff who carpool or work late and/or visitors. The management of this parking area will be undertaken by Panuku. A condition is recommended that the car park layout will need to be approved by Auckland Council and designed in accordance with AT’s design standards for off- street parking.

There are plenty of off-site parking opportunities for staff, as previously shown in Figure 3-21 with 11 car parking buildings within 800m (or a 10 minute walk of the Wynyard Hobson sites). These car parks have a total provision of in excess of 3,800 carparks and can be viable options for accommodating what may be an anticipated staff parking demand for approximately 332 spaces through the daytime hours, if necessary.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 95

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

This will help manage the number of private vehicles entering and leaving the base areas, specifically minimising vehicle trips in and out of Wynyard Precinct via the Fanshawe Street intersections.

It is recommended that each of the management plans for the five bases at Wynyard Point is developed through a co-ordination group in liaison with the WQTMA and AT. The co-ordination of the plans may lead to opportunities to further reduce car travel e.g. car-pooling across the five bases.

8.4 Loading, Servicing and Delivery Arrangements Deliveries and servicing will be managed by the recommended Servicing, Delivery and Guest Transport Plans for Wynyard Point and Hobson Wharf, together with the VEC syndicate base management plans. This will ensure that the timing of delivery and servicing related vehicle trips are minimised during peak periods and therefore avoid increasing vehicle movements through the key intersections into and out of Wynyard Precinct and onto Quay Street/Lower Hobson Street at these times. a. Wynyard Point

As previously discussed in Chapter 4, the servicing and delivery arrangements for the five bases on Wynyard Point would all be undertaken on the site with access from Hamer Street. As such, it is considered there will be no adverse impacts on the operation of Hamer Street in terms of these movements, particularly when compared with the current driveways for BST, Stolthaven and the ASB carpark on Hamer Street. All of the servicing and delivery arrangements will be undertaken on-site and vehicles will depart without needing to reverse onto Hamer Street. The entrance to each of the five bases will be clearly signed to assist drivers entering the site and to avoid confusion.

As previously discussed in Chapter 4 a key design objective of the access lane will be to provide for the safety of all users with particular regard to pedestrians and cyclists.

Brigham Street and the Seaward Yards will be used infrequently for larger deliveries, particularly by any over-dimension vehicles. The less frequent over-dimension vehicles, that are not able to manoeuvre within the base yards, will need to exit to the south via Brigham Street, Daldy Street to Fanshawe Street. It is recommended that these movements occur overnight or for them to be undertaken from the water (where possible).

The detailed arrangements will be included as part of a recommended Wynyard Point Servicing, Delivery and Guest Transport Plan, as a condition of consent. Undertaking servicing and delivery on the site, will contribute to the safe and efficient operation of the road network.

It is considered that the loading and servicing arrangements for the bases will be off-street so will minimise disruption on road network and the proposed loading arrangements will contribute to the safe and efficient operation of the road network. b. The ETNZ Base at the VEC

It is proposed that a new VEC Syndicate Base Traffic Management Plan will be prepared and is recommended as a condition of consent. A new VEC Syndicate Base Marine and Fishing Industry Management Plan will also be prepared for the Operational Phase, as the marine and fishing industry will likely still be operating when ETNZ are occupying the base.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 96

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The VEC Syndicate Base Traffic Management Plan will include the below principles which are generally shown on Figure 8-1 below.

 Managed entry and exit of base and superyacht delivery and servicing vehicles at a vehicle access control point on the western side of Halsey Wharf.  Provide access and egress for the superyacht servicing and delivery vehicles via the existing 10m Working Wharf Zone / Pedestrian Zone on the western edge of Halsey Wharf.  Access and egress for base delivery and servicing vehicles via the existing 5m Vehicle Zone on the western edge.  Use of the existing truck loading docks on the western side of the VEC. One of these loading docks provides lift access to upper levels.  Use of the large double doors on the western side of the VEC to enable access through the building to the eastern yard.  The existing VEC main entrance will also be used as the main entrance for the base. It is expected that for smaller delivery vehicles the existing two car parking spaces close to the entrance can be converted to short stay loading bays.  Superyacht servicing and delivery vehicles will park parallel or at right angles to the edge of the Wharf within the 10m Wharf Working Zone / Pedestrian Zone.  Provision of a “Vehicle Turning Area” for vehicles in front of the entrance to the ETNZ yard. The vehicle turning area will be demarcated using moveable planters as shown. This will separate pedestrians from the vehicle turning area / entrance to yard and minimise any potential conflict.  Large deliveries will all be undertaken within the yard via the 5m vehicle zone on the western side of the VEC. The vehicles will turn around within the yard and exit the same way. It may be that for infrequent mast deliveries these vehicles may need to exit via Karanga Plaza and would be managed by a marshal and encouraged to be undertaken in the evening.  The access point to the yard is shown below and will be via a wide gate which will provide generous vehicle access, particularly for any over dimensional vehicles. Access from the water to the yards of this base can also be considered.  No regular vehicle entry and exit from the eastern edge via Karanga Plaza, due to high pedestrian flows, as this is the entrance to the public interaction zone within the base. Exceptions would need to be made for large vehicle deliveries, as currently occurs at the VEC.  Vehicle speed limits on the wharf will be no more than 10km/hour, appropriate signs will be installed and appropriate speed devices implemented through the design of the wharf to encourage a low speed environment. A key design objective will be to provide for the safety of all users with particular regard to pedestrians and cyclists.

Most large deliveries will be undertaken inside the yard, which minimises any conflict that may occur between pedestrians and base vehicles on the wharf. These vehicles will use a dedicated 5m Vehicle Zone. It is also noted that 10km/hr speed limit will be operational on the Wharf and a protected turning area for vehicles will also be provided to manage any potential pedestrian and vehicle conflict. The daily vehicle movements for the base are low and anticipated to be approximately 30 movements (in + out), which will also contribute.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 97

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 8-1 Indicative Halsey Wharf Access Arrangements

Vehicle speeds within the dedicated 10m Wharf Working / Promenade Zone will be slow (10km/hr) and with low vehicle volumes expected for superyacht deliveries and servicing (60 daily movements) priority can be shared and users can make way for one another. The vehicles servicing the superyachts are not expected to be large trucks so there will be a positive impact for pedestrians sharing the Working Wharf / Pedestrian zone.

The 82 temporary parking spaces associated with the VEC and the 32 permanent fishing industry parking spaces will be removed from Halsey Wharf which has a positive impact of reducing vehicle movements onto the Wharf and minimising conflict with pedestrians.

It is considered that the access, loading and servicing arrangements can be satisfactorily implemented with the recommended VEC Syndicate Base Traffic Management Plan, as a condition of consent, for the Operational phases. This will form part of the overall EMP for the event and will therefore be able to manage any effects of the co-location of bases and superyachts on the Wharf.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 98

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

c. Hobson Wharf Base

A Hobson Wharf Servicing, Delivery and Guest Transport Plan is recommended as a condition of consent. The below principles will be discussed and refined with the NZ Maritime Museum and other stakeholders included in the Plan, these are generally shown on Figure 8-2 below.

 Managed entry and exit of base and superyacht delivery and servicing vehicles at a vehicle access control points on Eastern Viaduct and Hobson Wharf.  Provide access and egress for the servicing and delivery vehicles and pedestrians via the existing one- way 5m vehicle and pedestrian route along Hobson Wharf.  Superyacht servicing and delivery vehicles will park parallel or at right angles on the eastern edge of Hobson Wharf  Loading bays will be located close to the entrance for smaller deliveries outside the main entrance.  Provision of a “Vehicle Turning Area” for vehicles in front of the entrance to the yard. The vehicle turning area will be demarcated. This will separate pedestrians from the vehicle turning area / entrance to yard and minimise any potential conflict.  Large deliveries will all be undertaken within the yard via the 5m vehicle and pedestrian route on the western side of the Hobson Wharf. The vehicles will turn around within the yard, as shown in Appendix D, and exit the same way.  The access point to the yard is shown below and will be via a wide gate which will provide generous vehicle access, particularly for any over dimensional vehicles. Access from the water to the yard of this base can also be considered  Vehicle speed limits on the wharf will be no more than 10km/hour, appropriate signs will be installed and appropriate speed devices implemented through the design of the wharf to encourage a low speed environment. A key design objective will be to provide for the safety of all users with particular regard to pedestrians and cyclists.

Most large deliveries will be undertaken inside the yard, which minimises any conflict that may occur between pedestrians and base vehicles on the wharf. These vehicles will use a dedicated 5m vehicle and pedestrian route. It is also noted that 10km/hr speed limit will be operational on the Wharf and a protected turning area for vehicles will also be provided to manage any potential pedestrian and vehicle conflict. The daily vehicle movements for the base are low and anticipated to be approximately 30 movements (in + out), which will also contribute. Priority can be shared and users can make way for one another along the 5m vehicle and pedestrian route.

The NZ Maritime Museum will continue to operate during the Operational and Events phases. Loading zones for deliveries and services will be discussed and managed with NZ Maritime Museum. As far as possible, ‘business as usual’ will be retained and it is generally considered that this can be practically achieved. It will be important to retain access to the loading/delivery bay to the west of the NZ Maritime entrance, as this provides access to the lift as well as retaining and managing access to the galleries and workshop on the western side of Hobson Wharf.

Options exist for larger deliveries to occur on the western side of Hobson Wharf and smaller deliveries at the Eastern Viaduct. A Stakeholder Engagement / Communication Plan will be prepared to co-ordinate with the NZ Maritime Museum during the pre-event and event phases and the agreed arrangements will be included in the Hobson Wharf Servicing, Delivery and Guest Transport Plan.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 99

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Figure 8-2 Indicative Hobson Wharf Arrangements

It is considered that the access, loading and servicing arrangements can be satisfactorily implemented with the recommended Hobson Wharf Servicing, Delivery and Guest Transport Plan, as a condition of consent. This will form part of the overall EMP for the event and will therefore be able to manage any effects of the bases on the Wharf.

8.5 Hosting Guests Hosting guests will be occurring at the bases during this phase, but at a much lower intensity (only up to 30 guest per base) compared to the Events phase. This is discussed more in Chapter 9.

8.6 Traffic Operational Effects

8.6.1 Effects on the Surrounding Road Network

Wynyard Point Bases The Wynyard Point bases are anticipated to generate 150 daily movements for servicing and deliveries (or 15 movements per hour).

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 100

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Following the removal of the ASB car park and BST sites, it is anticipated that the average daily traffic movements on Hamer Street will reduce to approximately 1,725 vehicles per day (3,450 vehicle movements in + out). Traffic flows will then increase again, when the five syndicate bases are operating.

As seen in Table 8-1, the predicted additional 150 daily vehicle movements generated by the temporary bases can easily be accommodated on Hamer Street. The future traffic flows, when the bases are operational, are likely to be less than the existing 2017 traffic flows on Hamer Street.

Table 8-1 Existing and Future Daily Vehicle Movements (in +out)

Hamer Street (Weekday) Daily Vehicle Movements (in + out)

Existing Background (2017) Approximately 4,000

Future Background (minus ASB carpark + BST) Approximately 3,450

Future Background + Five Syndicate Bases Approximately 3,600

a. Beaumont Street

Beaumont Street is a busy local road with a five day average daily count of approximately 10,700 vehicles per day. It is therefore anticipated that it can easily accommodate the typical daily flows of 150 vehicle movements, given that traffic accessing Sealink will already be included in the background traffic on Beaumont Street, when the five syndicate bases on Wynyard Point operating during the Event phase. b. Beaumont/ Fanshawe Street Intersection

The 150 vehicle movements (in + out) a day associated with the five syndicate bases located on Wynyard Point are expected to be spread across the day, generally not during morning and evening peaks. The average number of vehicles entering and exiting Wynyard Precinct per day is approximately 36,000, 9 therefore in this context 150 vehicle movements (or an increase of less than 1%) are not considered to have a significant effect on any of the Fanshawe Street intersections.

As discussed in Chapter 3, it is recognised that the Beaumont/ Fanshawe Street intersections is significantly congested in the weekday evening period (4pm to 6pm) and queues were observed for a significant length along Beaumont Street back toward Jellicoe Street at times. The intersection remains busy (but with less congestion) in the weekday morning period (7am to 9am). However, in the context of recent 2017 traffic surveys during the AM peak (8am and 9am) when 487 vehicles entered the Fanshawe/Beaumont Street intersection, the typical 15 additional hourly generated only represent about a 1% change, which would unlikely to be discernible.

It is therefore considered that these typical servicing and delivery vehicle movements will have negligible impacts on the current operation of the Beaumont/ Fanshawe Street intersections.

9 Wynyard Quarter Traffic Generation Surveys, March 2017 Surveys, Flow

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 101

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Halsey Wharf VEC Base a. Halsey Street

The anticipated daily servicing and delivery vehicle movements for the Halsey Wharf / VEC base and 15 superyachts are likely to be approximately nine hourly movements (in + out) or 90 daily movements (in + out).

These anticipated daily movements are expected to be easily accommodated on Halsey Street, given the background daily traffic flows of approximately 8,000 to 10,000 vehicles per day between 2012 and 2015. Moreover, it is anticipated that these servicing and delivery will likely occur outside the morning and evening peaks. b. Halsey Street/Fanshawe Street Intersection

The anticipated vehicle movements for the ETNZ base at the VEC and 15 superyachts located within the Wynyard Wharf South Waterspace are likely to generate a total of approximately nine movements per hour through Wynyard Precinct or 90 vehicle movements per day. This is associated with the servicing, delivery and visitors for these activities.

These servicing and delivery trips are expected to spread across the day, but generally not during morning and evening peaks. As such, given the average number of vehicles entering and exiting Wynyard Precinct per day is approximately 36,000, 10 the 90 vehicle movements (or an increase of less than 1%) is not considered to have any significant effect on the road network operation in the Wynyard Precinct, including the Fanshawe Street intersections.

Moreover, in the context of the recent 2017 traffic surveys for the Wynyard Precinct access points, the typical nine hourly movements will represent less than 1% increase in either the current peak direction (1,370 to 1,520 movements) or total two-way (2,280 to 2,450 movements) movements during the weekday peak hours. It is considered that these additional demands would not have any noticeable adverse effect of the operation of the Halsey Street/Fanshawe Street intersection.

Hobson Wharf Base a. Lower Albert Street and Quay Street Intersection

Lower Albert Street and Quay Street are busy roads with approximately 22,000 vehicles per day and 13,000 vehicles per day respectively. Therefore, the predicted 38 daily vehicle movements or four movements per hour will have no noticeable effect, particularly as they will generally occur outside peak periods.

8.7 Property Access Effects Stolthaven South is being relocated to Stolthaven’s northern site with access from Hamer Street, so access for Stolthaven from Hamer Street (south) and Brigham Street will no longer be necessary, once this occurs. BST will also be vacating the site and Sealink are being relocated so longer require access.

10 Wynyard Quarter Traffic Generation Surveys, March 2017 Surveys, Flow

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 102

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

Of those remaining properties on Brigham and Hamer Street, current access arrangements will be maintained during the operation of the five bases on Wynyard Point. As the four proposed access driveways will replace four existing driveways, and will generally have low traffic volumes for the majority of the Event periods, it is anticipated that these would not have adverse impacts on any other driveways along Hamer Street.

8.8 On-Street Parking Effects Figure 8-3 shows the type of parking and the number of spaces available on Brigham and Hamer Street during the Events. The parking that will be removed will be as previously identified for the Construction phase.

Figure 8-3: Parking Spaces Available on Hamer Street and Brigham Street during Events

The parking to be permanently removed is therefore the same as identified during the Construction and Operational phases and the effects of this have been discussed previously. It is considered that the reduction in parking will result in additional significant impact on safe and efficient operation of transport network.

Moreover, unrestricted on-street parking can contribute significantly to encouraging staff travel to the bases by single occupancy cars. Therefore, the permanent removal of the unrestricted parking will can influence the reduction of single occupancy vehicle travel into Wynyard Precinct, which would be a positive outcome.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 103

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

8.9 Pedestrian and Cyclists Effects A footpath is recommended to be provided on the eastern side of Hamer Street, between the extension to Silo Park and the Northern Connector Road for the Operational phase in order to provide appropriate pedestrian access to the bases. With the implementation of the management plans noted above, particularly the Staff Travel Plan aimed at reducing vehicle movement numbers, and the existing high quality pedestrian environment and proposed additions, it is considered that the number of vehicle movements will be appropriately managed to avoid significant conflict with the pedestrian environment.

The number of servicing and delivery movements accessing the Wynyard Point bases via Beaumont, Hamer and Brigham Streets is not considered to have any noticeable effect in terms of the pedestrian/cycle shared path along North Wharf, particularly in the context of the existing vehicle movements and recent crash record. The stopping of part of Brigham Street will actually enhance the pedestrian use of North Wharf, as the interaction with vehicles currently experienced at this location will be removed.

The low hourly volume of servicing and delivery vehicles will pass through the Eastern Viaduct to reach Hobson Wharf, which is busy pedestrian activity area with the recent removal of the car parking spaces and in a temporary activation mode. In the context of the current and previous vehicle movements accessing the Eastern Viaduct area, it is considered that this will not have any noticeable adverse impacts. The impact on pedestrians sharing Hobson Wharf with the delivery and servicing vehicles has been discussed in Section 8.5 and will be mitigated through the management plans.

The servicing and delivery movements accessing Halsey Wharf via Halsey Street to the VEC base and superyachts are not considered to have any noticeable effect in terms of the pedestrian/cycle shared path along North Wharf / Karanga Plaza, particularly in the context of the existing vehicle movements and recent crash record. The impact on pedestrians sharing Halsey Wharf with the delivery and servicing vehicles has been discussed in Section 8.5 and will be mitigated through the management plans.

8.10 Public Access Effects During the Operational phase the ETNZ yard will be open, except for operational reasons such as boat launching and recovery. The entire eastern side of Halsey Wharf will be managed by Panuku on a “share with care” basis as part of the management of the whole wharf area. Public access around the entire wharf will be enabled.

Access to the water’s edge of Hobson Wharf will be significantly enhanced with new publicly accessible areas around the base on the northern, western and eastern sides during the Operational phase.

During the Operational phase the land between the base and the water, including Wynyard Wharf, will be publicly accessible and managed by Panuku, being controlled to allow syndicates to move boats from their bases to the water as necessary on a “share with care” basis.

8.11 Public Transport Effects The typical additional movements associated with the operation of the bases are not expected to have an impact on the operation of the bus services using Beaumont Street or Halsey Street, given the number and frequency of these services described in Chapter 3.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 104

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

AT will shortly be introducing an improved frequency of services (from July 2018) in the Wynyard Precinct, which will provide additional passenger capacity. It is considered that this will provide additional opportunity and would be expected to provide capacity to accommodate those staff wishing to utilise bus services to access the sites.

8.12 Summary On the basis of the proposed management plans (Syndicate Staff Travel Plans, Servicing Delivery and Guest Transport Plans and VEC Syndicate Base Traffic Management Plan), and mitigation summarised in Chapter 11 it is considered that the effects of the Wynyard Hobson base infrastructure (during the Operational phase) on the transport network can be managed appropriately.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 105

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

9 Assessment of Event Effects

9.1 Introduction The AC 36 Event phase includes the operation of the syndicate bases and superyacht berths, over a six month period from December 2020 to May 2021, including racing days for the AC36 event, which are expected to be the busiest periods. For any subsequent AC events held in Auckland, there will also be an equivalent six month Event window.

The effects of the base operations during the Events phase include additional traffic movements on the road network from the operation of these bases hosting larger events and the wider traffic effects on the Wynyard Precinct transport network from the increased movements associated with spectators and the superyachts. This includes impacts on pedestrians and cyclists, public transport services, property access and on-street parking. The proposed operational approach to the wider overlay for the Events has been previously described in Chapter 4 and a series of management plans will be implemented to manage those potential adverse effects.

Vehicles movements associated with the spectators and guests at the bases have the potential to have an adverse impact on the local roads, particularly in terms of the key intersections of Beaumont and Halsey with Fanshawe Street and the Lower Albert and Quay Street intersection. Hence, it is necessary to address these potential adverse impacts through specific management plans.

9.2 Reducing Staff Travel Impacts A Staff Travel Plan for the syndicate bases as discussed in section 8.2.2 will continue to be implemented in order to minimise single occupancy car travel and all private vehicle trips, by encouraging the use of car/van- pooling, public transport and active modes for travel to/from accommodation.

The same allocation of on-site car parking at each base will continue to be implemented in the Events phase as discussed in Section 8.4.

It is considered that this will assist in mitigating the potential adverse effects on the operation of the road network.

9.3 Loading, Servicing and Delivery Arrangements Servicing and deliveries will continue to be managed by the recommended Servicing, Delivery and Guest Transport Plans for Wynyard Point and Hobson Wharf along with the VEC syndicate base management plans. During the Event phase these Plans will include further restrictions on timing of deliveries in order to avoid conflicts with the peak periods of visitors/spectators within the Event area, as well as any hosting activities occurring within syndicate bases.

9.4 Traffic Operational Effects The effects of the base operations during the Events phase include additional traffic movements on the adjacent road network from the operation of these bases hosting larger events where between 300 (at Hobson Wharf and at each base on Wynyard Point) and 500 guests (at the ETNZ Base at the VEC) per base are expected. The effects of these hosting events are discussed below.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 106

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

9.4.1 Overview It is anticipated that teams will host guests in the evenings and on racing days at the bases. It is likely there will be approximately 30 racing days spread out over the six month event window for AC36 and any subsequent AC events held in Auckland. Guests are likely to attend evening events or spend time during the day watching the boats depart, race and return.

With five bases located at Wynyard Point this could be up to approximately 1,500 people in attendance a day/evening, which is not dissimilar to a small event being held at the VEC. This equates to between approximately 65 to 89 private cars and 34 taxis per base for a 300 capacity event. This is a total of between approximately 500 to 600 vehicles, if all five bases hosted a full capacity event at the same time.

The ETNZ base within the VEC could host up to approximately 500 people in attendance a day/evening. This equates to between approximately 180 to 149 private cars and 45 taxis, based on the anticipated mode shares. It is noted this is well below the capacity of a 2,000 small event that the VEC regularly hosts.

Hobson Wharf could host approximately 300 people in attendance a day/evening which equates to between approximately 65 to 89 private cars and 27 taxis arriving for an event at Hobson Wharf.

However, it is unlikely that all bases will host at the same time as not all syndicates may be racing that day and race start times are likely to be staggered so guest arrival will correspondingly be staggered. The frequency of base hosting will also reduce as teams are eliminated and not all bases will host every race day. It is also anticipated that most of the hospitality will be held on the weekend or the evenings, when traffic volumes are lower, or in the evening when the majority of vehicles are departing Wynyard Precinct via the intersection as guests are arriving.

Nevertheless, private vehicles/taxis arriving and departing at the bases for these weekday evening events do have the potential to adversely affect the efficient operation of the road network, particularly the Fanshawe Street intersections between 4pm and 6pm, and will therefore need to be carefully managed.

9.4.2 VEC / Halsey Wharf A VEC Traffic Management Plan (TMP) was prepared in June 2011, as a condition of the VEC resource consent and sets out the overall traffic management requirements of the operation of the VEC. Those matters contained in the TMP that are relevant include avoiding any adverse effects on the Fanshawe Street intersections between 4pm and 6pm on weekdays (excluding Public Holidays), parking provision and arrangements if travelling by private vehicle or taxi.

The measures that are recommended to be included as part of the VEC Syndicate Base Traffic Management Plan to manage the effects include the following:

 Vehicles associated with the pick-up and drop-off of guests at the ETNZ VEC base and for superyachts shall be minimised within Wynyard Precinct between 4pm and 6pm on weekdays (except Public Holidays). This includes taxis and private vehicles.  Alternative pick up and drop off points outside of Wynyard Precinct are communicated to guests who are arriving and departing between 4pm and 6pm on weekdays (except Public Holidays).  Parking on the Wharf shall be limited to up to 18 staff car parking spaces, which is consistent with the VEC consent for RFA and VEC staff/visitors.  No parking on Halsey Wharf for guests attending an event at the base or on a superyacht.  Guests who choose to use private vehicles to attend events at bases or on superyachts will be encouraged through communication to park in nearby public car parks outside of Wynyard Precinct  The excellent public transport options close to the VEC will be communicated to guests.  Limited use of the existing VEC taxi drop-off zone close to the front door for guests in combination with other pick-up and drop-off zones potentially located on Madden Street.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 107

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

 Potential temporary pick-up drop-off zones on Madden Street are recommended to be included in the EMP. This location will also be relatively convenient for guests, approximately 400m from the VEC, and will be communicated to guests.  Make taxi firms and operators aware there is no on-site drop-off and pick-up arrangements with the exception of disabled passengers and the taxi ranks within Wynyard Precinct should not be used between 4pm and 6pm on weekdays (except Public Holidays).  Promote taxis ranks on Jellicoe Street and further away on Lower Hobson Street to guests.

9.4.3 Wynyard Point Bases Approximately 25 bays located in the access lane will be utilised for guest drop-off and pick-up when bases are hosting guests. An on-site drop-off and pick-up facility is preferable to an on-street facility and this will contribute to Hamer Street operating more efficiently and safely. It is anticipated that the drop-off and pick- up areas will be sufficient to accommodate the private vehicles and taxis, as they are not expected to dwell for any more than a few minutes, so the bays will quickly turn over. Marshals will also be on-site to manage the bays to encourage a quick turn over and maintain efficient operation of the access lane. Any private vehicles looking to park on the site, who are not permitted to do so, will also be moved on by marshals.

Given the anticipated large number of private vehicles and taxi movements, one of the key objectives of this Plan will be to enable the safe and efficient operation of Hamer Street and Fanshawe Street intersections by minimising the number of vehicles entering Wynyard Precinct between 4pm and 6pm.

The measures that are to be implemented as part of the Wynyard Point Servicing, Delivery and Guest Transport Plan to manage the effects include the following.

 Vehicles associated with the pick-up and drop-off of guests at the Wynyard Point bases shall be minimised within Wynyard Precinct between 4pm and 6pm on weekdays (except Public Holidays). This includes taxis and private vehicles  Alternative pick up and drop off points outside of Wynyard Precinct are communicated to guests who are arriving and departing between 4pm and 6pm on weekdays (except Public Holidays)  Parking for base guests shall be limited to up to 20 spaces.  Guests who choose to use private vehicles to attend events at bases will be encouraged through communication to park in nearby public car parks outside of Wynyard Precinct  The public transport options close to Wynyard Point bases will be communicated to guests  Taxi operators will be made aware of the on-site drop-off and pick-up arrangements.  The on-street parking for private vehicles on Hamer Street and Brigham Street will be temporarily suspended on racing days during the Event phase (likely to be approximately 30 days) and will not be available for public parking (excluding the ‘Goods Vehicle Only’ spaces).

9.4.4 Hobson Wharf The measures that are to be implemented as part of the Servicing, Delivery and Guest Transport Plan for Hobson Wharf to manage the effects include the following:

 No parking on Hobson Wharf for guests attending an event at the base.  Guests who choose to use private vehicles to attend events at bases will be encouraged through communication to park in nearby public car parks.  The excellent public transport options close to the base will be communicated to guests.  Potential temporary pick-up drop-off zone on Lower Hobson Street is recommended to be included in the EMP and will be communicated to guests.  Make taxi firms and operators aware there is no on-site drop-off and pick-up arrangements with the exception of disabled passengers on Hobson Wharf.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 108

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

9.4.5 Summary It is considered that guest vehicle arrangements for the bases can therefore be satisfactorily implemented without significant adverse impacts on the operation of the road network provided Servicing, Delivery and Guest Transport Plans are prepared along with the VEC Syndicate Base Traffic Management Plan.

9.5 On-Street Parking Effects It is proposed that on-street parking on Hamer Street and Brigham Street for private vehicles, excluding the Goods Vehicles Only parking, will be temporarily suspended on racing days during the Events phase (likely to be approximately 30 days) and will not be available for public parking. As discussed previously parking on Brigham Street was suspended temporarily for the Volvo Ocean Race.

Given that this could potentially place more pressure on parking availability for local businesses, particularly when racing events occur at weekend, the remaining 37 P120 Goods Vehicles parking (Monday to Friday between 5am - 7pm) on Hamer Street could be extended to Saturday and Sunday to enable this parking to serve the local businesses on Hamer Street on racing days. The remaining eight unrestricted parking spaces at the southern end of Hamer Street could be temporarily converted to P120 Goods Vehicle Parking to serve the businesses at the southern end of Hamer Street and those currently observed parking on the footpath outside Titan Engineering.

The changes in any parking restrictions will be discussed with AT and will form part of the Parking Management Plan for Wynyard Precinct. However, if parking was not able to be suspended it is considered that this would not materially impact on the effects on the surrounding roads from an operational perspective. This is on the basis that limited availability of parking within the Wynyard Precinct will be clearly communicated to the public and guests through the EMP.

9.6 Public Access Effects During the Events, approximately 75m of the eastern side of Halsey Wharf will become a boat yard. Public access will be enabled on the remainder of the eastern side of the wharf between Karanga Plaza and the southern yard boundary. This space will provide pedestrian access into the public interactive zone within the VEC base building. The temporary closure of some of the eastern side of the wharf may in part be offset by the positive effect on access to the waters’ edge of the new breakwater at Halsey Wharf. The operation of the ETNZ base will also be likely attract more visitors to the northern end of wharf compared to the current use as a car park for the VEC and Fishing Industry.

Access to the water’s edge of Hobson Wharf will be significantly enhanced with new publicly accessible areas around the base on the northern, western and eastern sides during the Event phase.

During the Events phase, the yard areas of the Wynyard Point bases will be closed to public access.

9.7 Pedestrian and Cyclist Effects An assessment of the pedestrian movement in and around the bases on the racing days during the Events Phase is covered in Chapter 10 of this report.

On a day to day basis, outside of racing days, the servicing and delivery movements accessing Halsey Wharf via Halsey Street to the VEC base and superyachts are not considered to have any noticeable effect in terms of the pedestrian/cycle shared path along North Wharf / Karanga Plaza, particularly in the context of the existing vehicle movements and recent crash record.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 109

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

On a day to day basis, outside of racing days, the servicing and delivery movements accessing the Hobson Wharf via Eastern Viaduct to the base and superyachts is not considered to have any noticeable effect in terms of the pedestrian/cycle area along the southern side of Eastern Viaduct particularly in the context of the existing vehicle movements and recent crash record. It may also be that the Eastern Viaduct will become part of the AC Village similar to the Volvo Ocean Race Village at this time particularly closer to the racing.

9.8 Public Transport Effects Effects on bus services within Wynyard Precinct and near the Eastern Viaduct, on day to day basis, are expected to be the same as described in Chapter 8. Any increase in the public transport demand associated with the racing days will be addressed by the EMP.

9.9 Summary On the basis of the proposed EMP, and mitigation summarised in Chapter 11, it is considered that the operational effects on the transport network of the Wynyard Hobson base infrastructure (during the Events phase) can be managed appropriately.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 110

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

10 Event Pedestrian Capacity Assessment

An initial pedestrian capacity assessment of public access areas during the Events has been undertaken covering new publicly accessible space at the ends of Halsey Wharf and Hobson Wharf and the Wynyard Wharf breakwater. The “America's Cup - Pedestrian Capacity Assessment Report” is in Appendix F.

10.1 Assessment Summary The assessment provides an initial estimate of the maximum number of visitors that can be accommodated in these viewing areas. Public space at the end of Halsey Wharf could safely accommodate approximately 2,300 people and up to 1,000 visitors on the Wynyard Wharf breakwater.

Emergency evacuation capacity has been identified as the key constraint to the occupancy of the extended Hobson Wharf. There is a single access route in/out of the wharf and capacity is likely to be in the range of 980 to 2,550 people. Operational constraints such as access provision and emergency egress are limiting factors to the pedestrian capacity of these areas. An initial cap of around 1,000 people is seen as an appropriate indicative safe occupancy level on the Hobson Wharf. Given the complexities of the areas, the pedestrian capacity of each wharf and other event spaces will be refined and quantified using dynamic simulation modelling.

While this assessment is limited to the immediate area around the team bases, there are a wide range of pedestrian access and vantage points in and around the Viaduct Harbour and Wynyard Precinct that may be used and activated during the event. These include Queen’s Wharf, Princes Wharf, Eastern Viaduct, Te Wero Island, Karanga Plaza, North Wharf and Silo Park. These locations are expected to remain accessible to the public when operational requirements restrict access at the southern end of Halsey Wharf and the northern end of Wynyard Point. North Wharf provides an excellent vantage point for Bases C-G and an east- west thoroughfare connecting Wynyard Point to Viaduct Harbour. It is expected to be a busy area and will need close monitoring and proactive management to allow safe public viewing. This is discussed previously in Chapter 4.

A high level of event management and stewarding is expected to be in place during an event, which will provide for crowd management and direction of people. Once the temporary event overlay is established, detailed pedestrian modelling is recommended to support event management planning and operations. Assuming that the resultant maximum loading is not exceeded then access, circulation and egress on the wharf should be operable within acceptable levels of pedestrian congestion.

Key bottlenecks for pedestrians are likely to be centred on the access routes to each wharf and include Wynyard Crossing, North Wharf, Eastern Viaduct, Te Wero Island plus access to Quay Street. Final event overlays shall be developed in conjunction with further detailed modelling which are recommended as consent conditions. An event management plan will then be developed accordingly, together with any other requirements of the fire/egress assessments (reported on separately) and requirements imposed by the statutory authorities.

The indicative range of localised transport management measures, including those relating to pedestrian management (which will be informed by later more detailed pedestrian modelling, as further detail of the event overlay is understood) have been discussed in Section 4.3.6 and are shown indicatively in Figure 4-2.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 111

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

11 Summary of Mitigation Measures

11.1 Introduction This chapter provides a summary of the recommended mitigation measures to address the transport effects of the Wynyard Hobson physical infrastructure during the construction, operational and Event phases.

11.2 Overall Event Management The EMP is the main mitigation tool and should be implemented, when a significant event is held on Halsey Wharf and to also manage the effects of the five bases on Wynyard Point. This is a recommended condition of consent. The EMP will identify of a range of event modes which may differ according to location, duration, timing and occupancy. This will reference and align with the ‘Key Principles for Delivering Events’ from Auckland Council’s Events Policy. The EMP will be developed in consultation with relevant stakeholders and a Stakeholder Engagement / Communication Plan will be prepared.

The types of plans included under the umbrella of the EMP are shown in Figure 11-1. These include an Event Transport Plan, Pedestrian Management Plan, TMP and Emergency Management Plan. It is noted that the Servicing, Delivery and Guest Transport Plans, along with the VEC syndicate base management plan for the Wynyard Hobson activities will form part of the Event Transport Plan.

Event Management Plan

Stakeholder Communication Plan

Pedestrian Traffic Management Emergency Event Transport Plan Management Plan Plan Management Plan

Figure 11-1 Event Management Plan Framework

The measures contained within each of these plans provide the overall mitigation of the Events, details for which are still to be fully confirmed. For the Event Transport Plan, it will be important to prepare a Travel Demand Strategy to discourage driving and this will need to be clearly communicated to the public along with the promotion of sustainable modes of travel.

The Pedestrian Management Plan will provide dedicated access routes for different users, identify signage and wayfinding and implement access control across the wharfs. This will be informed by further detailed pedestrian modelling, which will need to be undertaken once the overall extent of the wider Events are better understood.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 112

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The TMP will manage the circulation of vehicle and parking movements in combination with the Event Transport Plan and there will be a need for SSTMPs, which will address matters such as, but not limited to, any temporary parking restrictions and road closures during the event.

The Emergency Management Plan will develop operational and emergency management plans to include evacuation requirements, which are integrated with other local evacuation plans, identify public address and communications plans for the event site, provide signage and wayfinding and establish an operational and emergency control rooms.

11.3 Construction Phase Mitigation The main mitigation measure for the construction phase is the production of a CTMP, as per the CTMP Framework provided in Appendix E, which it is recommended is provided for as a condition of consent.

In particular, specific measures are recommended to be included in the CTMP to prevent heavy truck movements and deliveries into Wynyard Precinct between 7am and 9am and 4pm and 6pm on weekdays, as well as undertaking more significant concrete pours in the early hours of the morning. It is considered that this will satisfactorily address the potential adverse effects of the construction activities on the efficient operation of access intersections to the Wynyard Precinct, particularly on Fanshawe Street.

The CTMP will also include the following specific measures:

 Provision of new Northern Connector road to the north of proposed Base C providing access between Brigham Street and Hamer Street to be in place in advance of the closure of Brigham Street.  Restrict trucks from using Daldy Street unless specifically required for large infrequent deliveries.  Maintain accesses from Brigham Street for any remaining activities / properties, which may include temporary access for BST and Sealink via the southern part of the Sail NZ / ASB car park site.  Safe pedestrian access for construction staff to Bases C – G is provided via a new footpath on the eastern side of Hamer Street.  Coordination with the marine and fishing industry and NZ Maritime Museum regarding access and traffic management arrangements for Halsey Wharf and Hobson Wharf.  Monitoring and remediation of landscaping and pavements on construction haul routes, particularly where new street upgrades have been completed.

A Construction Staff Travel Plan is also recommended to be prepared, as a consent condition, to minimise single occupancy vehicle trips in and out of Wynyard Precinct and no parking will be provided on site for workers. Measures that could be included in the Construction Staff Travel Plan include (but are not limited to) car or van pooling from contractor depots outside the Wynyard Precinct, as well as potentially providing staff with information on preferential parking locations and rates for those ride sharing. This will be developed in liaison with the WQTMA and AT.

With regard to pedestrians and cyclists, measures to raise the awareness of pedestrians and cyclists travelling east-west on North Wharf of truck movements will be included. This would be part of overall coordination for the safe movement of pedestrians and cyclists across the Wynyard Precinct, as part of other construction activities that are likely to be occurring in the same period.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 113

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

The construction methodology will, wherever possible, look to undertake activities from the water to minimise the number of truck movements on the road network. Another opportunity to minimise the truck movements could be to use the Firth Concrete Plant, as there would then be less concrete truck movements to/from the wider road network and using the Fanshawe Street to access Wynyard Precinct. However, neither of these opportunities have been accounted for in assessing the impacts of construction traffic.

Consultation with AT to ensure the timing and staging of any planned streetworks within the Wynyard Precinct, or in the City Centre near Hobson Wharf, can be managed in conjunction with the base infrastructure construction periods will also assist in managing the construction effects.

11.4 Operational Phase Mitigation The main mitigation tool for the Operational phase is the preparation of Syndicate Staff Travel Plans and the Servicing, Delivery and Guest Transport Plans for Wynyard Point and Hobson Wharf, along with a new VEC Traffic Management Plan and a new VEC Marine and Fishing Industry Management Plan.

The Syndicate Staff Travel Plans will be developed and implemented in liaison with AT and the WQTMA with the aim of minimising single occupancy car travel and all private vehicle trips, by encouraging the use of car/van-pooling, public transport and active modes for travel to/from accommodation.

In combination with the Syndicate Staff Travel Plans, no parking will be provided on Hobson Wharf to help to manage the number of private vehicles entering and leaving these areas. However, the very limited parking proposed for Wynyard Point (generally prioritised for those carpooling or late working staff and/or visitors) and will be carefully managed. The previously consented VEC parking spaces will remain at Halsey Wharf.

The Northern Connector Road will continue to operate, as a diversion route following the stopping of part of Brigham Street along the front of Bases C – G. In terms of mitigating any effects on pedestrians, the recommended footpath on the eastern side of Hamer Street, between the extension to Silo Park and the Northern Connector Road, will enable staff and visitors to access the Wynyard Point syndicate bases.

11.5 Events Phase Mitigation During the Events phase, the syndicate bases will continue to operate in accordance with the Syndicate Staff Travel Plans to manage single occupancy vehicle movements by staff and encourage the use of alternative transport modes such as carpooling, walking and cycling and use of public transport.

In the Events phase, the two Servicing, Delivery and Guest Transport Plans and VEC Syndicate Base Traffic Management Plan will include measures such as additional restrictions relating to servicing and delivery vehicle movements on race days and at peak pedestrian times. In addition, given the anticipated large number of private vehicles and taxi movements expected at the Wynyard Precinct bases hosting guests during weekday evenings, a key objective of these Plans will be to enable the safe and efficient operation of Hamer Street and Fanshawe Street intersections by minimising the number of vehicles entering Wynyard Precinct between 4pm and 6pm.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 114

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

As part of the various plans within the EMP, a range of wider area transport management measures and more localised measures will be implemented. The more localised transport management measures to be implemented on racing days during Events to assist in managing the Events, will include measures such as:

 Proactive management of North Wharf to maintain circulation of pedestrians, whilst allowing for safe public viewing.  Marshalling and management of pedestrian and vehicle access at the syndicate bases, as part of the Event Transport Plan, Pedestrian Management Plan, as well as the other Management Plans.  Marshalling and management of pedestrian access to Wynyard Wharf breakwater, Hobson Wharf and southern breakwater, as part of the Pedestrian Management Plan.  Identification of temporary private bus and coach pick-up / drop-off location, possibly using existing facilities on Madden and Halsey Streets, as part of the Coach Management Plan / Strategy.  Identification of temporary pick-up / drop-off location/s for taxis and private hire vehicles.

Potentially, to assist in managing the impacts on Wynyard Crossing (the opening bridge), mitigation measures could include wayfinding signage and activations on alternate route/s (such as via along the southern edge of the Inner Viaduct Harbour). This would be informed by more detailed pedestrian modelling, which will guide the pedestrian operational procedures and management plans, to be included in the Pedestrian Management Plan.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 115

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

12 Conclusions

This report provides an assessment of the traffic and transport effects of the construction, operation and use of the America’s Cup Wynyard Hobson physical infrastructure. This includes traffic and transport effects of:

 The Construction phase.  The Operational phase, including the permanent stopping of part of Brigham Street.  The Events phase including a high-level pedestrian capacity assessment of the publicly accessible wharves and breakwaters during the Events.

12.1 Overall Event Management The proposed Event will enable Auckland to host prestigious and large scale international events, which in turn will attract visitors and contribute to the vibrancy of Auckland’s waterfront. The Events will be temporary in nature, with busier periods (when yacht racing occurs on around 30 days) and many quieter periods of activity.

As with any large event, a degree of disruption to normal travel patterns is expected. Any adverse effects on the surrounding area will be temporary and can generally be avoided or mitigated through the Events' design, location and operational and management measures.

The EMP is the main mitigation tool and is recommended to be implemented through consent conditions. The EMP will identify of a range of Events' modes, which may differ according to location, duration, timing and occupancy. It will reference and align with the ‘Key Principles for Delivering Events’ from Auckland Council’s Events Policy. The EMP will be developed in consultation with relevant stakeholders and the preparation of a Stakeholder Engagement / Communication Plan.

The types of plans included under the umbrella of the EMP include an Event Transport Plan, Pedestrian Management Plan, TMP and an Emergency Management Plan. It is noted that the Servicing, Delivery and Guest Transport Plans, along with the VEC Syndicate Base Traffic Management Plan will form part of the Event Transport Plan and are also recommended as part of the consent conditions.

12.2 Construction Phase It is considered that the temporary effects of the construction of the Wynyard Hobson base infrastructure on the transport network can be managed appropriately with the preparation of a CTMP and CSTP.

The CTMP, recommended as a condition of the consent, will include (but not be limited to) specific measures to prevent truck movements into Wynyard Precinct from 7am to 9am and 4pm to 6pm on weekdays and to undertake more significant concrete pours in the early hours of the morning, which will protect the operation of access intersections to the Wynyard Precinct. Coordination with the marine and fishing industry and the NZ Maritime Museum regarding access and traffic management arrangements is also an important measure of the CTMP.

It is recommended that Construction Staff Travel Plans are also prepared to minimise single occupancy vehicle trips in and out of Wynyard Precinct and the City Centre and no staff parking is provided on the sites.

Mitigation includes the provision of the Northern Connector Road, as a diversion route following the stopping of part of Brigham Street along the front of Bases C – G to mitigate the effects of this closure and a footpath on the eastern side of Hamer Street, between the extension to Silo Park and the Northern Connector Road.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 116

America's Cup: Wynyard Hobson Traffic and Transport Technical Report

12.3 Operational Phase On the basis of the proposed management plans (the Syndicate Staff Travel Plans, the Servicing Delivery and Guest Transport Plans and the VEC syndicate base management plans), and other mitigation it is considered that the effects of the Wynyard Hobson base infrastructure (during the Operational phase) on the transport network can be managed appropriately. This includes the ongoing provision of the Northern Connector Road and the footpath on the eastern side of Hamer Street.

12.4 Event Phase On the basis of the proposed EMP and mitigation proposed in relation to the hosting of guests at the Wynyard Precinct syndicate bases, it is considered that the operational effects of the Wynyard Hobson base infrastructure (during the Events phase) on the transport network can be managed appropriately.

12.5 Summary Whilst recognising that the temporary effects of Construction and Event phases lead to some general disruption to normal travel patterns, it is considered that the potential adverse transport effects of the America’s Cup Wynyard Hobson physical infrastructure can satisfactorily managed with the mitigation recommended in this report, so overall the adverse effects will be minor or less.

In addition, it is anticipated that the proposed mitigation measures in the Operational phase will satisfactorily manage potential adverse effects, including the permanent stopping of part of Brigham Street, so the adverse effects will be minor or less.

Beca // 12 April 2018 3233847 // NZ1-15046384-2 // page 117