PROPOSED BRIDGE REPLACEMENT

WYNYARD CROSSING

TRANSPORT ASSESSMENT

Prepared By: Todd Langwell

June 2019 Reference: 19148 Issue C – Final

Auckland Office: P O Box 60-255, Titirangi, 0642 Level 1, 400 Titirangi Road, Titirangi Village Tel: (09) 817 2500 Fax: (09) 817 2504 www.trafficplanning.co.nz

Project Information:

Client Panuku Development Auckland

Job Number 19148

Title Proposed Bridge Replacement - , Wynyard Quarter - Transport Assessment Prepared By Todd Langwell

Date June 2019

Document History and SSStatusStatus

Revision Date Issued Reviewed By Approved by Date approved Status

A 26/05/2019 Todd Langwell 31/05/2019 Draft

B 12/06/2019 Todd Langwell 13/06/2019 Updated Draft

C 13/06/2019 Todd Langwell 14/06/2019 Final

This document and information contained herein is the intellectual property of Traffic Planning Consultants Ltd and is solely for the use of Traffic Planning Consultants Ltd contracted client. This document may not be used, copied or reproduced in whole or part for any purpose other than that for which it is supplied, without the written consent of Traffic Planning Consultants Ltd. Traffic Planning Consultants Ltd accepts no responsibility to any third party who may use or rely upon this document.

Proposed Bridge Replacement Wynyard Crossing, Wynyard Quarter Transport Assessment Issue C – Final Ref: 19148

TABLE OF CONTENTS

1.0 INTRODUCTION...... 1

2.0 BACKGROUND & CONTEXT ...... 2 2.1 The Existing Bridge – Purpose, Design & Operation ...... 2 2.2 Surrounding Walking Facilities ...... 4 2.3 Surrounding Cycling Facilities ...... 6 2.4 Current Walking & Cycling Demands ...... 7 2.5 Future Walking & Cycling Demands ...... 8 2.5.1 Summary...... 10 2.6 Adjacent Road Network ...... 11

3.0 THE PROPOSAL & DESIGN ASSESSMENT ...... 12 3.1 General Description ...... 12 3.2 Suitability of Shared Use ...... 13 3.3 Design Width ...... 15 3.4 Design Gradients ...... 17 3.4.1 Gradients - Pedestrian Requirements ...... 18 3.4.2 Gradients – Mobility Requirements ...... 18 3.5 Balustrade Design ...... 19 3.6 Bridge Opening / Closing Operation ...... 20 3.7 Bridge Surface ...... 21 3.8 Other Bridge Comparisons & Benchmarking ...... 21 3.8.1 The Webb Bridge – , Australia ...... 21 3.8.2 The – Melbourne, Australia ...... 22 3.8.3 The Evan Walker Bridge – Melbourne, Australia...... 22 3.8.4 The Seafarers Bridge – Melbourne, Australia ...... 23 3.8.5 The Millennium Bridge – London, United Kingdom ...... 23

4.0 CONSTRUCTION RELATED TRANSPORT EFFECTS ...... 25

5.0 PROPOSED TEMPORARY BRIDGE ...... 27

6.0 CONCLUSIONS ...... 29

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1.01.01.0 INTRODUCTION

The Wynyard Crossing is located within the Viaduct Harbour, to the west of Auckland’s Central Business District (CBD). It connects Te Wero island with Wynyard Quarter adjacent to Karanga Plaza and provides an east/west link for walking and cycling between Wynyard Quarter and Downtown Auckland, while maintaining boat access to the Inner Viaduct Harbour.

Wynyard Crossing

Te Wero Island Outer Wynyard Viaduct Quarter

Karanga Plaza

Inner Viaduct

Figure 111 ––– Bridge Location Source: wises.co.nz

The application involves the removal of the existing Wynyard Crossing bridge which has reached the end of its design life. The existing bridge was designed and consented as a temporary bridge. The existing bridge will be replaced by a new permanent bridge. It is expected that the construction will take approximately 9 months. During this period a temporary crossing will be established to the south of the existing bridge beyond the Tidal steps.

The proposed bridge is described in more detail in the Assessment of Environmental Effects attached to application. In summary, it is to be a double-leaf bascule bridge along the same alignment as the existing bridge. Bridge approaches will connect the proposed bridge to land (Te Wero Island and Wynyard Precinct), either side of the double leaf bascule.

This report has been prepared to provide an independent transport assessment of the proposed bridge, including its construction and the temporary crossing. It describes the nature of the transport environment into which the bridge exists; sets out and assesses the transport characteristics of the design and its likely impacts on the immediate transport environment.

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2.02.02.0 BACKGROUND & CONTEXT

2.12.12.1 The Existing Bridge ––– PurposePurpose,, Design & Operation The existing Wynyard Crossing bridge was designed and constructed to provide pedestrian and cycling across the Viaduct Harbour. It connects Te Wero Island with Wynyard Quarter adjacent to Karanga Plaza and provides an east/west link for walking and cycling between Wynyard Quarter and Downtown Auckland.

It was planned as a temporary bridge and was completed in 2011. It was intended to operate for a 6-year design life when a permanent bridge was intended to be completed. The design of the structure and operating equipment reflected its temporary nature and enabled simple cost- effective construction and subsequent removal in future.

From a walking and cycling perspective, the bridge has had significant benefits for several user groups including commuters, recreational users, tourists and visitors. It is therefore important to maintain and a safe and reliable pedestrian and cycle connection and boat access to the Inner Viaduct Harbour.

Figure 222:2: Existing Bridge

The existing bridge has a total span of 96.0 metres between landing at each. The section of bridge that lifts has a span of 46.0 metres and is slightly offset towards the west of the overall span. The section of bridge that pedestrians need to be cleared from in order for the bridge to be lifted amounts to some 76.0 metres.

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The minimum clear operating width through the main and middle span of the bridge that lifts to allow boats to pass is 4.3 metres. Slightly wider approaches (5.0 metres wide) are provided either side of the main span and accommodate control gates that hold pedestrian and cyclists and the cable systems for lifting the bridge. The gate system provides a constrained “gateway” onto the bridge that signals to all users the presence of the bridge ahead and assists in managing speeds of cyclists (including other modes such as electric scooter and skateboards). Immediately outside the bridge structure, the approaches widen to more than 10 metres within Wynyard Quarter (between Karanga Plaza and the former Viaduct Events Centre, now occupied by Emirates Team ) and Te Wero Island.

The existing bridge span provides for various gradients throughout the approaches to and across the bridge with a maximum grade of 1 in 20 (5%). There are no mobility platform respite areas provided through the 96.0 metre span of the bridge and the flat landing areas of Te Wero Island and Karanga Plaza sides of the bridge.

Figure 333:3: Bridge Approach & Control Gates

The day to day operation of the bridge consists of the bridge being down and open to free movement by various user groups in shared use environment except when being opened to allow marine traffic to pass to and from the Inner Viaduct Harbour. Observations made during peak and off-peak times identify that pedestrians and cyclists generally move freely and in an uncongested manner with little disruption or delay. Cyclists typically do not dismount when crossing the bridge but adjust their speeds according to the level of pedestrian activity.

The scheduled opening time for the bridge is every 20 minutes during the morning and evening peak pedestrian periods (Monday - Friday excluding statutory holidays: 7:30-9:00am and 4:00- 5:30pm) however if no vessels require passing then the bridge will not open. At all other times the bridge opens on demand.

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When the bridge is opening and closing for marine vessels to pass, pedestrian and cyclists are held clear of the main bridge span. This operation will typically take between 5 and 9 minutes depending on the number of vessels passing. This period includes time for the bridge to clear of pedestrian, for the middle span to open, marine vessels to pass and for the bridge to close again. During this time, and on a typical day, up to 200 pedestrians and cyclists can be waiting either side of the bridge. When proceeding after the bridge is closed, movement for both pedestrians and cyclists is much slower and constrained. Most cyclists tend to dismount and push their bicycles until such time as they can move more freely.

2.22.22.2 Surrounding Walking Facilities Within the Viaduct Harbour and Wynyard Quarter area is an extensive network of pedestrian paths and links both alongside and between the streets and through open space areas. Footpaths are generally wide and flat and being close to the CBD is within relatively easy walking distance to major transport hubs including the Britomart Transport Centre and Ferry terminals. Where appropriate formal crossing points are provided for pedestrians to cross carriageways.

Immediately to the east and west of the Wynyard Crossing is Te Wero Island and Karanga Plaza. These provide large open spaces areas for people to walk freely to and from the bridge. Te Wero Island, together with the Eastern Viaduct and historic wharf lifting bridge that connect them, provide a direct connection between the Wynyard Crossing and Quay Street. Typically, about 125.0 metres long and 45.0 metres wide Te Wero Island provides a broad clearly defined shared street (pedestrians, cyclists & vehicles accessing marine berth parking) generally 15.0 metres wide and a parking area for adjacent marine berths. However, given its large size relative to volumes of pedestrian, cyclist and vehicles it rarely experiences moments of congestion unless there is a significant event occurring on the island or in the Viaduct Harbour area.

Figure 444:4: Te Wero Island

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Karanga Plaza a large open space measuring about 85.0 metres by 45.0 metres. Between the plaza and the former Viaduct Events Centre / Emirates Team New Zealand America’s Cup base is a clearly defined walking street on the approach to Wynyard Crossing about 12.0 metres wide. The walking street also connects to North Wharf towards the west where several restaurants and bars are located and is a key destination within Wynyard Quarter. Vehicle access to Halsey Wharf and the Viaduct Event Centre is obtained via the walking street. Pedestrians and cyclists share the same space in this area and it rarely experiences moments of congestion unless there is a significant event.

Figure 444:4: Walking street between Karanga Plaza and the Emirates Team New Zealand base

The alternative pedestrian routes that connect Wynyard Quarter to the Auckland CBD are all located to the south of the Wynyard Crossing. As illustrated in Figure Figure 5 below, there are three available routes for pedestrians:

. Fanshawe Street; . Viaduct Harbour Avenue & Customs Street West and East; and . Around the waters edge of Viaduct Harbour.

Each route has varied distances and walking times and pedestrian facilities. The shortest, and safest route around the Viaduct Harbour water’s edge would require walking an additional 625 metres or approximately 8.5 minutes of waking time 1.

1 Based on a walking speed of 1.22m/sec.

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2.32.32.3 Surrounding Cycling Facilities Increasingly, more people are choosing to cycle for transport or for recreation. Accordingly, the creation cycle paths through Viaduct Harbour and Wynyard Quarter has been a priority in recent years. Figure 5 illustrates the current facilities for cycling in the immediate area of the Wynyard Crossing.

A network of shared paths and protected cycle lanes are provided through the Wynyard Quarter, Viaduct Harbour and Auckland CBD. A shared path is available on Beaumont Street between Jellicoe Street and Fanshawe Street, and then through Westhaven Drive to connect to the Westhaven Promenade. North Wharf, Wynyard Crossing and Te Wero Island and the Eastern Viaduct are identified as a “Quite Route” suitable for cycling. Within Wynyard Quarter Precinct the Daldy Street linear park is nearing completion and includes shared paths for cyclists and pedestrians.

There is also an on-road cycle route from the eastern tip of Westhaven Drive into the city travelling along Beaumont Street, Gaunt Street, Viaduct Harbour Avenue, Customs Street West, and terminating at the intersection with Market Place. Further connections are also being planned by Auckland Transport on Market Place and Lower Hobson Street within the next two years. This route is a more direct route into the city from Westhaven and is suitable for cyclists comfortable sharing the road with cars.

Figure 555:5: Nearby Cycle Routes Source: at.govt.nz

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Further upgrades are expected to extend the Auckland cycle network around the waterfront. There are plans to provide cycle connectivity with the North Shore for cycling (and walking) across the Harbour Bridge (SkyPath) and around the foreshore of Shoal Bay (SeaPath).

SkyPath is an enclosed shared walking and cycling path typically 4.0 metres wide. It maintains an uncluttered shared space of 4.0 metres width with additional 2.0 metres extensions for six observation decks at the structural piers . It will connect Westhaven to Northcote Point.

SeaPath is a 3.0 km long shared walking and cycling connection between Northcote Point and Esmonde Road, Takapuna. The width is expected to be like other walking and cycling facilities adjacent to motorways, such as the shared paths alongside the North-Western Motorway (SH16) and South-Western Motorway (SH20).

2.42.42.4 Current Walking & Cycling Demands Walking and cycling (including e-scooters) movements across the Wynyard Crossing are constantly being monitored by Panuku Development Auckland. Recent counts were completed in the 12 months between 1 March 2018 and 28 February 2019. The level of pedestrian and cycling activity through the year are illustrated in Figure 66.

The monitoring identified that a total of about 4,425,000 pedestrians and 260,600 cyclists used the crossing over the 12-month period at an average of 12,122 pedestrians and 714 cyclists per day.

On average weekend days were busier than weekdays with about 14,100 compared to 12,400 total movements per day. Also, of note is that pedestrian movement on the bridge makes up 94% of the total users on the bridge.

Figure 666:6: Daily PedestrianPedestrian/Cycle/Cycle Movements (Mar 2018 ––– Feb 2019) Source: Panuku Development Auckland

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There is a significant range in the number of movements across the bridge of between about 2,500 to 40,000 2 per day. This is largely dependent on seasonal factors and weather as well as whether there were events on the waterfront that would influence demands. Nevertheless, it is important to note that since the monitoring was measuring throughput, this the existing bridge was able to accommodate over 20,000 movements per day under its current width and operating conditions.

In terms of hourly flows throughout the day, Figure 7 illustrates the typical profile through a 24- hour period based on the average 15-minute increments over the same 12-month period. There are three distinctive peak periods during the morning, midday and evening peak periods. The maximum average hourly flow was recorded at 1,122 movements across the bridge during the evening peak period.

Figure 777:7: Average 2424----HourHour Daily Profile Source: Panuku Development Auckland

2.52.52.5 Future Walking & Cycling Demands There are a few of key publications that discuss and predict the future pedestrian and cyclist movements to and from Wynyard Quarter.

Wynyard Quarter Plan Change Project ––– Transportation Working Paper 3 ––– Alternative Modes (((Beca(BecaBeca)) ––– July 2007 This report examined the role of alternative modes from the full development of Wynyard Quarter based on the proposed Plan Change as at July 2007.

2 39,204 pedestrians and 1,395 cyclists were measured on Saturday 10 March 2018. This is significantly higher than the next daily total on 31 December 2018 where 29,311 pedestrians were recorded.

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It predicted that pedestrian movements across Te Wero Bridge would be between 10,000 and 20,000 per day, with peak flows ranging from 900 to 1,400 movements per hour. No predictions were made on cycling movements.

Te Wero Bridge Transportation Assessment (Flow Transportation Specialists) --- May 2008 The Te Wero Bridge Transportation Assessment prepared by Flow Transportation Specialists in May 2008 adopted the same mode split percentages for walking and cycling in determining future trip demands on the Te Wero Bridge. These predictions were based on on the full development of Wynyard Quarter plus predicted recreational and tourism demands. This assessment assumed a maximum development within Wynyard Quarter of up to approximately 700,000m² gross floor area (GFA).

It predicted that the future land use in the Wynyard Quarter would generate a total of 18,350 walking trips per day and 1,720 cycling trips per day. Walking is therefore expected to contribute considerably greater proportion of the predicted mode use compared with cycling.

Of these trips, 40% of pedestrians and 60% of cyclists have been assumed travelling from/to the east. As a result, 3,650 pedestrian trips and 650 cyclist trips associated with the Wynyard Quarter development are predicted to be attracted to the bridge, on a weekday.

In addition to these trips, the 2008 assessment predicted that a further 2,800 pedestrians and 160 cyclists would be associated with recreational and tourist trips using the bridge on weekdays with a total of 6,450 pedestrians and 810 cyclists using the bridge daily.

On weekends, the assessment also predicted up to 5,400 pedestrians and 240 cyclists would use the bridge daily.

Combining the above and assuming approximately 10% of trips will occur in one peak hour period results in the following estimate of pedestrian and cyclist demand on Te Wero Bridge were predicted to be in the order of 645 pedestrians and 81 cycles using the bridge.

Wynyard Quarter Transport Strategy ––– Pear Review Report (((Arup(ArupArup)) ––– October 2014 This report undertook a transport peer review to aid in the development of a transport plan to meet the growing needs of Wynyard Quarter. It anticipated employees and residents within Wynyard Quarter to grow to 25,000 and 2,300 respectively.

It identified the Wynyard Crossing Bridge will be a vital route for pedestrians and cyclists linking Wynyard Quarter to the Auckland CBD. It predicts that walking and cycling numbers on the bridge will increase by a factor of six or seven from the volumes measured in 2014.

It predicts that with the full development of Wynyard Quarter and following the target mode split during the peak hours of 14% walking and 3% cycling, a total of about 2,300 walking trips and 480 cycling trips would enter the Wynyard Quarter during an AM Peak hour.

These flow demands related only to land use within Wynyard Quarter, was through all access points and related only to inbound AM peak demands. No account has been taken of outbound movements or any trips associated with recreational and tourist activities.

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Assuming the same distribution as the Flow 2008 report of 40% of pedestrians and 60% of cyclists using the bridge, this would amount to about 920 pedestrian movements and 290 cycle movements travelling westbound across the bridge per hour by the year 2030.

Assuming a directional split of 80% inbound and 20% outbound during the AM peak period, this would amount to an estimated total two-way flow of 1,150 pedestrians and 360 cyclists during a peak hour.

2.5.1 Summary Although vastly different in their predictions, given the current measured flows on Wynyard Crossing are already in the range predicted by the Beca and Arup assessments and with further development yet to happen, it is likely that demands for walking and cycling on the Wynyard Crossing will grow and continue to be a popular route.

The Arup report also considered development growth within Wynyard Quarter based on a development schedule between 2014 and 2030. At the time of the report, development was on schedule and assuming this will continue as planned, the number of combined inbound AM peak walking and cycling trips were expected to increase from 1,255 in 2019 to 2,822 in 2030 or an increase of about 125%.

Applying this growth to current measured typical demands on Wynyard Crossing, peak hour movements could be expected to increase from an average of 1,122 to 2,500 walking and cycling trips by 2030.

Another added demand to consider is the introduction of the SkyPath on the Harbour Bridge which is expected to increase the number of cyclists travelling through the Wynyard Quarter and potentially across the bridge. It will be influenced by several factors including travel times for commuter cyclists using SkyPath and what would be a more desirable and safest route for recreational cyclists heading to and from SkyPath.

Auckland Transport are currently upgrading a more direct route suitable for commuter cycling between Westhaven Drive and the Auckland CBD through Gaunt Street, Viaduct Harbour Avenue and Customs Street West. Shared paths have also recently been introduced on Beaumont Street and Daldy Street connecting to North Wharf and the Wynyard Crossing which are more suited to recreational cycling but may well be used by some commuters.

The recent introduction of e-scooters and their growth in use is also a factor to consider with future demands. This, however, is not likely to increase the number of movements on the bridge significantly but provide a shift in mode to e-scooters from walking, cycling and potentially vehicles and public transport entering and exit Wynyard Quarter.

There are no clear data on what SkyPath, or the e-scooter demand on the bridge will be, however for the basis of this assessment any added demand relating to these modes are considered to be no more than 50% of current demands or about 35 additional cycle movements during the peak hour. This would also result in an increase in split of cycle user on the bridge from 6% to 9% of the total demand on the bridge.

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Based on 9% of total users the predicted split of users on the bridge would be in the order of about 2,300 pedestrians and about 235 cyclists in a typical peak hour on the bridge.

2.62.62.6 Adjacent Road Network Although the there are no changes proposed to the surrounding road network as a result of this proposed bridge replacement, a brief description of the key vehicles routes to and from the Wynyard Crossing have been provided in order to assess the potential effects relating to construction vehicles.

Halsey Street provides the most direct route to Wynyard Crossing and the most likely route for large construction vehicles delivering materials to the site. It connects directly to Fanshawe Street and the primary arterial road network.

Halsey Street has recently been upgraded to include new surface materials, landscaping, on-street parking, civil infrastructure, cycling and pedestrian facilities and street furniture. It has a carriageway width of typically 7.0 metres wide and accommodates two-way flow with indented parking bays on both sides.

Land use along Halsey Street is a mix of commercial and residential activity in nature on both sides of the road with access to the Viaduct Harbour and boat berths. Future development of Halsey Street includes a mixed use of commercial, retail and residential activities. Property vehicle access is available at numerous points along both sides of Halsey Street.

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3.03.03.0 THE PROPOSAL & DDDESIGNDESIGN ASSESSMENT

3.13.13.1 General Description The proposed new bridge is described in more detail in the preliminary design report prepared by Beca. Its general layout is illustrated in Figure 88. As currently occurs with the existing bridge, it will remain down and open to free movement by various user groups in a shared use environment unless it is opening and closing for marine vessels to pass.

Figure 888:8: Proposed Bridge Layout & Elevation Source: Beca

The proposed structure has a total span of 125.0 metres including the approach ramps, piers and the central lifting span. The section of bridge than lifts has a span of 39 metres. The section of bridge that pedestrians need to be cleared from for the bridge to be lifted amount to some 58.0 metres.

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The minimum clear operating width through the entire structure is 6.0 metres and occurs through the section of bridge than lifts to allow marine vessels to pass. The bridge approaches then widen to 8.1 and 8.6 metres either side of the lifting span to provide additional capacity for users to wait while the bridge is lifting and closing. Additional flares alongside the main bridge approaches are also provided for people to dwell, take photographs or wait while the bridge is lifting all clear of the main thoroughfare.

A combination of ramps and stairs will be used to connection the approaches to the walking street adjacent to Karanga Plaza and Te Wero Island at each end of the bridge structure.

The bridge approaches provide various gradients to the main lifting span of the bridge ranging from 1 in 22 (4.5%) to 1 in 80 (1.3%). The middle span of the bridge will have a flat gradient.

Table 1 below provides summary of the key transport related design features of both the existing and proposed bridges. As can be clearly seen in all instances the proposed bridge is providing the same or, in most instances a higher level of service and accessibility than the current temporary bridge. Further assessment on each proposed design feature is provided below.

Table 11:: Existing & Proposed Design Features Category Existing Bridge Proposed Bridge Overall bridge length 96m 125m Lifting span length 46m 39m Cleared length lifting 76m 58m Minimum clear width 4.3m 6.0m Maximum gradient 1 in 20 (5%) 1 in 22 (4.5%) Mobility platforms No Yes Balustrade Heights 1400mm 1400mm Opening & closing duration approximately 90 approximately 90 seconds seconds

3.23.23.2 SSSuitabilitySuitability of Shared Use Typically, where paths are shared with high volumes of users, and in this case pedestrians and cyclists, concerns primarily come from the perspective of safety. The concerns can include the speed of cyclists passing too close to pedestrians or pedestrians suddenly stepping into the path of cyclists and risking collision. Cyclists may also be concerned by pedestrians blocking their movement during times of high demand.

The following key points are noted as to why shared use is appropriate for the proposed bridge:

. Shared paths provide adaptability during times of high demand. This regularly occurs during bridge opening and closing operations when users build up while waiting to cross. Constraining the spaces for pedestrians will increase delays and time for the bridge to return to normal operating levels.

. The number of cyclists compared to pedestrians remains relatively minor. During high demand periods for pedestrians, separated cycle paths could be ignored by

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users, with pedestrians stepping in a cyclist’s path to overtake other slower pedestrians.

. As the demand for cycling use increases on the bridge, so will pedestrian use, ensuring that cyclists will continue to adjust their behaviour or start to use alternative routes. The presence of increasing numbers of pedestrians will reduce speeds of cyclists relative to the risk they face.

. Cyclists most likely to want a quick passage across Viaduct Harbour (commuters and sports cyclists) are likely to miss the key recreational and tourist user peaks or choose an alternative route. As set out earlier in this report, Auckland Transport is continually upgrading and improving the accessibility for cyclists between Wynyard Quarter and the Auckland CBD.

. Immediately either side of the bridge both Te Wero Island and the walking street adjacent to Karanga Plaza are open space areas where shared use by all users applies. Any separated cycle paths on the bridge would need to extend through both open space areas. The risk of pedestrian crossing the path of cyclists would increase with the destination to activities on both sides.

. Both approaches to the Wynyard Crossing have well established shared use areas with varying types of pedestrian activity. Cyclists travelling through the area are therefore already tuned to a slower speed. Changing their expectation of wanting to travel faster, especially when pedestrians begin to regularly occupy the whole width of the path, would alter this with consequent safety implications. Not only will most cyclists voluntarily slow down, but they will also be less able to build up significant speeds.

. Each approach also has a reducing width of available space for cycling. Starting from the wider open spaces of Karanga Plaza and Te Wero Island to each bridge approach that is 8.0 metres wide and then the lifting section of the bridge 6.0 metres wide. This provides a gradual change in environment alerting cyclists to change their behaviour on approach and act accordingly.

. The section of bridge that is 6.0 metres wide is only 47.0 metres in length. This is but a small moment in time of the overall journey between Quay Street and North Wharf which is 520 metres long.

To further encourage shared use on the proposed Wynyard Crossing, it is recommended that the following measures are implemented:

. Establish a posted speed limit on the bridge for cyclists;

. Install signage and markings on the bridge and approaches to highlight the intended shared use environment and promote safe use of the bridge;

. Communicate and promote alternative routes for cyclists; and

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. Work with Auckland Transport to finalise and upgrade cycling facilities on alternative routes.

3.33.33.3 Design Width The minimum clear design width of the bridge path will be 6.0 metres through the middle lifting span of the bridge over about 39 metres in distance. Figure 9 illustrates typical cross section of the lifting section of the bridge.

On each side of the middle span the approach ramps widen to a width of 8.1 and 8.6 metres for lengths of 21 metres and 31.5 metres respectively. Together with a wedge-shaped platform of to the side create large areas for people to dwell, take photographs or wait while the bridge is lifting all clear of the main thoroughfare.

The differences in approach lengths and widths relates to the relative height of each landing and therefore requiring longer ramps to maintain suitable accessible gradients on each approach.

Figure 999:9: Typical Cross Section Source: Beca

Various guidelines and standards are available to provide guidance on the suitable width for paths with shared use of pedestrians and cyclists.

. Austroads Part 6A6A6A recommends for major recreational shared paths a typical maximum width of 4.0 metres is provided. However, depending on the respective demands of either cyclists or pedestrians, designers can provide wider paths. Direction is given to using Figure 5.4 when to determine suitable path widths for each user.

. PPGPPGPPG recommends the same minimum widths specified as Austroads.

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. The Auckland Transport Code of Practice (ATCOP) recommends the minimum width for shared paths of 3.0 metres. However, ATCOP notes where a high number of users (including pedestrians) are expected, wider path widths should be considered.

. Any planning for paths should also assume some level of “shy space” next to any vertical elements such as railings and poles.

Based on the current demands (2019) on Wynyard Crossing (1,055 pedestrians and 67 cyclists) and a 50/50 directional split of movements, Figure 5.4 of Austroads Part 6A (shown below) recommends a footpath 3.0 metres wide and a bike path 2.5 metres wide. With separated use. It is also noted that this total width of 5.5 metres would also be suitable for 1,600 pedestrians and 600 cyclists per hour if provided in a separated configuration allowing cyclists to move freely and without disruption from pedestrians.

Figure 101010:10 : Recommend Path Widths Source: Austroads Part 6A

Considering the future demand in 2030, where 2,300 pedestrians and 235 cyclists are expected. Figure 5.4 recommend a footpath 4.0 metres wide and a bike path 2.5 metres wide.

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As the bridge approaches will have a minimum width of 8.1 metres, these are considered suitable to meet the current and future demands. The short section of bridge that is 6.0 metres wide will also meet the current demands. However, based on Figure 5.4 from Auckland Part 6A, it cannot meet the future demands in 2030, if the bridge was to provide separated paths. This is not proposed as part of this application, due to pedestrian and safety issues as discussed in section 3.3 below.

It is noted that the 2030 demands sit close to the middle of the range for pedestrian demand and near the lower third for cycle demand suggesting spare capacity would be available or a slightly lower width of bridge could accommodate these demands where the users were not separated, as is the case here.

It is considered that with cyclists moving freely and at a higher speed, will create pedestrian safety issues and is not supported here. Under a shared path operation and at times of high use, cyclists would need to change their behaviour and speed close to a walking pace and are likely to dismount and move more like pedestrians or use the alternate route.

The design and shape of each leaf (deck and counterweight) determines the size of machinery required to open and close the bridge. This in turn determines the size of RC piers that house the machinery and structural elements that form the bridge approaches. While the bridge can be serviced by one piston, the design of the current bridge provides for two pistons to ensure redundancy in the event of failure. These factors have led to current bridge being designed to a 6.0m width and 41.5m height from deck level.

While the bridge can be engineered to be built wider, any change has significant implications on the size of support structure required to be built within the Coastal Marine area to support the wider and heavier bridge leaves. This has been evaluated from an urban design and visual perspective and it has been determined that the 6.0m wide bridge with its ancillary structures are appropriate for the context of the environment.

3.43.43.4 Design Gradients Apart from the ramped approaches to the lifting span of the bridge, gradients on the proposed bridge will be flat.

The ramped bridge approaches provide various gradients ranging from 1 in 22 (4.5%) to 1 in 80 (1.3%). Mobility platforms and respite areas provided along each approach with gradients no steeper than 1 in 60 (1.7%) about every 16-18 metres. FigurFiguree 111111 below illustrate the layout and gradient of each approach.

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Figure 111111:: Proposed Gradients Source: Wraight & Associates

3.4.1 Gradients --- Pedestrian Requirements Various guidelines and standards are available to provide guidance on the suitable gradients of paths for pedestrian use all which have similar requirements.

. Austroads Part 6A recommends any paths steeper than 1 in 20 (5%) should be constructed as a ramp with rest platforms at regular intervals.

. PPGPPGPPG recommends a mean gradient with a maximum of 1 in 20 (5%) the same minimum widths specified as Austroads.

. ATCOP recommends that a footpath steeper than 1:20 (5%) but no steeper than 1 in 6 than (16.7%) should be treated as a ramp as per NZS 4121:2001 Design for Access and Mobility (NZS4121).

With gradients no steeper than 1 in 22 (5%) the proposed ramped approaches to the bridge will conform to these guidelines from a pedestrian perspective.

3.4.2 Gradients ––– Mobility Requirements The following standards apply for ramps associated with mobility users for maximum gradients and suitable ramp lengths between landings.

. NZS4121 notes that maximum gradient of 1 in 8 (12.5%) should be provided. Also, where the longitudinal gradient of a footpath is steeper than 1 in 33 but does not exceed 1 in 20 then level rest areas shall be provided at intervals not exceeding 18.0m. These shall be not less than 1200mm in length.

NZS 4121 also addresses Accessible Outdoor Public Areas (and recommends that all accessways “ shall as nearly as is reasonably practicable confirm to the requirements for an accessible route ”.

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. PPGPPGPPG recommends a maximum mean gradient of 8% and a maximum vertical gain between landings of 750mm is appropriate. This translates into a maximum ramp length of 14.1 metres at the steepest acceptable grade of 1 in 12 (8.3%).

With gradients no steeper than 1 in 22 (4.5%) the proposed ramped approaches to the bridge will provide mobility-compliant gradients well within the acceptable limits.

The design of the bridge approaches provides landings approximately every 16 to 18 metres. This creates a vertical gain ranging from 716mm and 900mm, which sits just over the maximum of 750mm. The landings are not level as required in NZS4121 and are provided at 1 in 80. The PPG height gain requirements are also not met with gains of an additional 150mm; however, the ramp length comply on the same basis.

While the proposed landing grades do not conform to NZS4121, they are considered near flat and little difference will be felt when walking. During planning for the proposed bridge Panuku has presented the project to the Capital Projects Accessibility Group and no issues were raised with regards to the proposed gradient of the ramped approaches.

3.53.53.5 Balustrade Design The proposed balustrade concepts are illustrated in Figure 121212 below. Depending on section of bridge, the sides of the bridge will be a combination of solid walls with a balustrade on top to a minimum height of 1400mm.

Figure 11121222:: Proposed Balustrade Heights Source: Beca

The following standards apply for ramps associated with mobility users for maximum gradients and suitable ramp lengths between landings.

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. Austroads Part 6A recommends a fences and railings where pedestrians or cyclists could experience a fall down a steep batter slope or vertical drop to be a desirable 1400mm high. It also suggests a height of 1600mm high where the drop is particularly high or the surface unforgiving.

. NZS4121 require a handrail each side next to ramps at a height of 900mm.

. PPGPPGPPG recommends pedestrian fences to be at least 1,200mm high for pedestrian use only.

. ATCOP requires bridges to have fences or railing to be at least 1,400mm high for cycling use.

As noted, further detailed design in accordance with the relevant guidelines and standards will occur as part of detailed design. Nevertheless, the proposed concept meets the requirements for the side barrier heights to prevent fall risks including cyclists.

3.63.63.6 BBBridgeBridge Opening / Closing Operation As discussed earlier in this report, the proposed opening and closing operation of the bridge will be the same the current bridge (i.e. in the order of approximately 90 seconds).

Also as discussed above, the wider bridge, the wider approaches and waiting areas and shorter clearance distance all contribute to reduce the impact of both land and marine based movements. This will be a positive effect of the proposed bridge when compared to the existing operation.

To determine whether the approaches to the bridge will have enough capacity in order to accommodate typical future demands of pedestrians and cyclists during the opening and closing operation, the following is noted:

. Based on the future 2030 peak hourly demand of pedestrians and cyclists of 2,500 movements and assuming an even split of movements for both directions and a consistent arrival rate, these users will arrive at a rate of 42 per minute.

. Assuming a maximum operating time of 8.0 minutes, this represents a total of up to 340 users that will be held on the bridge approaches, or about 170 users on each approach.

. Each approach to the bridge has a minimum surface area suitable for waiting pedestrians and cyclists of 317 m². This amount of area would have the capacity to comfortably accommodate up to 300 pedestrians and cyclists and well in excess of the anticipated future demands.

. Given the length of the bridge and the width available for movement, it is anticipated that approximately 3 minutes would be needed for 300 waiting users to clear the bridge and for it to return to normal operating conditions.

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3.73.73.7 Bridge Surface The nominal bridge deck surfacing will be 6mm epoxy surfacing with an anti-skid treatment. This is considered suitable for both pedestrian and cycle use.

When closed, the deck of the bridge is divided diagonally by a joint between the two leaves. Details of the joint are provided a Preliminary Design Report prepared by Beca and are still subject to detailed design.

A cover plate is intended to be used to avoid any differential gaps between the leaves and will be fixed to the tip end of the deck girder, bolted down at regular intervals with countersunk bolts.

3.83.83.8 Other Bridge Comparisons & Benchmarking

The following section compared the key design characteristics of the proposed Wynyard Crossing and compared with other bridges overseas.

3.8.1 The Webb Bridge ––– MelbourneMelbourne,, Australia The Webb Bridge is a walking and cycling bridge over the Yara River in Melbourne's Docklands area. It links the Docklands Park area on the north side of the river with the south bank and is part of the capital city trail linking cycleways along the Yara River. Nearby destinations include an entertainment precinct on the southern back including Melbourne Convention Centre and shopping precincts.

It has a total structure length of about 200 metres and effective shared path width of 6.8 metres.

Pedestrian flow information from indicates that the peak hourly flows for movement on the bridge averages to be about 630 over the past 12 months.

Figure 11131333:: The Webb Bridge

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3.8.2 The Sandridge Bridge ––– MelbourneMelbourne,, Australia The Sandridge Bridge is a historic former railway bridge over the Melbourne. It was redeveloped in 2006 as a new pedestrian and cycle path. The bridges connections Queensbridge Square at Southbank to Flinders Walk on the north bank.

It has a total structure length of about 180 metres and effective typical shared path width of 6.5 metres with a narrower widths 5.0 metres at the Southbank end of the bridge.

Pedestrian flow information from City of Melbourne indicates that the peak hourly flows for movement on the bridge averages to be about 1,800 over the past 12 months.

Figure 11141444:: The Sandridge Bridge

3.8.3 The Evan Walker Bridge ––– MelbourneMelbourne,, Australia Located immediately east of the Sandridge Bridge. It is a pedestrian only bridge. It has a total structure length of about 90 metres and effective typical width of 5.0 metres

No pedestrian flow information is available for the Evan Walker Bridge.

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Figure 11151555:: The Evan Walker Bridge

3.8.4 The Seafarers Bridge ––– MelbourneMelbourne,, Australia The Seafarers Bridge is a footbridge also over the Yarra River between Docklands and South Wharf in Melbourne. The bridge connects the north and south banks of the river while providing a formal entrance to the Melbourne Convention and Exhibition Centre.

It has a total structure length of about 120 metres and effective typical shared path width of 8.5 metres. No pedestrian flow information is available for the Seafarers Bridge.

Figure 11161666:: The Seafarers Bridge

3.8.5 The Millennium Bridge ––– London, United Kingdom The Millennium Bridge is a steel suspension bridge for pedestrians crossing the River Thames in London, linking Bankside with the City of London. Several popular destinations and attractions are located near each of the bridge. The southern end of the bridge is

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near the Globe Theatre, the Bankside Gallery, and Tate Modern, while the northern end of the bridge is next to the City of London School and St Paul’s Cathedral.

It has a total structure length of 325 metres and an aluminium deck 4.0 metres wide. Due to its width, the bridge is only open to walking. Cyclist can cross the bridge, but they must dismount and push their bicycles across.

No pedestrian flow information is available for the Millennium Bridge; however, it can hold up to 2,000 pedestrians at any one time or about 0.65m² per pedestrian.

Figure 11171777:: The Millennium Bridge

In summary when compared the other bridges, Wynyard Crossing is positioned in the mid-range in terms of width and length. Some pedestrian only bridges are both wider and narrower than the proposed bridge. Whereas the bridges with shared uses are either the same or slightly wider than the proposed bridge.

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4.04.04.0 CONSTRUCTION RELATED TRANSPORT EFFECTS

Figure 181818 below illustrates the anticipated extent of work site for the demolition of the existing bridge and construction of the new bridge. A majority of the “work face” for the bridge will be focused from the waters edge and the use of barges to deliver or removal of the large infrastructure by barge including piles and bridge spans and lifted into place by barge cranes.

Pedestrian access around the construction site will be maintained on both sides Viaduct Harbour as will access to berth holder parking spaces on Te Wero Island.

Figure 11181888:: Proposed Construction Zones Source: Panuku Development Auckland

Any vehicle and truck access to the construction site is intended to be primarily via Halsey Street and Karanga Plaza. Access to Te Wero Island is limited due to the constraints around the heritage bascule bridge from the Eastern Viaduct having height and weight limits. The number of truck movements is also constrained by the limited space available for material storage on site.

There are five key stages in construction as set out in Table 222 below. More details of the construction methodology for each stage are provided elsewhere within the application. Table 222 sets out a brief summary and estimated number of truck movements for each stage and for a basis of assessment of effects on the surrounding road network.

Each has varying levels of vehicle activity with the new bridge construction generating the highest level of truck movements and intensity with about 4 trucks per day (8 movements) over 23 weeks. In addition to truck movements there will be small vehicle activity related mainly with construction staff and client at about 20 vehicle movements per day.

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Table 222 ––– Construction Truck Activity (Estimates) ––– Karanga Plaza Stage Duration Description Number of (weeks) Trucks Site Establishment Mobilisation & set up 2 12 Secure land & marine areas of construction Construct Temporary Deliver and install the temporary bridge 1 15 Crossing Existing Bridge Structure Deconstruction of bridge structure 6 80 and Piles Removal Removal of existing mechanical element Construct New Piles and New Piling Bridge Structure Construction of bridge abutments 23 300 Install main bridge structure & bridge approaches Site Disestablishment Pavement surfacing - landscaping 4 Removal of plant & site offices 30 Removal of temporary crossing

With the use of barges for delivering materials, there will also be truck activity occurring where the barges will be loaded. This location has yet to be determined and may require further assessment as to it suitability.

Nevertheless, the need to introduce truck and other vehicle movements during the construction phases of any development always has a potential to impact on the surrounding area and road network, but a certain degree of impact for what is normally a relatively short period of time (at least in the context of the life of the proposed development) is inevitable, and should not normally be a reason for restricting development.

What is important however, is that measures must be put in place to manage the potential impacts of construction traffic, and this is generally achieved through the requirement for a Construction Traffic Management Plan (CTMP) to be prepared and approved prior to work commencing.

The application of a CTMP will ensure that any potential effects on the surrounding area is appropriately managed. Where necessary, the CTMP should address the following objectives:

a) Ensure that all land-based construction traffic activities remain within the limits and standards approved under the consent and set out the management procedures and methods to be implemented in order to avoid, remedy or mitigate potential adverse effects arising from land-based construction traffic activities;

b) Ensure the provision of safe and effective temporary pedestrian / cycle access between Te Wero Island and Karanga Plaza during construction of the project;

c) Always provide for the safety of everyone;

d) Ensure maintenance of landward access to those berths immediately adjacent to the construction areas at all times (unless alternative arrangements can be made);

e) Manage integration with other construction projects within the Wynyard and Viaduct Precinct and Coastal Marine Area;

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f) Implement measures to raise awareness of pedestrians and cyclists on North Wharf and Karanga Plaza of construction traffic activity;

g) Specific measures to provide for the safe movement of construction vehicles through high pedestrian demand areas and in the vicinity of site access points;

h) Specify measures to reduce vehicle traffic and parking demands associated with construction staff; and

i) Provide a mechanism for addressing queries and responding to complaints.

5.05.05.0 PROPOSED TEMPORARY BRIDGE

As the new bridge is on the same alignment of the existing, a temporary pontoon crossing is proposed for the duration of construction (estimated to be 9 months) in order to maintain a pedestrian connection as close as possible to the existing bridge. The location and alignment of the proposed pontoon bridge is illustrated in FigureFigure 11191999.

At this stage the crossing will operate between the hours of 6:00am and midnight and open on demand for vessel movements. These users will then be held back on Karanga Plaza and Te Wero Island, and the pontoon opened when a marine vessel needs to pass. The operating times are also planned to be no different to the existing bridge.

Each end of the pontoon bridge will be managed by a trained and experienced operator. They will usher and assist users and manually close gates on the approaches to stop the pedestrian flow. A pontoon driver will use an outboard motor and drive the pontoon clear of the navigable channel to allow a vessel to pass. The operators will then reopen the bridge for pedestrians to pass.

A similar bridge was put in place for a previous boat show prior to the existing bridge being in place. This was a pontoon ‘gate’ type that was driven into place using an outboard motor. The temporary crossing will be a sliding type. The crossing will be designed for stability and likely have a width of 4.0 metres similar in width to the current bridge (4.3 metres wide).

As the main span of the temporary bridge will be floating, gangways are intended to be used like marina berth pontoons to accommodate changes in tide levels within the Viaduct Harbour. Each end of the bridge will have two gangways each 1.2 metres wide and for single direction of flow.

Typically, marina gangways will have a varying grade up to 1 in 6 (16.7%) when tides are at their lowest. When the tide is full, the gang ways will have more suitable grades for passage. Suitable handrails and barriers will be in place to the meet the necessary standards.

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Figure 11191999:: PropoProposedsed Temporary Bridge Source: Total Marine

As discussed in Section 3.4, a gradient of 1 in 6 (16.7%) is considered appropriate under ATCOP requirements for a footpath, however as a ramp this will not meet the mobility and accessible requirements of NZS 41214121.

Ongoing consultation and discussions with Auckland Transport and mobility user groups is being undertaken by Panuku to develop suitable mitigations to assist these users with either crossing the bridge or using alternative routes.

Given the constraint nature of the temporary bridge with steeper grades, cyclists and other wheeled modes will need to dismount to use the temporary crossing like a pedestrian or choose an alternative route.

To further encourage safe and efficient use of the temporary bridge, it is recommended that the following measures are implemented:

. Install signage and markings on the bridge and approaches to highlight the intended behaviour and promote safe use of the bridge;

. Communicate and promote alternative routes for cyclists; and

. Work with mobility user groups to develop strategies for their navigation of the bridge or finding alternative means to cross Viaduct Harbour.

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6.06.06.0 CONCLUSCONCLUSIONSIONS

Based on the analyses described in this report, the following conclusions can be made in respect of the proposal to replace the existing Wynyard Crossing bridge in the Viaduct Harbour:

. The estimated future demands for the bridge are expected to be in the order of 25,000 users per day and a peak hour demands in the order of 2,300 pedestrians and 230 cyclsits.

. The proposed bridge will be wider than the existing bridge with enough capacity to accommodate current these future demands.

. The proposed bridge will continue to operate as a shared path and provides a legible environment consistent with the shared use on both approaches to the bridge.

. The added width, reduced gradients and measures taken to manage cycling speeds will ensure that the proposed bridge will continue to operate safely and in a shared manner.

. The proposed bridge will provide an improved and more accessible environment for mobility users. Although the design does not meet all the relevant standards and guidelines for mobility use, these are considered minimal departures and within acceptable limits. Discussions with mobility user groups over the design have concluded that the bridge design will be acceptable.

. The application of a Construction Traffic Management Plan (CTMP) will ensure that any potential effects as a result of the construction activity can be safely managed.

. The proposed temporary bridge will provide a generally suitable temporary access across the Inner Viaduct. Further work is necessary to develop suitable mitigations to assist mobility users with either crossing the bridge or using alternative routes.

Overall, it is considered that the traffic engineering effects of the proposal can be accommodated on the road network without compromising its function, capacity or safety. Therefore, from a traffic engineering perspective it is considered that the transport effects of the proposal can be managed through acceptable conditions of consent.

Prepared by

Todd Langwell

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