Construction Traffic Management Plan

Transcription

1 Document Details Document name Status Document No. Author Construction Traffic Management Plan Andrew Finnigan Document History and Status Revision Date Author Reviewed by Approved by Status Construction /01/19 Kelly Foy Traffic James Weller Management Plan Revision Details Revision Details 001 Rewritten to cover consent conditions AMETI Eastern Busway Stage 1 Panmure to Pakuranga April/2019 AMETI EB1 October 2018 Construction Traffic Management Plan Rev.001 Page i

2 Document Details Document name Status Document No. Author Construction Traffic Management Plan Final Draft AEB1-CS-2002 K Foy Document History and Status Revision Date Author Reviewed by Approved by Status 1 24/01/19 A Finnigan J Weller Draft 2 06/03/19 K Foy R Simeon / M Hoyle 3 12/03/19 K Foy F Hassneiah / M McDonald 4 21/03/19 K Foy C Redmond Final Draft 5 01/04/19 F Hassneiah O Seychell J Weller Final Draft Draft Revision Details Revision Details 1 Draft Plan for Comment 2 Draft Plan incorporating comments from R Simeon and M Hoyle 3 Draft Plan incorporating comments form M McDonald 4 Final Draft for Submission (including review from Jacobs) 5 Final for Certification (including comments from NTC035) Integrated Management System AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page i

3 Table of Contents Glossary Introduction... 4 Purpose and scope... 4 Project description... 4 Location... 4 Temporary traffic management levels and road hierarchy... 5 Management plan framework... 5 Roles and responsibilities... 5 Temporary traffic management team... 6 Temporary traffic management working group... 6 Support personnel... 8 Site specific traffic management plan approval process Legislative requirements Traffic management strategy Guiding principles Hours of operation General Working hours Site attendance Barriers, line marking and fencing Barriers Line marking Fencing Public transport Pedestrians and cyclists Cyclists Pedestrians Emergency services Heavy haulage Private properties General C and 34 Pakuranga Road access plan Lagoon Drive Access Plan Easter ANZAC closure access plan Kerbside collection (rubbish and recycling) Public parking Lagoon Drive car park Lagoon Drive / Basin View Lane car park Additional public car parking Construction access Site access Site offices and laydown areas Main site offices and compound Reliable Way Yard Panmure Bridge site office and laydown area Pakuranga Road Site offices and laydown area Material handling area Truck movements General Coordinating truck movements Trucking routes AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 1

4 5 TTM Traffic performance requirements Travel demand management programme / Mott MacDonald Scoping Report Travel demand management programme Mott MacDonald Scoping Report TTM Design standards Traffic management plans (staging) Enabling works Traffic management staging Panmure Roundabout (April ) Lagoon Drive (April ) Panmure Bridge (April ) Pakuranga Road (May ) Communicating TTM impacts Variable message signs (VMS) Incident response Scope Extent Emergency vehicles and breakdowns Incident communications Actions Temporary traffic management auditing Monitoring and reporting Traffic monitoring and reporting Video monitoring Appendix 1 Mott MacDonald Report Appendix 2 Example of Minor SSTMP Appendix 3 Ti Rakau Drive Additional Lanes - Staging Appendix 4 Easter ANZAC SSTMP Appendix 5 Panmure Intersection Staging Plans Appendix 6 Lagoon Drive Single Lane SSTMP Appendix 7 Pakuranga Road - Offline Works Appendix 8 Pakuranga Road - Asphalt Works TMP Example AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 2

5 Glossary AT ATOC CAR CCP CoPTTM CTMP EED EBD MTC NZHHA PT RAB RCA SSTMP STMS TC TDM TMD TMP TSL TTMWG VMS WBD Auckland Transport Auckland Traffic Operations Centre Corridor Access Request Communication and Consultation Plan Code of Practise for Temporary Traffic Management Construction Traffic Management Plan Engineering Exception Decision Ellerslie Panmure Highway, Lagoon Drive and Pakuranga Road Eastbound (towards Pakuranga Plaza) Manual Traffic Control New Zealand Heavy Haulage Association Public Transport Roundabout Road Controlling Authority Site Specific Traffic Management Plan Site Traffic Management Supervisor Traffic Controller Travel Demand Management Traffic Management Diagrams (forms part of SSTMP) Traffic Management Plan Temporary Speed Limit Temporary Traffic Management Working Group Variable Message Sign Ellerslie Panmure Highway, Lagoon Drive and Pakuranga Road Westbound (towards Roundabout) AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 3

6 1 Introduction Purpose and scope This Construction Traffic Management Plan (CTMP) is for the construction of the AMETI Eastern Busway Stage 1 - Panmure to Pakuranga works (the Project). The purpose of the CTMP is to avoid, remedy or mitigate the adverse effects of construction on transport, parking and property access so far as is reasonably practicable. The CTMP is to be submitted to the Team Leader Southern Monitoring for information purposes at least 20 working days prior to commencement of the construction works. The plan sets out management methods, controls and reporting standards to be implemented in order to meet the legislative requirements relating to construction traffic management associated with the project. The CTMP shall be implemented throughout the entire construction period and is intended to be the primary tool to inform the project s management of construction traffic effects. As the Eastern Busway Stage 2A phase is expected to take place over 2 years, specific details on traffic management such as site access points throughout the corridor are still being developed. As a consequence, the CTMP may be amended if necessary to reflect any changes in design, construction methods or management of effects. Project description The Project includes the reconfiguration of the Panmure Roundabout to a signalised intersection, provision of a new 2.4-kilometre-long dedicated urban busway (referred to as AMETI Eastern Busway 1 (EB 1)) from this intersection along Lagoon Drive, across the Tamaki River via a new busway specific bridge on a parallel alignment with the existing Panmure road Bridge, and along Pakuranga Road to the intersection with Ti Rakau Drive. The Project will also provide for shared and dedicated cycle and footpaths along its entire length and includes ancillary activities to mitigate adverse effects (including effects on cultural values) associated with the Project. Location The location of the project and area of influence is shown below in Figures 1 and 2. Figure 1 Project location AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 4

7 Figure 2 - Area of Influence Temporary traffic management levels and road hierarchy The applicable TTM levels and road hierarchy designations are shown below. Table 1 - TTM levels and road hierarchy Street name Ellerslie Panmure Highway Road hierarchy description District Arterial Over dimension and Life Lines Route Prescribed TTM level Typical lane arrangement 2 2 EBD 2 WBD Additional EBD lane opens at approach to the Panmure RAB Lagoon Drive District Arterial 2 2 EBD 2 WBD one of which turns to Low Level access at approach to the Panmure RAB Lagoon Bridge District Arterial 2 Tidal arrangement Morning Peak 2 WBD, 1 EBD Afternoon Peak 1 WBD, 2 EBD Pakuranga Road District Arterial 2 2 EBD 2 WBD Pakuranga Road at Ti Rakau Drive Intersection EBD Pakuranga Road at Ti Rakau Drive Intersection WBD District Arterial 2 2 dedicated straight through 1 shared straight through + right turn to Ti Rakau Dr 1 dedicated right turn to Ti Rakau Dr District Arterial 2 2 dedicated straight through 1 left turn to Ti Rakau Drive 1 Bus lane across intersection Management plan framework The project requires a suite of environmental management and mitigation plans to ensure the successful construction of the project. The Construction Environmental Management Plan sets the overall framework for the management of the environmental aspects of the project and is supported by a series of sub management plans focussing on specialist environmental areas. This CTMP is one of those sub management plans. Roles and responsibilities The traffic management for this project will be managed by the Temporary Traffic Management site lead and project team, with the support of Parallaxx Ltd for preparation of Traffic Management Plans (TMPs). AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 5

8 Implementation of traffic management plans will be provided by the Traffic Management Team with support from others as required. The nominated personnel working on this project are shown in Table 2 below: Table 2 - Roles and responsibilities Name Role Contact details Responsibility Andrew Finnigan TTM site lead Andrew.finnigan@fultonhogan.com Brian Robertson Project Director Brian.robertson@fultonhogan.com James Weller Jenny Scott Kelly Foy Neil Oliver Contractor s Representative Contractor Project Ambassador Professional Services Manager FH TTM External TTM Consultant Parallaxx James.weller@fultonhogan.com Jenny.Scott@fultonhogan.com Kelly.foy@fultonhogan.com neil@parallaxx.co.nz Suitably qualified traffic manager who prepares the CTMP and SSTMPs and audits their implementation Responsible for achieving the project objectives. This includes delivering the works safely, and engaging and managing key stakeholders throughout the project Responsible for all day to day operations on the project including implementation of the CTMP Responsible for stakeholder advocacy and working with AT, implementing the Communication and Consultation Plan and keeping everyone informed and up to date. To support Andrew, Neil and Construction team as required To support Andrew and Construction team as required Temporary traffic management team The Temporary Traffic Management (TTM) team assembled to deliver this project, will ensure that construction activities do not compromise the flow of traffic, and impacts to the general public will be minimised. Andrew Finnigan, our TTM Site Lead, will oversee the traffic management required for the construction, and use the Project Team Traffic Controllers and other support staff to deliver the traffic requirements. Andrew will be supported by Kelly Foy, Fulton Hogan (FH) TTM Management Team, and Neil Oliver of Parallaxx. They will design the temporary traffic management plans and form the core TTM delivery team for AMETI EB1. Andrew and his team will develop close working relationships with both the Auckland Transport (AT) Stakeholder Management and Communications Team (refer to the Communication and Consultation Plan (CCP)) and the key traffic stakeholders for the project, including bus service operators, emergency services and other Traffic Management contractors as required. All stakeholders within the project area will be advised of traffic matters as per section 4.4 and 4.5 of the CCP. Temporary traffic management working group A Temporary Traffic Management Working Group (TTMWG) will be formed consisting of technical and communications representatives from Auckland Transport including the Road Corridor Access Team, Auckland Traffic Operations Centre (ATOC), and the Auckland Transport (AT) Metro Service Delivery Team. Refer to Table 3 below for contact details and roles of the the TTMWG. Table 3 - TTM Working Group Contact Details and Roles Name Role Contact details Andrew Finnigan TTM site lead Andrew.finnigan@fultonhogan.com Kelly Foy Professional Services Manager FH TTM Kelly.foy@fultonhogan.com Neil Oliver External TTM Consultant - Parallaxx neil@parallaxx.co.nz AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 6

9 Jenny Scott Contractor Project Ambassador/Stakeholder Manager James Weller Contractor s Representative James.weller@fultonhogan.com David Mcgoey Contractor s Construction Manager David.Mcgoey@fultonhogan.com Fathi Hassneiah Contractor s Utilities Manager Fathi.hassneiah@fultonhogan.com Ronald Jocom Engineer s Representative assistant ronald.jocom@at.govt.nz Daniel Simons AT RCA Representative daniel.simons@at.govt.nz Matt Poland AMETI Communications Representative matt.poland@at.govt.nz Romany Sharobim ATOC Representative romany.sharobim@jtoc.govt.nz Mitchell Tse ATOC Representative mitchell.tse@at.govt.nz Stuart McAlpine AT Metro PT disruption Representative stuart.mcalpine@at.govt.nz Proactive engagement, planning and coordination will be facilitated by the Contractor Project Ambassador, who will be a key link between site TTM and stakeholder management forward planning. The project team will have regular bi-weekly meetings with the TTTMWG to discuss upcoming Site Specific Traffic Management Plans (SSTMPs) and significant portions of construction tasks and their impacts. This will allow for early engagement of the submission and approval process. As upcoming SSTMPs and long-term SSTMPs (staging) are discussed, the scope of any traffic modelling and traffic performance will be discussed and agreed with the TTMWG. Section 1.10 outlines the SSTMP approval process. Figure 3 below highlights the link with the internal and external support teams. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 7

10 . Figure 3 - Interface between the external and internal resources and support teams Support personnel The Site Traffic Management Supervisor responsible for the implementation of SSTMP s for the project. The project will provide sufficient resources to support the active work areas, below are the contact details to provide support Andrew Finnigan is the main contact, Contacts 2 to 5 is additional support working for the Auckland region. Active STMS support will the detailed through my worksite daily deployment to ensure the most accurate contact information available to AT and ATOC. Table 4 - Nominated site traffic management supervisors STMS Level 2 and 3 (practicing and non-practising) Contact Number 1 Overall Andrew Finnigan FH region Day Supervisor Bruce Hoffman FH region Day STMS Tau Horomona FH region Night Supervisor Joe Dawson FH region Night STMS Raymond Briggs Traffic management site lead (Andrew Finnigan) will attend regular weekly meetings with AT s Engineer s Representative and provide a report (refer to section 10 Temporary Traffic Management Auditing) on the performance of the traffic management operations deployed. If there are multiple separate sites over the whole project area on level 2 roads there may need to be more than 1 STMS covering the whole project at any one time. Contact details of each nominated STMS and details of the duty roster will be provided to AT s nominated representatives, the Police and any other parties as directed by AT s Engineer, on a regular basis. STMS details will also be stated on SSTMP s and the Auckland Transport daily closures report (via MyWorksites), with the details of his or her warrant and contact phone number. MyWorksites will be updated daily. Andrew Finnigan will be contact person for any traffic related incidents, enquiries. From here, Andrew will make contact with on call STMS, Stakeholder Manager, Project Team and key TTMWG members as required. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 8

11 At all times, day and night, for the full period of the Contract Works at least one of the STMS representatives must be acting. The acting STMS must be on site while any works are occurring on site (including night works) and must be able to attend on site within a 60-minute response time when no works are occurring. The acting STMS will be contactable via mobile phone at all times. Site specific traffic management plan approval process The below spreadsheets highlight the Site Specific Traffic Management Plan (SSTMP) approval process for both Major and Minor/Short term TMPs. This form is to be used to input indicative start dates for upcoming closures. Timeframes for each part of the SSTMP approval process will be auto-populated and used to inform the TTMWG before implementation. Table 5 Major and Discreet TMP approval timeframe spreadsheet MAJOR (EXTENDED SHUT DOWNS AND LONG TERM LAYOUT CHANGES) TMP APPROVAL TIMEFRAME 12 Weeks Design TMP Project team review TMP to ensure it is fit for purpose Location TMP # CAR # Start Date Date Required Actual Date 10 Weeks 6 Weeks 4 Weeks 3 Weeks TIA requested if required TTMWG to review proposed TMP Submit proposed TMP to NZHHA and Emergency services for review Road closure method approved - TTMWG/NZHHA/Emergency Services Submit finalised TMP to MyWorksites for approval with all appropriate documentation 2 Weeks Auckland Transport to approve final TMP - date confirmed 1 Week Organise VMS Boards Advise NZHHA of confirmed road closure date Provide details to emergency services DISCREET (MINOR / SHORT TERM CLOSURES WITH MINIMAL DISRUPTION TO TRAFFIC CARRIED OUT DURING OFF-PEAK TIMES) TMP APPROVAL TIMEFRAME 5 Weeks Design TMP 4 Weeks Project team review TMP to ensure it is fit for purpose 3 Weeks Submit finalised TMP to MyWorksites for approval with all appropriate documentation 2 Weeks Auckland Transport to approve final TMP Location TMP # CAR # Start Date Date Required Actual Date AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 9

12 2 Legislative requirements This section identifies the specific designation consent conditions relevant to this CTMP and where they are addressed in the document. Table 6 Designation condition requirements Condition Number Condition Section Reference 28 A Construction Traffic Management Plan (CTMP) must be prepared to, so far as is reasonably practicable, avoid, remedy or otherwise mitigate the adverse effects of construction on transport, parking and property access. The CTMP is to be submitted to the Council s Team Leader Southern Monitoring for information purposes at least 20 working days prior to commencement of the construction works. 29 The CTMP must include measures for: a. Managing the road transport network for the duration of construction to manage congestion and minimise delays to road users; This document Sc 3, 4 and 8 b. Informing the public about traffic management on the road transport network; Sc 8 and CCP c. Protecting public safety including the safe passage of pedestrians and cyclists; Sc 3.5 d. Maintaining pedestrian access to private property at all times; Sc 3.8 e. Providing vehicle access to private property to the greatest extent possible; and f. Managing effects from construction yards on adjacent properties. The following must also be included in the CTMP(s): a. The road routes to be used by construction related vehicles, particularly trucks to transport construction related materials, equipment, spoil and including how the use of these routes by these vehicles will be managed to mitigate congestion; b. Transport route options for the movement of construction vehicles carrying spoil, bulk construction materials or machinery and details and why these routes are considered appropriate. In determining appropriate routes, construction vehicles carrying spoil, bulk construction materials or machinery must as far as practicably possible use only the following roads in the immediate vicinity of the AMETI Stage 2A Project: i. Lagoon Drive; ii. Church Crescent; iii. Pakuranga Road; iv. Ti Rakau Drive; v. Ellerslie-Panmure Highway; and vi. Jellicoe Road. c. Where other routes are necessary, the CTMP must identify any residential zoned land and education facilities and provide details on how adverse effects from these vehicle movements are to be mitigated through limiting or controlling times for vehicle movements using those routes; d. Information on designated staff parking areas for construction workers; e. How disruption to use of the road network will be mitigated for emergency services, public transport, bus users, taxi operators, freight and other related vehicles, pedestrians and cyclists through: i. Prioritising pedestrian and public transport at intersections where construction works are occurring as far as practicably possible; ii. Relocating bus stops to locations which minimise disruption as far as practicably possible, and iii. Identifying alternate heavy haul routes where these are affected by construction works; Sc 3.8 Sc 4.2 and 4.3 Sc 4.3 Sc Sc Sc 3.9.2, Sc 4.2 Sc 3.4, Sc Sc 3.4 Sc 3.7 AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 10

13 f. Parking requirements at the Lagoon Drive and Basin View Lane carparks to: i. Identify alternative adequate parking facilities in the immediate vicinity to meet reasonable parking demand; or ii. Relocate the site compounds to avoid the need to use these carparks; g. Identification of safe routes for pedestrians and cyclists, including locations for placement of clear directional signage for safe routes and crossing points; h. Details of traffic management within the signalised Panmure intersection to enable four lanes of traffic (two lanes in each direction) to operate on Lagoon Drive on the approach and departure to the intersection during construction works; i. An assessment of the feasibility of maintaining a dedicated bus-only route from the Panmure Interchange to Queens Road at all times through the construction area, including potential for phasing the works and repositioning the bus-only route as required; j. Details of construction activities associated with construction of the Lagoon Drive busway and retaining walls so as to enable the existing contraflow arrangements on the existing Panmure bridge (during peak periods) to be maintained. This should include preparation of cross-sections showing traffic lanes and traffic management, plus construction activities at key constrained locations on Lagoon Drive; and k. Details of any engagement with residents and/or stakeholders, prior to construction, to determine the need for specific access requirements during construction for mobility-impaired residents. Sc 3.9 Sc 3.5 Appendix 4 and 5 Sc 7.2 Appendix 5 Sc 3.4 Sc 7.2 Sc AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 11

14 3 Traffic management strategy Guiding principles The project extent and influence covers the AT network, which is used by personal vehicle journeys, heavy haulage, commercial users, buses, pedestrians and cyclists. Impacts on these groups are a key focus for the Stakeholder Management and Communications Team (SMCT). Close relationships have already been formed through early engagement with the SMCT to ensure that the potential for disruption is mitigated as much as possible. Journey management, involving TTM and customer experience will be a driving principle through the delivery of the project. Key guiding principles are: Customer focus: all changes will be communicated clearly and in advance, when required, in an easy to understand way in accordance with the CCP Maximising people movement to manage peak hour demand i.e. by facilitating an increase in patronage of public transport Reliable journeys and move traffic as few times as possible Keep buses moving Hours of operation General Night works are proposed (subject to noise restrictions and management) for service locating/ minor service relocations, island removal, asphalting and other work as required. Major Shutdowns such as 24hour closures over weekends and a shutdown between Easter and ANZAC will be required for major works such as road rehabilitations, major traffic switches and service relocations. A number of discreet events will be needed for the installation and change over or temporary traffic management (minor traffic switches). Working hours The normal Project work hours will be 7.am to 6pm, Monday to Saturday Engineers and TTMWG approval for any discreet closures such as lane closures, detours and manual traffic control. Site attendance At all times when sites are active, a qualified Level 2/3 Practising STMS will be onsite unless undertaking a 2- hourly check of the site. During the long term works, each area will have a dedicated Level 2/3 Non- Practising STMS. These areas are defined as Panmure Roundabout, Lagoon Drive (west) and Pakuranga Road (east). During unattended times, a qualified Level 2/3 Practising STMS will be within 60 minutes of the site and available to go to site at any time. Unattended sites will be checked at a minimum of 1 time every 24hours. Barriers, line marking and fencing All long term closures will be deployed as per the SSTMP. This will include the use of temporary line marking, barriers/safe hit posts to effectively manage traffic and maintain the safety of road users including cyclists and pedestrians, and workers on site. Barriers Barrier choice will be made following a comprehensive risk assessment. Factors such as barrier length, location, shape of road, space required for road users / work zone will all be taken into account. Proposed methods are as follows but may change during construction stages. Any changes will be outlined in detail in each SSTMP and approved by TTMWG. Panmure Roundabout - Due to tight curves in the roundabout it is likely the TL2 water filled barriers with appropriate end treatments will be utilised. Deflection zones will be identified and based on the km/h speed restriction in place the deflection is expected to be 1-2m. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 12

15 Lagoon Drive and Pakuranga Road Long straight areas give FH the flexibility to utilise longer length barriers such as 3, 6 & 12m lengths in concrete and steel with crash cushions on the trailing and leading terminals. These barriers are expected not to deflect more than 1m within a km/h temporary speed zone. Barriers can be installed under discreet closures which are expected to take no more than 1-2 nights to install. Before installation - cones can be used to delineate areas. There may be areas where barriers cannot be used due to driveways and other constraints. These areas will be outlined in SSTMP s. Line marking Temporary line marking such as paint and tape will be used throughout the project at all major intersections, and for long term works where traffic is diverted from its usual lanes. Blackout paint following initial traffic switch until lines can be permanently removed if deemed necessary to reduce ghost markings will be used. Long term removal options include permanent blackout tape, high pressure water blasting and micro milling. Fencing 1.8m high mesh fencing will be used to separate work area and pedestrians, cyclists and to shield the worksite. Pedestrian barriers and cone bars (cone bars will only be used during attended times) will also be used to direct pedestrian safely through work areas. Public transport Performance of the bus journeys across the network is key. Our strategy is aligned with AT and Public Transport s vision for modal shift, reducing the pressure on the network by reducing single occupancy vehicles where possible. We will work to ensure buses are kept moving, and on time, though the area of influence during the construction period. This is aligned to the AMETI Eastern Busway Panmure to Pakuranga Construction Travel Demand Management Plan initiative and will assist in an increase of bus patrons and in turn reduce vehicle demands for road space. A feasibility assessment was completed at tender time as part of our roundabout staging TMPs. FH have got a dedicated bus-only route from the Panmure Rail interchange to Queens Road in all of our construction stages from stage 3 onwards (when we start changing the operation of the roundabout. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 13

16 Figure 4 Panmure Intersection signalised in Stage 3 showing dedicated bus lane into Panmure Station from Queens Road Time and location data will allow any impacts to delay and reliability to be quantified and targeted, mitigated and improvement measures discussed at regular TTMWG meetings. Impacts for investigation will include traffic delays, route reliability, journey distances/duration, frequency, loss of service and replacement services. AT Metro currently collect such data on their services and the TTM team will ask that it is shared with the project for analysis. SSTMPs or construction activities that may have an impact on buses will be discussed at regular TTMWG meetings so that concerns and mitigation options can be raised. This will follow the process outlined in the flowchart in section 1.8. In addition, regular communication between the AMETI Traffic Manager and AT Metro Service Disruption Manager Stuart McAlpine (refer to Table 6 - TTM Working Group Contact Details and Roles),will ensure that impacts are appropriately planned and communicated in advance to minimise disruption to customers. This will typically involve a weekly or call about upcoming closures. Key intersections will be managed through the route with bus journeys being a priority to maintain journey time reliability. This includes: Early bus priority signalisation of the Panmure Roundabout Construction staging around the Panmure Intersection and Queens Road, providing access to the Panmure Bus Station. Full access and a dedicated bus lane maintained at all times from Lagoon Drive to Church Crescent as per existing layout. Use of super weekends to deliver a portion of work over a weekend with a full or partial road closure to lessen impact and long timeframes of works. Bus stops may temporarily be located within 100m of existing bus stops during minor works. If major changes are required to bus stop locations this will be agreed with AT Metro and implemented following notification to bus patrons (via AT standard procedures). Other smaller intersections will influence bus performance to various degrees. This will be managed by optimising green time for the buses and implementing contingency plans outlined below. This includes: An extended lane closure to allow buses to easily merge from the low level access road into Pakuranga Road before Latham Ave. This could also be utilised during the afternoon peak when traffic volumes on Pakuranga Road Westbound are generally lower. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 14

17 To allow for faster bus movements from Church Crescent to Queens Road a Stop/Stop TM method will be implemented on Kings Road, Tripoli Road and Domain Road. Being responsive to deal with actual onsite events will also ensure we are looking to ensure that bus journeys are not delayed during construction works. Figure 5 TTM contingency measures to reduce delays to public transport Pedestrians and cyclists The SSTMPs will be developed with the aim of retaining the key pedestrian routes. At the interface of the construction areas with the existing network there are many places where pedestrian and/or cyclist facilities exist. These will be safely managed using a hierarchy of measures as follows; 1. Carry out construction whilst maintaining access to existing footpath with no impact to pedestrians. 2. Realign or redirect the facility onto temporary surfacing on the same side of the road. 3. Close the facility, with an alternative facility provided on the opposite side of the road. Safe crossing points will be provided and signage. 4. Temporarily close the facility, with an alternative route signposted and communicated to the public. Cyclists Currently there are no dedicated cycle routes along Pakuranga Road and Lagoon Drive. Although cycling is to be encouraged in the longer term by provision of off-road facilities along the corridor, during construction it is not a mode where dedicated facilities will be provided. A temporary km/h speed restriction will be in place once long term closures are in place. Early engagement with Bike Auckland and local cyclists will be carried out to encourage cyclists to use Bridge Street, Queens Road and onto the dedicated cycle lane on Ellerslie Panmure Highway. Refer to Mott MacDonald report (Appendix 1) attached which shows data collected by Auckland Transport on the number of cycle trips across the Lagoon Drive Bridge. Data shows that there has been a year-on-year decline in the number of cyclists recorded crossing the bridge, by about 7% per year. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 15

18 Pedestrians Footpaths will be available on both sides of Pakuranga road at all times. Once the new footpath north of the new busway is complete, this footpath will be opened and the existing northern footpath will be closed to allow the construction of stage 2 and 3 on the existing Pakuranga road. The southern footpath may be closed at night for specific pavement night works, detours crossing pedestrians at safe locations will be spaced at either end of the works. The footway on the north side of the link continues across Panmure Bridge, therefore pedestrians on the southern side of the link are required to cross to the northern side to continue over the bridge. This footway narrows to approximately 0.8m in width and is separated from the carriageway by a guardrail. On the west side of the bridge, a footway has been provided along the north side of Lagoon Drive through to Panmure. This varies in width between 0.8m and 1m and is directly adjacent to the main carriageway with guardrail protecting the narrower sections. The Panmure Basin footpath runs parallel to Lagoon Drive on the south side of the carriageway between the Church Crescent junction and the Lagoon Leisure Centre, where it links with a footway running directly along the south side of carriageway. This footway is between 0.8m and 1m in width and continues through to Panmure. A dedicated 1.2m pedestrian walkway, suitably surfaced and able to be traversed, will be maintained at all times on at least one side of Lagoon Drive, Ellerslie Panmure Highway and all approaching roads. Signalised pedestrian crossings and zebra crossings will be available at the Panmure Roundabout. During works there may be diversions across intersections and these will be sign posted and delineated at all times and be monitored by a traffic controller during high pedestrian times. 1.8m high mesh fencing will be used to separate work area from pedestrians and cyclists. Pedestrian barriers and/or cone bars (where appropriate) together with signage will also be used to direct pedestrian safely through work areas. Pedestrian ramps will also be utilised where required to allow access for mobility scooters, prams and wheelchairs. Figure 6 Pedestrian Management method (Panmure) AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 16

19 Figure 7 Pedestrian Management method (Pakuranga) Emergency services Emergency Services include; New Zealand Police New Zealand Fire Service St John Ambulance Emergency services are not expected to be restricted in terms of connectivity or accessibility while working inside long term closures (offline). However, during major works such as holiday periods and overnight closures for traffic switches emergency services may be restricted at times. Early consultation and engagement with emergency services will be carried out to accommodate their operational requirements. Emergency services will receive a copy of the proposed Traffic Management Plan, onsite contact details and detailed plans of detour routes and access to properties inside the working area. All FH TTM staff are trained to work with emergency services to provide access where available. Contingencies such as having steel plates onsite for operations where there is no access across the full width of any carriageway will also be in place to provide access if emergency services do not follow the detour route. Refer to the Health and Safety Management Plan for managing onsite emergencies. Emergency Service Access to private properties will be avaliable at all times. Private Properties as per Section 3.8 and emergency services will receive notification of works outside properties and access plans if regular access is impeded. Heavy haulage Consultation with NZHHA (NZ Heavy Haulage Association) will be undertaken during the SSTMP design phases to ensure that Over Dimension (OD) vehicles are able to travel through site. Vehicle tracking plans will also be submitted with Traffic Management Plans. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 17

20 Contact details will be provided to NZHHA of key site personnel and contact will be made onsite to provide assistance through site if required. Ellerslie Panmure Highway and Jellicoe Road as well as Pakuranga Road and Ti Rakau Drive are identified as OD routes in the NZTA Heavy Haulage Association OD route maps (Figure 8 below). The following requirements will be maintained by FH during the Project works; Ellerslie Panmure Highway to remain open during construction stages (single lane minimum, during off peak times). Any work that restricts access to and from Jellicoe Road will be communicated with NZHHA during the preparation of the SSTMP and through the Stakeholder Manager. Pakuranga Road to remain open during construction stages (one lane each direction minimum, during off peak times). Ti Rakau Drive to remain open during construction stages (one lane each direction minimum, during off peak times). Figure 8 - NZTA Over Dimension Vehicle Route Maps within the Project footprint AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 18

21 Private properties General Pedestrian and vehicle access will be maintained to all private properties for residents and/or stakeholders at all times, by way of using steel plates to cover any excavations, building footpaths/driveways in two halves, or by constructing a temporary route. In the situation where vehicle access is not possible suitable notice will be provided and pedestrian access will be maintained and an alternative parking location provided. There are very few properties that will have specific requirements for their current access to be blocked, however if this is required, communications will be undertaken in accordance with the Communication and Consultation Plan. Below are the key areas where a specific method is required. If changes to access are required, access plans for properties for residents and/or stakeholders are to be developed and agreed upon by the TTMWG prior to closure implementation. The process is: Sensitive receptor plan development Stakeholder Manager to speak with all residents affected by upcoming works to determine if special access is required (i.e. frequent Ambulance visits, mobility access needs) Plan developed to maintain access to properties Plan discussed with construction team, and distributed to TTM team and emergency services. Residents/businesses advised where and how to access site safely this is during attended and unattended hours. 26C and 34 Pakuranga Road access plan Access to 26C and 34B to be maintained via a temporary access way built off Pakuranga Road as per process above until the permanent accessway off William Ave is constructed. An access plan will be developed and discussed with the construction team and will be provided to residents, emergency services and the TTM team. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 19

22 Figure 9-26C and 34 Pakuranga Road Access Plan Lagoon Drive Access Plan Access to Lagoon Drive will be maintained during construction works. Until permanent access is constructed from Domain Road, residents will have access from Lagoon Drive which will be controlled by a traffic controller during working hours. Outside of working hours, clear and safe access will be provided. As per the process above, an access plan will developed and discussed with the construction team and will be provided to residents, emergency services and the TTM team. Figure Lagoon Drive Access Plan AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 20

23 Easter ANZAC closure access plan Access will be available to all residents and businesses during the shutdown period. The access description is noted below; Access will be available left in and left out on Lagoon Drive & Ireland Road from Roundabout when working on the Northern side of the roundabout Access will be available left in and left out on Jellicoe Road from the roundabout when working on the Southern side of the roundabout. Table 7 - ANZAC Closure access methods for stakeholders Stakeholder Access method Lagoon Drive and Lagoon Pools Access via Lagoon Drive and Basin View managed by traffic control Car Yard Car Park Gas Station Dunlop Lane Queens Road Access via Ireland Road through existing driveway Access from Potaka Lane through existing driveway Access from Potaka Lane and Jellicoe Road via existing driveways Access via Jellicoe Road via existing entrance Queens road to remain open at all times Figure 11 - ANZAC Closure access plan AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 21

24 Kerbside collection (rubbish and recycling) To be managed by the TTM team. Residents will be advised to leave bins outside their properties as usual and Traffic Controllers onsite will move bins to the nearest accessible location for collection. Collectors to be advised where these locations are via the Contractor Stakeholder Manager and Newsletters as per the CCP. Kerbside collection days Panmure (Lagoon Drive) Wednesday, Weekly for rubbish and fortnightly for recycling Pakuranga (Pakuranga Road and side roads) Thursday, Weekly for rubbish and fortnightly for recycling Public parking Lagoon Drive car park Car park at Lagoon Drive will be closed when construction works commence on the south eastern side of the Panmure Roundabout. When widening of Lagoon Drive takes place at this location, the area will become trafficked lanes during construction. Figure Lagoon Drive car park Lagoon Drive / Basin View Lane car park FH will occupy the first three rows of the Lagoon Drive / Basin View Lane public car park for all staff and visitors to the site office. This will be fenced off and no public access will be allowed. Access will take place via the existing vehicle crossing off Basin View Lane. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 22

25 Figure 13 - Occupied FH area of the Lagoon Drive / Basin View Lane Car Park Additional public car parking Additional public car parking will be provided at 528 Ellerslie Panmure Highway. Access will be from Potaka Lane and will be communicated prior to removal of car parks at Lagoon Drive / Basin View Lane and the closure of Lagoon Drive car parks. Figure 14 - Additional public car parking at 528 Ellerslie Panmure Highway AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 23

26 4 Construction access Construction traffic will consist of truck movements and light vehicle movements. Truck movements will include activities such as bringing in supplies and materials like aggregates and precast units; as well as hauling away unsuitable materials from site. Light vehicle movements will typically be for a supervisory or compliance role across the project. Site access Discreet site access will be in place throughout the area of works. These areas will be submitted as part of the SSTMP prior to works commencing. The following requirements will be met by FH as part of the Project site access works. SSTMPs will cater for safe and effective site access point use. If vehicles are required to stop or reverse in a live lane to gain access to site, Manual Traffic Control (MTC) will be implemented using an approved SSTMP during off peak hours. Vehicle-mounted flashing beacons must be switched on prior to a work vehicle entering or leaving a closure. Construction and delivery drivers will call ahead to the STMS by radio or mobile phone when approaching the worksite access to ensure that the gate is clear of obstructions and they can enter the site without blocking flowing traffic. Traffic Control (TC) will be in place at each major site access to remove cones and allow vehicle into site. Minor site access will be open for access and exit of work vehicles. TTM must be designed to allow the safe and efficient movement to and from the closure of visitors or workers either in work vehicles or on foot. Maintaining the safety of the site access is the responsibility of all and will be managed by the STMS. Site offices and laydown areas Main site offices and compound The main Site Office will be established in the vacant land adjacent to Korma Lane and Lagoon Drive, in close proximity to AT s main site office. The offices will consist of multiple temporary Portacoms joined together and include a large open plan office for the management team, a lunch room, toilet block, and a meeting/board room. Next to the main office, a large secured car parking area will be set up to house construction staff vehicles and key traffic management plant. It will be located offline with access off Basin View Lane. A securely fenced Storage Area will be built adjacent to Korma Lane. This will hold any valuable construction materials, plant, and equipment. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 24

27 Figure 15 - Main Site office and laydown area Reliable Way Yard FH has a main works depot located at Reliable Way less than 4km from Lagoon Drive. This facility will be utilised as a material handling facility for all cut to waste material, demolition concrete, and imported aggregate material. Reliable Way will also be used as a depot to ferry construction staff to site each day. Panmure Bridge site office and laydown area The Bridge Team will be set up adjacent to the bridge site on the Pakuranga side of the river. An office for the management team will be established at No. 20 Kerswell Place. This will be based directly on-site to manage day-to-day operations. A lay down yard will be set up on Pakuranga Road which will house plant and materials required for the Bridge construction. Figure 16 - Panmure Bridge Site office and laydown area Pakuranga Road Site offices and laydown area A separate site office and laydown areas will be established on Pakuranga Road opposite the Ti Rakau Drive Intersection. The management team will be based directly on-site to manage day-to-day operations. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 25

28 Figure 17 - Pakuranga Site office and laydown area Soil Nail Wall Laydown Area To construct the soil nail wall along Lagoon Drive, access must be gained from the top of the site. Initial access will be from an access way on Church Crescent. Once the second bench has been created access will be from each end. A lay down area for the soil nail materials will be located on the corner of Church Crescent and Lagoon Drive. Figure 18 - Soil nail wall laydown area - Church Crescent / Lagoon Drive Material handling area A material handling area will be set up on Pakuranga Road with access from Williams Ave and Tamaki Bay Drive. This area will handle the cut to waste and imported fill material during stage 1 construction of SP1 east. It will be located outside of any permanent works which reduces any risk of clashes with critical work activities. To ensure minimal disruption to traffic the material handling area will be located well back from Pakuranga Road with entry and exits from the adjacent side roads. Material will be ferried around the site by loaders or truck only. It will then be delivered/ taken away by truck and trailer units. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 26

29 Figure 19 - Material Handling Area - Pakuranga Road Truck movements General Minimal trucking movements into and out of site between 7-9am and 4-6pm Gossamer Drive identified as a residential road with schools will not be used at any time for trucking movements Ireland Road will not be used at any time for trucking movements Lloyd Ellsmore park to be utilised as a truck turn around rather than using Cascades Road and other heavily residential roads Coordinating truck movements Our Logistics Manager will minimise truck impacts on road users and the local community by: Reducing construction traffic on the construction corridor Communicating with all truck drivers moving to and from site to allocate materials to the correct gates; Instructing drivers for their journey away from site regarding timing and material removal; Working with the Traffic Manager to develop alternative truck routes at short notice should incidents or unexpected congestion occur; Maximising back loading where possible to minimise overall truck movements. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 27

30 Trucking routes These routes are appropriate because they avoid quiet low volume roads, school zones and potential dangerous roads with sharp cornering or a lack of width for safe truck use. They also focus on the following key arterial routes as outlined under condition b, namely; Lagoon Drive; Church Crescent; Pakuranga Road; Ti Rakau Drive; Ellerslie-Panmure Highway; and Jellicoe Road. Other routes are not proposed. A specific plan will be developed if any residential zoned land and education facilities become affected. Panmure roundabout and Lagoon Drive Construction Traffic will take the following route from the site yard on Lagoon Drive towards FH Reliable Way. Figure 20 - Trucking route - From the site yard on Lagoon Drive towards Reliable Way Pakuranga Road Construction Traffic will take the following route from the site yard on Pakuranga Road towards the Whitford Quarry. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 28

31 Figure 21 - Trucking route - Pakuranga Road towards Whitford Quarry AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 29

32 From Panmure Roundabout and Lagoon Drive to Pakuranga Road and vice-versa Construction Traffic will take the following route to and from both site yards along site. Figure 22 - Trucking route To and from internal site yards within the Project footprint AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page

33 5 TTM Traffic performance requirements Travel demand management programme / Mott MacDonald Scoping Report Travel demand management programme The Travel Demand Management (TDM) programme has been developed by AT and will be incorporated where instructed by AT within our works program. The TDM programme has identified the following enabling works as required to be completed prior to commencing TTM for the Panmure Intersection works: Inclusion of a right turn at Jellicoe Road to Mountain Road intersection through a temporary Roundabout. Adjust signal timings at Forge Way/ Ellerslie-Panmure Highway intersection. Mott MacDonald Scoping Report Mott MacDonald was commissioned by AT to develop a Scoping Report to provide evidence for a business case on the TDM programme for the Project. Data analysis and modelling of the impacts of construction on the network are based on specific construction scenarios and we have used these scenarios as a guide for developing the SSTMPs noting that changes in our proposed approach will result in different results. The Mott Macdonald report also recommend a Park and Ride Site to be setup at Lloyd Elsmore Park and a bus priority lane along Pakuranga Road. It is noted if these facilities are not provided then the ability for model shift for people from single occupancy vehicles to public transport is reduced as buses will be using the same lanes as traffic. Both the park and Ride and Bus priority lanes will be designed/consented and delivered by AT as part of this project. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 31

34 6 TTM Design standards SSTMPs will be designed to CoPTTM standards and use industry best practice. The following table describes the TTM design criteria which will be used. Table 8 - TTM Design Criteria STANDARD TTM CRITERIA Criteria Local Roads Minimum Temporary Speed Limit km/h Minimum lane width 3.0m 3.2m with bus movements Swept turning path for buses to be catered for at key intersections Barriers Minimum footpath width 1.2m Minimum cycle lane width 1.5m Minimum shared footpath and cycleway width 2.2m Temporary barrier systems in place where possible. Barrier systems such as TL-2 Water filled, TL-3 Steel and Nu- Guard are proposed at this stage but each long term site will be designed to use a fit for purpose barrier. SSTMPs will be prepared to cover short term operations and closures to CoPTTM standards will comply with any Consent Conditions. Also a series of Generic TMPs will be prepared to set out the SSTMPs as this has worked successfully on many large capital works projects. All SSTMPs will gain acceptance from the TTMWG. SSTMPs will cover the hours of working specific to the site. A clear timeline flowchart for the various stages of the development, and approval process for the traffic management plans, has been developed and implemented with the project team. This is to ensure their approval is in accordance with the timeframes set out in the TTM Design Criteria (Table 8). See TTM Approval Process as outlined in Section This approval process will cover AT requirements using the Corridor Access Request (CAR) system as required. It will also involve ATOC-Smales and AT Metro when required for the review and approval of traffic signal layout or phasing changes. All TMPs will be recorded in a database, including tracking timeframes for responses from the various parties. The validity of required TMPs and SSTMPs will be closely monitored, to ensure legality at time of implementation. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 32

35 7 Traffic management plans (staging) Enabling works Minor SSTMPs for short term use such as service investigations and non-invasive works will be used during off peak times and will have a minor impact on traffic. These will follow standard Corridor Access Request (CAR) process, and detail specifically how traffic will be managed in a specific work zone in each stage. Sample SSTMP s are attached in Appendix 2. Traffic management staging Panmure Roundabout (April ) Works to commence on the Panmure Roundabout from April (Easter and ANZAC) Queens Road and Ellerslie Panmure Highway will be reduced to one lane each direction. Lagoon Drive, Ireland Road, Jellicoe Road and Potaka Lane will have one way and full road closures in place Widening works to commence on the south east corner of Lagoon Drive following Easter and ANZAC Shutdown. This work will be offline, temp barriers to be in place. Once widening is complete Panmure Roundabout will be switched to a signalised intersection with two lanes each direction and a dedicated bus lane. Multiple traffic switches to access each section of the intersection will be undertaken. Lane configuration will not change throughout stages. SSTMP attached in Appendix 5. Lagoon Drive (April ) Works on Lagoon Drive will commence after the Easter ANZAC Closure. Lagoon Drive will be reduced to one lane each direction from Church Crescent to Basin View Lane. Existing lane configuration at the Church Crescent intersection will be available at all times of construction. This will be achieved by traffic island removal and re-line marking. Public Transport bus lanes will not be affected by construction works. Figure 23 - Cross section of Lagoon Drive works and retention of vehicle lanes and pedestrian access SSTMP attached in Appendix 6 Panmure Bridge (April ) The Panmure Bridge will have minimal disruption during works on Lagoon Drive and Pakuranga Road Tidal flow will remain operational AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 33

36 Lanes will not be shifted and traffic signals will remain unaffected. Pakuranga Road (May ) During the building of the busway, Pakuranga Road will not be affected. Fencing will be installed on the back side of the footpath with works all offline. Site accesses will be in place. Minor shifts will be required at busway tie in points and when carrying out changes to side roads. Traffic will be shifted onto the completed bus way in order to carry out asphalt works on Pakuranga Road. Figure 24 - Cross section of Pakuranga Road works and retention of vehicle lanes and pedestrian access Sample SSTMP s are attached in Appendix 7 and 8. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 34

37 8 Communicating TTM impacts Effective real-time and easy to understand communication channels will be used to communicate works in advance. This will include: Face-to-face meetings Local media Letter drops ITS Systems Variable Message Signs (VMS) The team will communicate up to date information, particularly around key locations. Variable message signs (VMS) To enhance information and communication for road users the TTM team will position VMS at four locations for the duration of works agreed upon by the TTMWG prior to the main body of works. These tools provide messages for road users at the threshold of the works. The TTM Site Lead will use these signs to communicate appropriate messages about planned closures. VMS systems also give the ability to be used for unplanned incident management. NZTA Fixed State Highway Regional Boards on SH-01 North and South Bound will also be utilised for major closures (e.g. Easter-ANZAC closure). The proposed VMS Matrix is attached in Appendix 4. Figure 25 VMS locations during Project works AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 35

38 9 Incident response Scope We will have necessary resources available to respond promptly in the event of a traffic incident or other emergency situation. The top priority will be the safety and wellbeing of everyone involved and then take any actions, working in conjunction with ATOC (AT), NZ Police and Emergency Services to minimise disruption or inconvenience, whilst keeping the incident or area isolated from members of the general public. Extent In the event of a traffic incident, the nominated site STMS and available crew will attend in the first instance and report to the Traffic Management Site Lead. The project will make available any mobile plant which can assist in the case of a serious incident which is likely to include water trucks, excavators etc. Any TTM resource on site not immediately involved in critical works will be made available to assist as appropriate. Contact will be made with FH Regional TTM Supervisors if extra assistance is required. FH also have an extensive network of local TTM service providers as a back-up if required at short notice for tasks such as towing/removal of vehicles from live traffic lanes and the clean-up of any debris or spillage. Emergency vehicles and breakdowns FH is aware that, in the event that a representative of the NZ Police requests a copy of implemented TMP for safety or emergency reasons, we will immediately comply with this request. In the event of an emergency or breakdown on site, FH shall endeavour to provide a clear passage for emergency vehicles or tow trucks to ensure that the disruption and delay to other motorists through the site is minimised. Incident communications The following steps will be implemented in regard to incident communications: ATOC alerted to the incident either via CCTV, phone call or via emergency services ATOC phone AMETI EB1 TTM Site Lead (Andrew Finnigan) in the first instance Auckland Transport CAR/Compliance team to be advised of incident in the worksite via emial and/or phone call (extremities of TTM signage) FH to send Incident report to AT Complicance Team (TTM.crash@aucklandtransport.govt.nz), AT CAR Manager, Project Manager and any other appropriate parties within 48hours of incident. Actions The project s incident response will consist of the Truck Mounted Attenuator (TMA) trucks whose role will be to secure the site for the safety of the public and workers, while not compromising their own safety. This will typically involve positioning the TMA between the incident and the approaching traffic. Assistance will be extended to the incident after the site is safe and secure. In most cases the project s responders will arrive after emergency services are already on the scene and they will work with them as directed. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 36

39 10 Temporary traffic management auditing Auditing of temporary traffic management measures will be carried out as follows: Audits shall be undertaken in accordance with COPTTM 4 th edition (Section A8, E and Appendix C). Each audit shall include day and night time inspections by an approved Audit Team. All issues identified shall be addressed as soon as practicable and within 24 hours; The TTM site lead will undertake inspections prior to opening new traffic layouts; The TTM site lead shall be responsible for final certification of any TTM prior to opening to traffic. In addition to the above, the following audits will also be undertaken: Audit of new long term traffic management arrangement on the day of implementation to identify any safety improvements required and/or physical impacts to the road network; Audit of significant new discreet traffic management plans to identify and rectify any operational issues, including detour routes; and Monthly night and day audit of the projects traffic management shall be undertaken by a team of at least two suitably trained and experienced NZTA accredited personnel. The audit reports shall be provided to the project team and Auckland Transport (uploaded through MyWorksites) within one week of the audit. These audits will also be discussed at TTMWG meetings. Any discrepancies identified by the auditing process will be addressed as soon as possible and within 24hours by the TTM site lead and the STMS. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 37

40 11 Monitoring and reporting Traffic monitoring and reporting The impacts of all TTM sites will be continuously monitored to measure what impact the construction works are having on traffic flows in the area. Specific monitoring will be undertaken in accordance with AT s specific requirements. Traffic data will be sourced from existing ATOC, AT, and AT Metro systems as well as site checks by project staff. Monitoring levels will be discussed and agreed with the TTMWG and reported on regularly. If network performance deteriorates below the acceptable levels, then focused reviews will be undertaken to seek means of improving the outcome. The specific review process will depend on the nature and magnitude of each issue but will typically involve a workshop with the TTMWG to collectively and collaboratively develop an acceptable solution. Focus will be directed to provide prioritisation to bus services, or revised bus servicing. Review of the traffic management measures which could be negatively affecting the network performance will not be limited in the investigation scope. Aspects will include reviewing the staging of the construction activities, ability to provide further bus prioritisation, and providing additional bus services. Video monitoring Auckland Transport will provide and maintain video monitoring at a minimum of five locations within the extent of works. The locations will be agreed with AT s Engineer and will be based on monitoring of high profile activities such as temporary lane realignments for bridge construction. The monitoring will include time lapse recording of the progress of work on site and internet access to a live video stream for authorised users for the entire contract period. Figure 26 - Proposed video monitoring locations AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 38

41 Appendix 1 Mott MacDonald Report Advisory Note: This scoping report was prepared in May 2018 and commissioned by AT. References to the signalisation at the Mountain/Jellicoe Intersection are not current. The current roundabout solution will be maintained until such a time that the signalisation works can be carried out without impacting the Project programme of works. The Roundabout solution still provides for the right turn out of Mountain Road which was the desired effect of the signalisation. AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 39

42 AMETI EB1 Construction Network Management Plan Scoping Report 4 May 2018 Auckland Transport

43 Mott MacDonald AMETI EB1 Construction Network Management Plan Scoping Report Report Disclaimers This Scoping Report was commissioned by Auckland Transport to provide evidence for a business case on the Travel Demand Management programme for AMETI EB1. It should not be relied upon by any other party or used for any other purpose. We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties. Analysis and modelling of the impacts of construction on the network are based on a specific construction scenario with reduced vehicle demands based on assumed TDM measures to give an indication of the potential impacts. These should be used as a guide, not as an absolute impact as the TDM measures to be implemented have not been confirmed and the temporary traffic management plan will determine the actual impact. A 2016 base case scenario has been used as the basis against which to assess the construction impacts. Census 2013 data has been used for Journey to Work data and so any updates to this from the Census 2018 data (when released) will not be reflected. Data on public transport patronage has been supplied by AT Metro and represents journeys in late 2017 and early Bus capacity is typically calculated to 60% but as the AMETI construction is a temporary period, calculation up to 80% patronage has been used and deemed acceptable by AT Metro D 4 May 2018

44 Mott MacDonald AMETI EB1 Construction Network Management Plan Scoping Report Contents Contents vi 1 Executive Summary 1 2 Scene Setting AMETI Programme AMETI EB1 Panmure to Pakuranga Construction Network Management Plan 4 3 Traveller Data Origin Destination data Private Vehicle Travel Traffic Volumes Travel Time and Travel Time Reliability Level of Service Vehicle Occupancy ANPR Survey Public Transport Travel Bus Travel Bus Travel Time and Reliability Bus Capacity Rail Travel Local Rail Network Panmure Park & Ride car parks Bus-Rail Interchange Rail Capacity Ferry Travel Local Ferry Services Ferry Capacity Active travel Cycling Volumes Cycling Environment Walking Volumes Walking Environment 32 4 Network Modelling Assessment approach Assessing the extent of rerouting Construction Scenario 1 modelling Assessment of quick wins D 4 May 2018

45 Mott MacDonald AMETI EB1 Construction Network Management Plan Scoping Report 4.5 Construction Scenario 2 modelling Assessment of vehicle reduction requirements Journey time assessment Morning Peak Period Westbound Travel Evening Peak Period Eastbound Travel Summary 43 5 Key Target Groups Customer profiling Journey to Work data Select Link Analysis D 4 May 2018

46 Mott MacDonald AMETI EB1 Construction Network Management Plan 1 Scoping Report 1 Executive Summary The Auckland Manukau Eastern Transport Initiative (AMETI) is a group of projects that will transform transport choices for east Auckland residents. There is currently a lack of viable travel alternatives to private vehicles in east Auckland resulting in a high private vehicle mode share and single occupancy vehicle rate. There is a target to increase public transport mode share in east Auckland to 45% in the AM peak and the AMETI busway aims to support this target. Construction of the busway is due to start at the beginning of 2019 and last for two years. A Construction Network Management Plan has therefore been developed to manage travel demand and network operations to ensure the network works as efficiently as possible during construction. It will also act as a catalyst to encourage a long-term change in travel behaviour and mode shift to public transport, made possible by the AMETI busway. This scoping report provides the background to the study area, attempts to quantify the extent of the transport problem during construction and outline possible opportunities for improvement. Traveller data has been collected and analysed to understand travel patterns in East Auckland. Patronage levels on public transport (bus, ferry, rail) have been assessed and TomTom data gathered to understand vehicle flows and movements during peak times. Select link analysis has also been used to understand trip origin and destinations indicating a wide spread of trip destinations across Auckland. Modelling has been undertaken on a temporary traffic management scenario to simulate a construction layout involving a reduction in capacity along the corridor. This capacity reduction is equivalent to 340 people trips per hour in the three hour AM peak and 408 people trips per hour in the three hour PM peak. This provides a base from which to maintain travel times and reliability for general traffic for the morning peak period during construction. These capacity reductions will need to be supported by travel demand management measures to influence travel behaviour and enable customers to make informed decisions about their travel. Two modelling tests were undertaken to assess journey times; prioritising general traffic and prioritising public transport through the construction site. General traffic and bus journey times increase in both scenarios with most impact on vehicles and buses travelling between Cascades Road and Ti Rakau Drive. Journey to work data indicates that 90% of commute trips from east Auckland are made by private vehicle, further highlighting the benefits AMETI will bring in providing a public transport alternative. Across east Auckland, approximately 15% of commute trips are to the CBD and despite the public transport alternatives available, a large proportion of these trips are made by private vehicle (89% average). This represents a real opportunity in encouraging customers to remode to public transport through the travel demand management campaign. Travel demand measures have been proposed under the four Rs (reroute, remode, retime and reduce) along with an initial assessment on their feasibility. A Park & Ride site has been proposed in Lloyd Elsmore Park along with a bus priority lane along Pakuranga Road. These measures combined will act to increase the attractiveness of public transport as an alternative to driving. Over 700 parking spaces have been identified within the vicinity of Panmure Rail station. This represents a significant catchment for vehicle trips and thus the location of the Park & Ride site is key to intercepting some of these trips. Additional capacity is recommended on two bus routes and some AM peak rail services to manage patronage to within acceptable levels and increase the chance of additional passengers being able to find a seat for their journey D 4 May 2018

47 Mott MacDonald AMETI EB1 Construction Network Management Plan 2 Scoping Report An Active Network Management Centre is recommended to actively manage the network within east Auckland, like what is in place for the CBD. Locations of additional CCTV cameras have been suggested and their implementation ahead of AMETI EB1 construction would increase the effectiveness of the Active Network Management centre. Engagement on travel demand management measures is proposed to take place via three strands, through business engagement, community engagement and education engagement. Best practice indicates that below the line engagement should start approximately six months prior to construction to give businesses, communities and education centres enough time to plan and implement travel plans. The above the line communication campaign is proposed to launch approximately three months prior to construction, building up to a change in travel behaviour once construction starts. A variety of media is proposed as part of the communications campaign including radio, media, television, bus wraps as well as open days and activations throughout the 24-month construction period. The next phase of this project is to develop a business case for the travel demand management programme which will be taken through AT s governance process for additional funding for implementation. This will develop and test options for combinations of travel demand management measures and determine associated costs and benefits D 4 May 2018

48 Mott MacDonald AMETI EB1 Construction Network Management Plan 3 Scoping Report 2 Scene Setting 2.1 AMETI Programme The Auckland Manukau Eastern Transport Initiative (AMETI) is a group of projects that will give residents of Auckland s south-eastern suburbs improved transport choices and better connect them to the rest of Auckland. The south-eastern suburbs are one of Auckland s most populated areas and residents currently have limited access to employment areas in the CBD and other parts of Auckland as there is a lack of viable travel alternatives to the private vehicle. This has resulted in a reliance on private vehicles to meet the public transport accessibility gap. The population of the south-eastern suburbs is expected to grow by 20% to 160,000 people by 20. It is important that there are public transport alternatives to cater for this growth, reducing the number of additional private vehicles on an already congested road network. AMETI will deliver New Zealand s first urban busway to east Auckland, a 7km link between Panmure, Pakuranga and Botany Town Centres with buses travelling in their own, congestion free lanes. It will enable people to travel by bus and train between Botany and Britomart in less than 40 minutes, acting as a catalyst for economic growth and regeneration for Botany, Pakuranga, Panmure and surrounding areas. Along the corridor, buses are currently caught in the same congestion as general traffic, as there is a lack of bus priority. This results in long and unreliable journey times, creating little incentive for residents to travel by public transport. There are also limited cycle infrastructure and pedestrian amenities, leading to a low active mode share. Following the implementation of AMETI, the public transport mode share in Eastern Auckland is expected to increase significantly from 32% to 45% by 2046 for all trips to the CBD, Newmarket and other destinations served by the Southern and Eastern rail lines. The first phase of AMETI, the new Panmure Rail Station and 1.5km of Te Horeta Road has already been delivered and saw a doubling of passenger numbers since opening and an increase in people transferring between bus and rail. 2.2 AMETI EB1 Panmure to Pakuranga The second phase of AMETI - Eastern Busway 1 (AMETI EB1) will deliver the first 2.5km of dedicated busway between Panmure Rail Station and Pakuranga Town Centre. A new busway bridge will be built adjacent to the existing Panmure Bridge with a wide shared path for pedestrians and cyclists (see Figure 1). A new cycle and pedestrian link will also be built between Panmure and Pakuranga, along Lagoon Drive and Pakuranga Road D 4 May 2018

49 Mott MacDonald AMETI EB1 Construction Network Management Plan 4 Scoping Report Figure 1: AMETI EB1 Panmure to Pakuranga Source: Auckland Transport 2.3 Construction Network Management Plan Construction of AMETI EB1 is proposed to begin in early 2019 and continue for 24 months. During this time, the transport network capacity will be reduced and access to certain roads may change due to temporary banned turns to facilitate the construction, customer journeys will be significantly impacted. A Construction Network Management Plan (CNMP) is being developed to manage travel demand and network operations to ensure the transport system operates as efficiently as possible during construction. It will also act as a catalyst to encourage a long-term change in travel behaviour and mode shift to public transport, made possible by the AMETI busway. The next section of this report will outline travel patterns and behaviour for customers in the Panmure and Pakuranga area. This is the first step in developing a CNMP which will aim to change travel behaviour and increase public transport mode share during construction D 4 May 2018

50 Mott MacDonald AMETI EB1 Construction Network Management Plan 5 Scoping Report 3 Traveller Data 3.1 Origin Destination data Select link analysis is used to assess the origin and destination of all journeys that pass a particular point in a traffic model. This has been done for AMETI EB1 using Panmure Bridge as the link to understand origin and trip destinations for vehicles. This analysis shows that the destination of trips from east Auckland is widely spread with % of trips going towards the city centre, Newmarket, Parnell and Ellerslie and 47% towards south and east Auckland, away from the AMETI corridor (see Figure 2). The AMETI project is aimed at providing a public transport alternative for trips to the city centre which are currently made by private vehicle. This will free up capacity on the road network for trips to other locations. Figure 2: Select Link Analysis of Panmure Bridge Source: Commute strategy, July Private Vehicle Travel Traffic Volumes Traffic counts have been undertaken to determine traffic volumes along the main corridors in the network. These were undertaken at three points in time as follows: Manual counts on Wednesday 25 th October 2017; and Tuesday 7 th November 2017; at three locations: Pakuranga Road between Williams Avenue and Millen Avenue Lagoon Drive between Basin View Lane and Church Crescent D 4 May 2018

51 Mott MacDonald AMETI EB1 Construction Network Management Plan 6 Scoping Report Ti Rakau Drive between Pakuranga Road and Palm Avenue Tube counts from Friday 29 th April Thursday 5 th May 2016 at South Eastern Highway between Carbine Road and Mount Wellington Highway Tube counts from Saturday 3 rd Friday 9 th December 2016at: Pakuranga Road between Kentigern Close and William Roberts Road The location of traffic counts is shown in Figure 3 and data presented in the Appendix. Figure 3: Location of manual and tube counts Counts on Pakuranga Road (east of Ti Rakau Drive) and counts on Lagoon Drive show a distinct morning peak hour from 6.-7.am. Traffic flows before 6.am are much lower suggesting opportunity to retime journeys earlier. In the PM, there is less of a distinctive peak hour although flows are higher between pm. Counts on Pakuranga Road (west of Ti Rakau Drive), on Ti Rakau Drive and on SE Highway have less of a distinct peak hour in both peak periods with flows high throughout both the AM and PM peak periods. Flow profiles for trucks have also been extracted for the manual count locations. This shows a more varied picture with flows varying throughout the day from 6am (and perhaps before) until about 4.pm where counts reduce. Retiming truck journeys to outside of the peak hour may be difficult as truck movements and timings are often constrained by adjacent land uses i.e. residential areas. However, D 4 May 2018

52 Mott MacDonald AMETI EB1 Construction Network Management Plan 7 Scoping Report there is potential to retime movements outside of the peak and further discussion with AT and the construction industry is needed to determine how feasible this is Travel Time and Travel Time Reliability TomTom GPS data has been obtained for the study area for each month between October 2014 and February The data for Pakuranga Road is presented in more detail below. Average travel times on this corridor vary between: 7-8 minutes in the eastbound direction 7-9 minutes in the westbound direction There is also variation in average travel time from day to day, particularly at the peak hour. Figure 4 and Figure 5 outline travel time variability in the AM and PM peak respectively for both directions of travel. As expected, the results show that there is a difference between travel time variability in the eastbound and westbound directions. The peak direction of flow (westbound in AM, eastbound in PM) has both a longer travel time and greater variability. Figure 8 also shows that the eastbound travel time and travel time variability is significantly higher between 5-6pm compared to 4-5pm suggesting that this is a clear peak in vehicle flow. Figure 4: Travel time variability between Panmure and Pakuranga in AM peak period Source: TomTom GPS D 4 May 2018

53 Mott MacDonald AMETI EB1 Construction Network Management Plan 8 Scoping Report Figure 5: Travel time variability between Panmure and Pakuranga in PM peak period Source: TomTom GPS Travel time data along the Pakuranga corridor for 28 months up to February 2017 has been analysed to determine if there are any trends. Figure 6: Peak Travel Time Variance along the Pakuranga Corridor Source: TomTom GPS - School holiday periods shaded grey D 4 May 2018

54 Mott MacDonald AMETI EB1 Construction Network Management Plan 9 Scoping Report In the peak direction (westbound in the AM and eastbound in the PM), there is a high monthly variation in travel time (Figure 6). This trend is likely influenced by school and university traffic, with peaks corresponding to term-times (unshaded) and troughs occurring during holiday periods (shaded). Average travel time in the peak direction, however, has remained relatively stable but the month by month variation has increased indicating the corridor has become less reliable. Figure 7: Counter-Peak Travel Time Variance along the Pakuranga Corridor Source: TomTom GPS School holiday periods shaded grey. In the counter-peak direction (eastbound in the AM and westbound in the PM), average travel time has decreased and become more reliable, (Figure 7). Variation due to school terms (unshaded) and holidays (shaded) is lower, reflecting lower levels of traffic going against the peak flow. These graphs indicate the correlation between reduced vehicle volumes during school holiday periods and shorter journey times. This could inform the construction programme, limiting the most disruptive construction phases to school holiday periods such as December, January and July Level of Service Auckland Transport uses Level of Service (LoS) to report on congestion across the road network. This is measured from A to F and is calculated based on vehicle speed as a proportion of the posted speed limit. A LoS A is 90% of the posted limit and E is less than %. LoS D to F represents congested conditions. Figure 8 shows the LoS of the road network in Panmure and Pakuranga in November This shows that in the AM peak, eastbound congestion along Pakuranga Road and Lagoon Drive increases east of Ti Rakau Drive with the LoS decreasing from C to D. Ti Rakau Drive is heavily congested (LoS F) both ways between Waipuna Bridge and Pakuranga Road indicating a high volume of vehicles travelling between the two corridors. This congestion is regulating traffic flow over Waipuna Bridge as this has a westbound LoS A, however this changes to E for vehicles continuing along Route 10 towards State Highway 1 and along Waipuna Road towards Mount Wellington highway D 4 May 2018

55 Mott MacDonald AMETI EB1 Construction Network Management Plan 10 Scoping Report In the PM peak, congestion is heavy on the approach to both Waipuna Bridge and Panmure Bridge with Ti Rakau Drive having a LoS F both ways between the corridors. Highbrook Drive has a LoS A in both the AM and PM peaks suggesting that this has some capacity for vehicles to reroute to. These hotspot locations correlate with the constrained intersections at Pakuranga Road/Ti Rakau Drive identified in the AIMSUN modelling in Section 4. Figure 8: Level of service along Panmure/Pakuranga corridor Source: Auckland Transport Vehicle Occupancy Vehicle occupancy surveys were undertaken on Pakuranga Road, Ti Rakau Drive and Lagoon Drive at the same time as the vehicle counts were undertaken in October and November The occupancy rates vary between direction in each of the locations and are on average higher in the PM peak. The counter peak direction has a higher vehicle occupancy than the peak direction (see Table 1). A possible reason for this is that those travelling in the counter peak direction may be going to and from schools to do the drop off and collection, meaning their occupancy rate will be higher. Auckland wide vehicle occupancy is on average, whereas at Panmure it is 1.16 and 1.25 in the AM and PM peak respectively. This suggests that the Panmure to Pakuranga corridor has significant scope for increasing people throughput via carpooling, alongside other measures. Table 1: Vehicle occupancy (person/vehicle) Location AM peak period ( ) PM peak period ( ) Ti Rakau Drive southbound Ti Rakau Drive northbound Pakuranga Drive westbound Pakuranga Drive eastbound Lagoon Drive westbound Lagoon Drive eastbound Average Sullivan and O Fallen, Vehicle occupancy in New Zealand's three largest urban areas D 4 May 2018

56 Mott MacDonald AMETI EB1 Construction Network Management Plan 11 Scoping Report ANPR Survey An Automatic Number Place Recognition (ANPR) survey was conducted on Thursday 28 th February 2018, between 7am and 7pm, to establish the travel routes of vehicles using the car parks around Panmure Rail Station. APNR cameras were setup at locations shown in Figure 9. Figure 9: APNR Survey camera locations Several observations were made by the survey team on the data obtained, which gives useful context to the results: Three car parks Panmure Station were almost full before the survey began at 7am. Some car park spaces were still occupied when the survey finished at 7pm. There are many plates which match on the same road, in opposite directions, representing return journeys near the survey location. Not all journeys are captured, with numerous alternative routes avoiding the APNR camera locations. The percentage of plates matched is between 55 80% for each location across the day. As the car parks were almost full when the survey started at 7am the PM peak data has therefore been used to determine where trips originate from with the assumption that the PM peak journey is reverse of the AM peak journey. Three hundred and twenty two vehicles left the car parks in the surveyed PM peak (3 7pm). Of these, 123 vehicles (38%) travelled eastbound on Pakuranga Road and 51 (16%) travelled southbound on Ti Rakau Drive. One vehicle travelled northbound on Morrin Road, no vehicles were observed to travel northbound on Pilkington Road. The remaining vehicles are assumed to have travelled on other routes to the west such as Ellerslie- Panmure Highway. Capturing this data was not part of this scope as the focus was on travel from eastern suburbs i.e. Pakuranga. This data therefore illustrates the opportunity to intercept at least 123 vehicle trips along Pakuranga Road with a Park & Ride site. This number is likely to be an underestimate as the car park was not empty when D 4 May 2018

57 Mott MacDonald AMETI EB1 Construction Network Management Plan 12 Scoping Report the survey finished at 7pm and so more vehicles may have travelled along Pakuranga Road after this time. The Park & Ride facility is discussed in more detail in Section Public Transport Travel Bus Travel Auckland Transport launched the new bus network for East Auckland on 10 December This was a complete recasting of the network, including changes to bus routes, route numbers, timetables and vehicles. The new East Auckland bus network is part of a phased restructuring of bus routes across Auckland, with the aim of providing a simpler and more integrated public transport network. The implications of the new network for bus travel between Pakuranga and Panmure are as follows: New route 70 which runs every 10 minutes between 7am and 8pm, 7 days a week, and more often during peak times. This travels between the City Centre and Botany via Great South Road, the Ellerslie - Panmure Highway and Ti Rakau Drive. New routes 72C and 72M with peak buses every 20 minutes on Pakuranga Road to Panmure (every minutes off-peak), 7 days a week. These travel between Panmure and Howick via Pakuranga Road and Ridge Road, before continuing to Botany via Chapel Road (72C) or Millhouse Road (72M). New peak-only express route 72X between the City Centre and Botany via Howick. This travels via the Southern Motorway, Ellerslie - Panmure Highway, Pakuranga Road and Whitford Road. Timetable changes, but no routeing change to route 352. New route 711 between Howick and Panmure via Union Road, Bradbury Road and Reeves Road. This route will run hourly 7 days a week, and every 20 minutes at peak times. New route 712 will offer a more direct route between Bucklands Beach and Panmure, operating via Casuarina Road and Butley Drive. 734 and 735 are existing local routes which will continue to connect with Half Moon Bay ferry with the addition of the 714 route which is a trial service connecting Bucklands Beach with Half Moon Bay ferry The new network map is shown in Figure 10 below D 4 May 2018

58 Mott MacDonald AMETI EB1 Construction Network Management Plan 13 Scoping Report Figure 10: East Auckland New Bus Network To Bucklands Beach To City Centre To Howick To Botany Source: Auckland Transport The AM peak bus frequencies of the new network routes crossing the Panmure Bridge are summarised below showing between 24 and 25 buses per hour. Table 2: New Bus Network Routes Across Panmure Bridge (westbound) Route Towards Frequency (buses per hour) City Centre C/72M Panmure X City Centre Panmure Panmure Panmure 3 3 TOTAL (westbound) Source: Auckland Transport timetables Bus Travel Time and Reliability Data has been received from AT Metro on run times recorded during February 2018 for the routes 72M, 72C and 72X between Highland Park and Panmure Station, as well as for the routes 70 between Botany Town Centre and Panmure Station. This data has been analysed to calculate the mean journey time and journey time standard deviation through the day. The results for Highland Park to Panmure are shown in Figure 11 below D 4 May 2018

59 Mott MacDonald AMETI EB1 Construction Network Management Plan 14 Scoping Report Figure 11: Highland Park to Panmure Bus Run Times Source: AT HOP data, Feb 2018 Figure 11 above shows bus journey times from Highland Park to Panmure are between 12 and 25 minutes and are typically around 23 to 25 minutes between 7-8am. This is compared to a scheduled run time of approximately 20 minutes in the AM peak period. This indicates that congestion is causing buses to be held up along the route. The distance between Highland Park and Panmure is 6.6 km, this is equivalent to a typical mean bus speed of 15.9 km/h during the AM peak, compared with around 22km/h at other times. The standard deviation of journey times during the AM peak is relatively low at between two and four minutes, which indicates reasonable journey time reliability. Journey times between Botany Town Centre and Panmure have also been analysed and the results are shown in Figure 12 below D 4 May 2018

60 Mott MacDonald AMETI EB1 Construction Network Management Plan 15 Scoping Report Figure 12: Botany Town Centre to Panmure Bus Run Times Source: AT HOP Figure 12 above shows that the mean actual journey times follow the scheduled run times reasonably closely, but do diverge more during the AM peak period. At this time of day, the scheduled run times are between 27 and minutes, whilst the actual run times are between and 35 minutes and up to 36 minutes during the peak. The distance between Botany Town Centre and Panmure is 7.7km, so for the slowest trips this is equivalent to a mean speed of 13.2km/h, slightly slower than the speed of 16.5km/h required to meet the schedule. Journey time reliability is important for encouraging people to consider public transport as a viable mode of transport. CNMP will therefore need to take this into account when considering measures to encourage people to travel by bus Bus Capacity Baseline AT Metro provided data from the AT-HOP system on the patronage and capacity for all bus routes operating in East Auckland during March March was chosen as it is a month with high seasonal patronage during school and university term times. Figure 13 shows the location of the two (westbound and eastbound) bus stops on Pakuranga Road which were chosen as the time reference points for routes crossing Panmure Bridge i.e. the scheduled time at these stops has been used to reference each bus trip D 4 May 2018

61 Mott MacDonald AMETI EB1 Construction Network Management Plan 16 Scoping Report Figure 13: Bus Stop Locations for Patronage Data 27 Pakuranga Road: 6056, 6057 OpenStreetMap Contributors 2018 The data supplied has been analysed to assess the mean level of capacity that remains available for use, taking into consideration the maximum loadings along specific sections of the route. This approach has been taken to ensure that the capacity assessment accounts for passengers boarding between East Auckland and each route s western terminus. The two sections of route considered are as follows: 1. Whole route to assess capacity available for additional passengers along the whole of each bus route; and 2. East of Panmure Rail Station only - to assess capacity available for additional passengers between East Auckland and Panmure Rail Station. Routes 72C, 72M, 352, 711 and 712 all terminate at Panmure Rail Station and so the capacity assessments for both route sections are the same for these routes. Whereas routes 70 and 72X continue in to the city centre and so two capacity assessments have been carried out on these routes. The AM Peak loadings for each route and section are summarised in Figure 14 to Figure 22 below D 4 May 2018

62 Mott MacDonald AMETI EB1 Construction Network Management Plan 17 Scoping Report Figure 14: Route 70 Loadings, Section 1 Figure 15: Route 70 Loadings, Section 2 Figure 16: Route 72C Loadings, Sections 1 & 2 Figure 17: Route 72M Loadings, Sections 1 & 2 Figure 18: Route 72X Loadings, Section 1 Figure 19: Route 72X Loadings, Section D 4 May 2018

63 Mott MacDonald AMETI EB1 Construction Network Management Plan 18 Scoping Report Figure 20: Route 352 Loadings, Sections 1 & 2 Figure 21: Route 711 Loadings, Sections 1 & 2 Figure 22: Route 712 Loadings, Sections 1 & 2 Source: AT-HOP Two key loading levels have been considered in the capacity assessment, in line with AT Metro practice: 80% loading is considered to represent the practical maximum loading level as passengers are thought to be reluctant to board when a bus reaches this occupancy level; and 60% loading is considered to be the optimal mean loading level as AT Metro have found that higher mean loadings can lead to some passengers being unable to board the first bus to arrive, exacerbated by unreliable bus punctuality. Figure 14 shows that route 70 is generally at or over the practical maximum capacity between 0645 and 07, with minimal available capacity (<10%) between 07 and Between 0600 and 0645 and between 0800 and 0845 there is significant capacity available (-40%, although only 10-20% to the optimal 60% level). However, Figure 15 shows that there is more capacity available as far as Panmure Rail Station, including during the busiest period from 0645 to 07. Route 72X has little available capacity between 0700 and 0815 (Figure 18), with no more than 20% of practical capacity available before and after those times. There is some capacity (20%) available during the busiest period for passengers travelling only as far as Panmure Station (Figure 19) with higher levels of capacity available (%) before and after. However, use of this capacity would take this route above the optimal 60% loading level D 4 May 2018

64 Mott MacDonald AMETI EB1 Construction Network Management Plan 19 Scoping Report Figure 22 indicates that route 712 can be considered full during its busiest period ( ), but with -40% capacity available before and after although there are significant gaps in service for this route in the middle of the peak period. Routes 72C, 72M, 352 and 711 appear to have considerable capacity available, as shown in Figure 16 to Figure 17 and Figure 20 to Figure Available Capacity During Construction Further analysis has been carried out to forecast the quantity of available capacity that will be available on East Auckland bus routes during the AM peak whilst AMETI construction is underway. The assessment takes account of passenger growth during the two-year construction period - AT Metro have reported observing 6.5% growth each year in bus passenger numbers and this has been assumed to continue. Available capacity has been calculated based on the practical maximum capacity level (80% of the physical capacity) rather that the current optimal capacity (60%) to determine the absolute upper bound for the available capacity. Figure 23: Route 70 Available AM Peak Capacity, Section 1 (2020) Figure 24: Route 70 Available AM Peak Capacity, Section 2 (2020) Figure 25: Route 72C Available AM Peak Capacity, Sections 1 & 2 (2020) Figure 26: Route 72M Available AM Peak Capacity, Sections 1 & 2 (2020) D 4 May 2018

65 Mott MacDonald AMETI EB1 Construction Network Management Plan 20 Scoping Report Figure 27: Route 72X Available AM Peak Capacity, Section 1 (2020) Figure 28: Route 72X Available AM Peak Capacity, Section 2 (2020) Figure 29: Route 352 Available AM Peak Capacity, Sections 1 & 2 (2020) Figure : Route 711 Available AM Peak Capacity, Sections 1 & 2 (2020) Figure 31: Route 712 Available AM Peak Capacity, Sections 1 & 2 (2020) D 4 May 2018

66 Mott MacDonald AMETI EB1 Construction Network Management Plan 21 Scoping Report There will be capacity for approximately 1 additional passengers to travel through to the CBD on route 70 (Figure 23) before 0645, or 210 additional passengers as far as Panmure Rail Station (Figure 24). There will then be very little capacity available to reach the CBD by route 70 until 0800, although there will be enough capacity to reach Panmure Rail Station to accommodate approximately 190 additional passengers. From 0800 onwards it is anticipated that there will be significant capacity available as far as the CBD (around 215 additional passengers) or Panmure Rail Station (340 passengers) on route 70. Figure 25 and Figure 26 indicate that there will be considerable available capacity for additional passengers throughout the peak period, on the order of 35- people per 15-minute interval. It is not expected that there will be significant spare capacity on route 72X for reaching the city centre (Figure 27), although there will be some capacity available as far as Panmure (Figure 28) around 120 spaces between 06 and 0800 and 170 between 0800 and Figure 29 to Figure 31 shows the expected levels of spare capacity on routes 352, 711 and 712 by Route 352 will have approximately 40 spaces per 15-minute interval, route 711 is expected to have spaces in most 15-minute intervals during the AM Peak and route 712 will have around spare spaces in each 15-minute interval before 0700 and between 0800 and 08. It is considered that it is unlikely that spare capacity on these routes will be readily filled, as the low patronage suggests that the routes are unattractive to passengers. 3.4 Rail Travel Local Rail Network An excerpt from the Auckland Train Network Map (Figure 32) shows the rail lines in East and South Auckland. Figure 32: Excerpt from Auckland Train Network Map Source: Auckland Transport The main access point for the Auckland suburban rail network for travellers on the Pakuranga to Panmure corridor is at Panmure Rail Station itself. The station has recently been upgraded and offers significant opportunities for interchange with other modes, provided by a high-quality bus interchange (Figure 33) D 4 May 2018

67 Mott MacDonald AMETI EB1 Construction Network Management Plan 22 Scoping Report Panmure station is on the Eastern Line between Britomart to the north and Manukau to the south. In the weekday AM peak period there are six trains per hour to Britomart. There is also potential for travellers on the Pakuranga to Panmure corridor to access rail services from Ellerslie Station, 3.6km further to the west. This station was upgraded in 2012 to improve access and waiting facilities, although no dedicated interchange facilities for bus or car travellers has been provided. Ellerslie Station is on the Southern Line suburban rail service between Britomart to the north (via Newmarket) and Pukekohe to the south. The station is also served by the Onehunga Line, which runs between Onehunga and Britomart. In the weekday AM peak period, eight trains per hour run to Britomart (14-18 minutes). Figure 33: Panmure Station Bus Interchange Source: Mott MacDonald 3.5 Panmure Park & Ride car parks There are two official Park & Ride car parks at Panmure station which can accommodate 161 vehicles (Figure 34 and Figure 35). Figure 34: Panmure rail station Park & Ride Source: Mott MacDonald In addition to the formal Park & Ride car parks there are 545 additional parking spaces available within an acceptable 400m, five-minute walk of the Panmure Rail Station. These additional parking spaces are also shown in Figure 35 and capacity has been estimated using Google maps D 4 May 2018

68 Mott MacDonald AMETI EB1 Construction Network Management Plan 23 Scoping Report Figure 35:Car parking area available within a 400m walk radius of Panmure Rail Station Source: Mott MacDonald The informal Park & Ride car parks identified in red are used predominantly for Panmure station and often there is a car parking warden helping drivers find spaces as there are no formal markings. These informal car parks provide a potential 435 additional car parks, which when combined with the surrounding on street parking (shown in green) can provide an additional 545 car parking spaces. This represents a total of 706 car parking spaces within a 400m walk radius of Panmure Rail Station (Table 3). Table 3: Parking capacities within a 400m walk radius of Panmure Rail Station Parking type Formal Park & Ride 161 Informal Park & Ride 435 Street 110 Total 706 Capacity Source: Mott MacDonald count from Google maps Bus-Rail Interchange Auckland Transport provided data from the AT-HOP system on interchanges from bus to rail at Panmure and Ellerslie stations for February The analysis of this data is summarised below D 4 May 2018

69 Mott MacDonald AMETI EB1 Construction Network Management Plan 24 Scoping Report Figure 36: Mean Weekday Bus Rail Interchange by hour Source: AT-HOP Figure 36 shows that during the AM peak period ( ), there are typically 286 passengers interchanging from bus to rail at Panmure station and at Ellerslie Station. These figures form the baseline for future monitoring of bus-rail interchange at these stations during construction as it is hoped that more people will interchange because of the travel demand messaging Rail Capacity Auckland Transport provided data on train loadings at both Panmure and Ellerslie stations. This was manually collected by train managers from February This data has been analysed to determine indicative mean loadings for AM peak services towards Britomart via Panmure and Ellerslie stations. The analysis of this data is summarised below in Figure 37 and Figure 38. Loadings in the evening peak from Britomart have not been analysed as it assumed that this is not a capacity constraint. Figure 37: Capacity of eastern line services towards Britomart when departing Panmure Rail Station 100% 90% 80% 70% 60% % 45% 55% 64% 56% 57% 61% 59% 70% 63% 61% 85% 40% % 20% 10% 0% 55% 45% 36% 44% 43% 39% 41% % 37% 39% 15% 07:20 07: 07:38 07: 08:00 08:08 08:20 08: 08:38 08: 09:00 Spare Seats 45% 55% 64% 56% 57% 61% 59% 70% 63% 61% 85% Patronage 55% 45% 36% 44% 43% 39% 41% % 37% 39% 15% Source: AT patronage data, Feb D 4 May 2018

70 Mott MacDonald AMETI EB1 Construction Network Management Plan 25 Scoping Report Figure 38: Capacity on Southern and Onehunga line trains when departing Ellerslie Rail Station Source: AT patronage data, Feb 2018 The loadings have been collected manually and so they may not be completely accurate and will not account for additional passengers boarding between Panmure/Ellerslie and Britomart. However, the data shows that there is available capacity on all morning peak services from Panmure, with a maximum patronage of 55% on the 7.20am service. There is also capacity on all services from Ellerslie with a maximum patronage on the Southern line of 47% on the 7.48am service and maximum capacity on the Onehunga Line of 60% on the 7.12am service. These loadings take into account full capacity on each service, i.e. including standing room too. Auckland Transport has a target maximum standing time for customers on rail of 15 minutes. Britomart is an 18- minute journey from Panmure and a 16 or 18-minute journey from Ellerslie depending on which line is taken. It is assumed that the 15-minute maximum standing time won t be enforced during the AMETI construction period to accommodate additional passengers. However, seating capacity on each service has also been assessed to determine whether additional carriages could be added to some services to enable more people to have a seat during their journey. Table 4: Seating and standing capacity for eastern line services departing Panmure Rail Station Departure time Total service capacity Seated / Standing capacity Seated / standing occupancy (%) 07: / % / 9% 0 / : / % / 0% 28 / : / % / 0% 114 / : / % / 0% 41 / : / % / 0% 42 / : / % / 0% 83 / : / % / 0% 63 / : / % / 0% 174 / : / % / 0% 62 / : / % / 0% 52 / : / % / 0% 319 / 512 Source: AT patronage data, Feb 2018 Spare seated / standing capacity (spaces) D 4 May 2018

71 Mott MacDonald AMETI EB1 Construction Network Management Plan 26 Scoping Report Table 4 indicates that there is no seating capacity available on the 7.20am service and this is the only service where standing capacity is used (9%). This service has a total capacity of 465 whereas all other services (except for the 08:38 and 08:) have a capacity of 980. Therefore, it is recommended that the capacity of the 7.20am service is increased to 980 to provide additional seats and make it a more comfortable journey for additional customers who are encouraged to use the rail network as a result of the TDM messaging. Although the 8:38 and 8: service also have a lower total capacity, seating occupancy is less than 80% and so additional capacity is not necessary. Table 5: Seating and standing capacity for services departing Ellerslie station Departure time Line Total service capacity Seated / standing capacity Seated / standing occupancy (%) 7:18 Onehunga / % / 0% 71 / 234 7:48 Onehunga / % / 0% 12 / 234 8:18 Onehunga / % / 0% 39 / 234 Spare seated / standing capacity (spaces) 8:48 Onehunga / % / 0% 154 / 234 7:03 Southern / % / 0% 149 / 231 7:23 Southern / % / 20% 0 / 185 7:41 Southern / % / 0% 34 / 512 8:03 Southern / % / 0% 107 / 372 8:23 Southern / % / 0% 89 / 512 8:41 Southern / % / 0% 71 / 231 9:03 Southern / % / 0% 141 / 231 Source: AT patronage data, Feb 2018 There is seating capacity on all Onehunga line services. These have a capacity of 465 and it is not suggested that additional carriages are added. The Southern service departing at 07:23 has no spare seating capacity and thus is the only service where standing capacity is used (5%). This service has a capacity of 465 and so it is therefore recommended that additional carriages are added to create a more comfortable journey for customers. Retime messaging could be used in addition to encourage people to travel at slightly different times to spread patronage levels more evenly across AM peak services. 3.6 Ferry Travel Local Ferry Services Ferry services operate between Half Moon Bay and Auckland City Centre, taking approximately 35 minutes and operating with three services during each peak period ( and ). It is understood that since the introduction of integrated bus/rail fares in 2016 the patronage of ferry services at Half Moon Bay has dropped by 10%. This is thought to be as a result of the new fare system making bus and rail travel into the City Centre approximately half the price of an equivalent ferry trip. In addition, since the upgrade of Panmure station and bus interchange in 2014, there has been 37% increase in rail patronage, further impacting ferry patronage Ferry Capacity Ferries operating between Half Moon Bay and the city centre have different capacities as different sized boats are used. In the morning peak the four services operating between 6.55am and 8.am have a D 4 May 2018

72 Mott MacDonald AMETI EB1 Construction Network Management Plan 27 Scoping Report combined capacity to carry 993 passengers. In the evening peak the three services between 4.15pm and 5.45pm have the combined capacity of carrying 673 passengers. Data was provided from Auckland Transport s AT-HOP system on the patronage and capacity for each Half Moon Bay ferry trip recorded in February The patronage for each service is shown below. Figure 39: Patronage on ferry services from Half Moon Bay into the city centre Source: AT counts, February Total service capacity is based on monthly average D 4 May 2018

73 Mott MacDonald AMETI EB1 Construction Network Management Plan 28 Scoping Report Figure 40: Patronage on ferry services from the city centre to Half Moon Bay Source: AT counts, February Total service capacity is based on monthly average. Analysis of patronage shows that, as expected, ferry services towards the city centre are busiest in the AM peak and those to Half Moon Bay are busiest in the PM peak. The three services to the city centre between 7-9am have space for a total of 380 additional passengers. Services after 9am (except for the 10.45am service) have space for over 100 passengers per boat. In the evening peak, services between 4-6pm have space for an additional 312 passengers. This illustrates that there is scope to encourage more people to remode to ferry services without the need to increase the number of services or available capacity. A limiting factor on ferry patronage may be the availability of parking at the ferry terminal which is in high demand. There are several T3 parking spaces which encourages car sharing and acts to manage demand and could be expanded as part of the TDM proposals. 3.7 Active travel Cycling Volumes Auckland Transport collects data on the number of cycle trips at sites across the Auckland region using permanent automatic cycle-monitoring counters. One site is located at Lagoon Drive, at the western end of Panmure Bridge as shown in Figure D 4 May 2018

74 Mott MacDonald AMETI EB1 Construction Network Management Plan 29 Scoping Report Figure 41: Location of Permanent Cycle Counter at Lagoon Drive Source: OpenStreet Maps The number of cyclists crossing the bridge have been recorded in 15-minute intervals from November 2012, both on-road as well as on the existing footpath on the bridge. This data has been analysed and the results are presented in Figure 42 and Figure 43. Figure 42: Annual Total of Cyclists on Lagoon Drive Source: AT Website. *2017 data only available up to October, so total includes forecast element for November/December. Figure 42 shows that there has been a year-on-year decline in the number of cyclists recorded crossing the bridge, by about 7% per year. This contrasts with an overall increase in cycling levels recorded across most other monitoring sites in Auckland. The exact reason for this decline is unknown. However, there has been an increase in traffic volumes due to additional development in the area which may be a contributing factor as without additional cycle infrastructure, this would become a less attractive cycling D 4 May 2018

75 Mott MacDonald AMETI EB1 Construction Network Management Plan Scoping Report environment. This trend is expected to change once the new cycle and pedestrian link has been built between Panmure and Pakuranga, but does suggest that remoding travellers to cycling in advance of this new facility will be challenging. Figure 43: Monthly Cycling Trips on Lagoon Drive Source: AT website Figure 43 shows that the decline in cycling trips has generally been quite consistent when comparing months between calendar years, with the exception of some variability between 2013 and Figure 43 also demonstrates a regular mild seasonality over the course of the year, with higher volumes during the warmer summer months (January and February) and lower volumes in the cooler months (July and August). This suggests that the success of CNMP measures to remode travellers to cycling is likely to be only weakly affected by the time of year. Traffic counts carried out in October 2017 recorded the number of cyclists at Ti Rakau Drive (between Pakuranga Road and Palm Avenue), Pakuranga Road (between Williams Avenue and Millen Avenue) and Lagoon Drive (between Basin View Lane and Church Crescent). Table 6 shows that flows are similar in both directions along Ti Rakau Drive, Pakuranga Road and Lagoon Drive with no significant tidal movement. This suggests that cyclists are travelling from a variety of origins to access a range of destinations on both sides of Panmure Bridge. Table 6: Cycle Counts Location AM Peak Hour ( ) PM Peak Hour ( ) Ti Rakau Drive southbound 13 2 Ti Rakau Drive northbound 7 10 Pakuranga Road westbound Pakuranga Road eastbound 11 9 Lagoon Drive westbound 10 4 Lagoon Drive eastbound 6 6 Total D 4 May 2018

76 Mott MacDonald AMETI EB1 Construction Network Management Plan 31 Scoping Report Cycle flows are low indicating that cycling is an unattractive mode choice along this corridor likely due to narrow traffic lanes, high traffic volumes and speeds. With the introduction of a new shared cycle and walking path adjacent to the new AMETI busway, cycle numbers are expected to increase with people able to safely cycle to and from Panmure station to access the city centre Cycling Environment There are no dedicated on or off-street facilities provided for cyclists travelling between Pakuranga and Panmure and so cyclists are required to mix with general traffic. The main carriageway generally has two or three lanes in each direction, narrowing to one lane in the contraflow direction across Panmure Bridge and in the westbound direction at the junction of Lagoon Drive with Church Crescent. The speed limit is km/h, except for a section between Pakuranga Plaza and Williams Avenue which is 60km/h. The speed limits and number of lanes provided generally enable drivers to pass cyclists safely, although the singlelane sections may be too narrow for safe overtaking. In addition, the high volume of traffic using this link (see section 3.2.1) is a potential deterrent for cyclists. The maximum gradient along the link is approximately 4% (immediately to the east of the Panmure roundabout) and so shouldn t act as a deterrent for cyclists. The boundaries of the carriageway are open (i.e. no guard railing), except at Panmure Bridge and certain sections of Lagoon Drive where guardrail is present. Open boundaries can improve the perception of cycling safety as they enable cyclists to exit the carriageway if required and create a more attractive environment. Guard railing can also increase the severity of collisions as cyclists cannot easily exit the carriageway onto the footway. At the western end of the link is Panmure roundabout which is a six-arm roundabout where Lagoon Drive meets Ireland Road, the Ellerslie-Panmure Highway, Potaka Lane, Jellicoe Lane and Queens Road. The roundabout has two to three circulating lanes. Roundabouts can be difficult and intimidating for cyclists to safely negotiate, especially if they have more than one circulatory lane. If roundabouts are unsignalised (as at Panmure) cyclists need to find gaps in traffic in which to enter. This is difficult to do as vehicles will be travelling at a higher speed than cyclists. Cyclists will also potentially have to change lanes to circulate and exit the roundabout. At the eastern end of the link, Pakuranga Road is met by Ti Rakau Drive at a signalised T-intersection. Cyclists turning left from Ti Rakau Drive and from Pakuranga Road can do so from the nearside lane. However, cyclists turning right would need to cross one or two lanes of traffic to be in the correct position. This is likely to be challenging and intimidating for inexperienced or less confident cyclists, acting as a further deterrent for new cyclists. There are limited facilities for cyclists along the Pakuranga/Panmure corridor making it an unattractive environment for cyclists. There is limited opportunity to address this along the corridor during construction due to space constraints and budget required to make it an attractive mode choice. It is therefore not considered a viable TDM measure. However, this is an important longer-term provision with the implemented of the shared path as part of AMETI. There may be scope to investigate current cycle networks to the west of Panmure and improve wayfinding and advertisement of them. This could encourage more people to cycle and thus reduce vehicle trips to Panmure from the west, thus freeing up some capacity on the network Walking Volumes At the time of writing, there is currently no data available on the numbers of pedestrians using Panmure Bridge. Based on anecdotal evidence and consideration of the pedestrian environment (Figure 44), it is thought that volumes are relatively small compared to other modes of travel across the bridge. It is anticipated that volumes will increase following the opening of the new pedestrian and cycle shared path D 4 May 2018

77 Mott MacDonald AMETI EB1 Construction Network Management Plan 32 Scoping Report Consideration will be given in the CNMP to how pedestrian volumes can be monitored during construction and to how pedestrian access can be maintained and promoted Walking Environment Footways are provided along both sides of the carriageway between Pakuranga Plaza and Panmure Bridge. These are typically surfaced with concrete and are approximately 1m in width. Most of these footways are separated from the main carriageway by grass verges or run alongside a service road. The footway on the north side of the link continues across Panmure Bridge, therefore pedestrians on the southern side of the link are required to cross to the northern side to continue over the bridge. This footway narrows to approximately 0.8m in width and is separated from the carriageway by a guardrail. On the west side of the bridge, a footway has been provided along the north side of Lagoon Drive through to Panmure. This varies in width between 0.8m and 1m and is directly adjacent to the main carriageway with guardrail protecting the narrower sections. The Panmure Basin footpath runs parallel to Lagoon Drive on the south side of the carriageway between the Church Crescent junction and the Lagoon Leisure Centre, where it links with a footway running directly along the south side of carriageway. This footway is between 0.8m and 1m in width and continues through to Panmure. Formal pedestrian crossings have been provided at five locations as shown in Figure D 4 May 2018

78 Mott MacDonald AMETI EB1 Construction Network Management Plan 33 Scoping Report Figure 44: Pakuranga to Panmure Pedestrian Facilities N Key Signalised crossing Zebra crossing OpenStreetMap Contributors (2018) Informal pedestrian crossing points are limited and opportunities to cross Pakuranga Road and Lagoon Drive are constrained by the width of carriageway and volume of traffic, except at a few locations where pedestrian refuges have been provided D 4 May 2018

79 Mott MacDonald AMETI EB1 Construction Network Management Plan 34 Scoping Report 4 Network Modelling 4.1 Assessment approach Transport modelling has been used to forecast the nature and scale of the effects of the AMETI EB1 during construction when temporary traffic management is in place. A two-tier transport modelling approach has been used for evaluating these impacts using strategic network and operational microsimulation models. The following assessments have been completed: Extent of rerouting: strategic model forecasts have identified the potential extent of traffic re-routing as a result of implementing a temporary traffic management scenario. Impacts of traffic management on travel: microsimulation model forecasts have identified corridor and intersection impacts and performance issues from temporary traffic management (Construction Scenario 1) and the resulting traffic rerouting forecast. This was used to confirm minimum requirements for access and capacity. Quick wins to mitigate traffic congestion: minor network improvements were identified and assessed to understand the opportunity for quick wins and establish whether they eased congestion. These quick wins were incorporated into Construction Scenario 2. Travel demand management as mitigation: based on the assessment of a revised temporary traffic management scenario (Construction Scenario 2) the microsimulation model was used to identify the reduction in traffic required to maintain network operation. Testing bus priorities to improve travel time, potential impacts and benefits of prioritising buses through the network was assessed in the microsimulation model, replacing traffic lanes with bus lanes during peak periods. 4.2 Assessing the extent of rerouting A strategic EMME model which covers the Auckland isthmus has been used to identify the potential extent of traffic re-routing as a result of implementing a temporary traffic management scenario. The traffic management scenario included: A reduction of a traffic lane in both directions between Ti Rakau Drive and Church Street Conversion of the Panmure Roundabout to a temporary signalised intersection, which restricted movements to and from Jellicoe Road and Queens Road The EMME model provides the ability to consider traffic rerouting for the entire strategic road network. The results provide an indication of the corridors which would be impacted as traffic reroutes away from the Panmure corridor (where the temporary traffic management is in place). Model results were extracted for present day flows for the AM and PM two-hour peak periods and show only traffic rerouting, there has been no assessment of mode switching, trip retiming or people choosing to travel to different destinations. Figure 45 shows the degree of change in flows. Due to the strategic nature of the model, the degree of change should be used as an indication of impact rather than exact vehicle flows. Key aspects identified through the modelling were: Removing the ability to exit from Queen Street and Jellicoe Road reroutes traffic onto Mountain Road and Forge Way. In the AM and PM peak, Mountain Road is shown to have an increase in vehicles due to Jellicoe Road being left turn only into Queens Road (as per the final AMETI layout). The northsouth movement is rerouting via Mountain Road and Forge Way to access the Ellerslie-Panmure highway D 4 May 2018

80 Mott MacDonald AMETI EB1 Construction Network Management Plan 35 Scoping Report Reducing traffic lanes along the corridor during construction is forecast to increase flow on Waipuna Bridge and along Highbrook Drive. This rerouting illustrates a worst-case scenario when a single lane is removed in each direction to facilitate construction. The construction is planned to be staged and it is unlikely that the whole corridor will remain constrained in his way for a long period of time. Therefore, it is expected that the extent of re-routing will be less than that predicted by the EMME model. Figure 45: Change in vehicle flows due to rerouting away from Panmure corridor AM Peak Period ( ) PM Peak Period ( ) Source: EMME model 4.3 Construction Scenario 1 modelling The 2016 AMETI AIMSUN base model was used to undertake detailed level modelling and understand capacity constraints at intersections as a result of rerouting. A number of additions to the base model were included to reflect the current network layouts. The link from Jellicoe Road to Mountain Road was added as it was recognised from the EMME model that vehicle re-routing would take place along this route. Traffic modelling of an initial Construction Scenario (CS1) representing a worst case was undertaken initially. Queens Road was made left turn only for general traffic which had implications for vehicles D 4 May 2018

81 Mott MacDonald AMETI EB1 Construction Network Management Plan 36 Scoping Report currently using Queens Road from the immediate local catchment and as a short cut to avoid the signals on Lagoon Drive. As per the EMME model, Jellicoe Road was made left turn only meaning vehicles travelling north-south must use an alternative route (observed as Mountain Road and Forge Way). The model also had no left turn from Ellerslie-Panmure Highway into Queens Road meaning that eastbound traffic uses Forge Way as the main route to travel north. This model run highlighted hot spot locations and absolute constraints. Key issues identified were: There is limited capacity to cater for traffic diversions using the Ti Rakau Drive corridor. The constraint being the ability to turn left onto Ti Rakau Drive and right from Ti Rakau Drive towards Waipuna Bridge. Rerouting led to queuing from the left turn extending beyond Cascades Road. The need to maintain access out of Queens Road at the Panmure roundabout to cater for the Pilkington Road and Tripoli Road catchments. Traffic rerouting to Church Crescent and Domain Road, creates queues and congestion, reaching the Kings Road roundabout, affecting the ability of buses and traffic to move through the network. The need to provide optimisation for Forge Way to provide for travel to/from the Jellicoe Road and Pilkington Road catchments to/from the Ellerslie Panmure Highway during construction. Traffic was observed to queue from Forge Way through Mountain Road to Jellicoe Road. 4.4 Assessment of quick wins Following the CS1 modelling, the opportunity for quick wins to address the issues identified was assessed to establish whether any further tweaks could be made to ease congestion. Table 7 displays the potential quick wins identified, assessment of benefits and recommendation for inclusion in a traffic management scenario. Table 7: Assessment of quick wins Option An additional left turn lane from Pakuranga Road to Ti Rakau Drive Suggested by local residents Optimise signals for right turn traffic from Ti Rakau Drive at the Reeves Road intersection Signalisation and inclusion of a right turn at the Jellicoe Road to Mountain Road intersection. Adjust signal timings at Forge Way/ Ellerslie- Panmure Highway intersection Potential Benefit improve travel times for vehicles queuing on Pakuranga Road Reduce queuing on Ti Rakau Drive to allow more left turn traffic from Pakuranga Road Provide improved access to Forge Way, reduce traffic on Queens Road and improved safety Reduced queuing on Forge Way and easing of access to the west from Jellicoe Road Assessment An additional lane would allow additional vehicles to turn left during each signal phase. However, the main pinch point is the Ti Rakau Drive/Reeves Road intersection giving access over Waipuna Bridge. Additional vehicles allowed by the double left turn would simply extend the queue further along Ti Rakau Drive. This allowed more vehicles to turn right, however. the demand for vehicles wanting to use Waipuna Bridge still exceeds the intersection capacity with queueing remaining along both Ti Rakau Drive and Pakuranga Road. This intersection will provide a primary access to/from the Ellerslie Panmure Highway for the Jellicoe Road and Pilkington Ave catchments. Management of flows will safely maintain the movement of vehicles and provide pedestrian crossing facilities. Currently the right turn from Jellicoe Road into Mountain Road is not provided for. Modelling shows that this traffic rerouting needlessly adds to congestion on other corridors. Tweaks made to increase the amount of green time given to vehicles existing Forge Way eased congestion around Panmure station. Recommendation Not to be taken forward as the costs of physical works and changes to signals do not provide benefits. Incorporate in traffic management scenario as network optimisation. Incorporate in traffic management scenario to provide alternative access to Lagoon Drive. Incorporate in traffic management scenario as network optimisation D 4 May 2018

82 Mott MacDonald AMETI EB1 Construction Network Management Plan 37 Scoping Report Option Potential Benefit Assessment Recommendation Signalisation of Basin View Lane at Lagoon Drive Reduce delays for vehicles exiting onto Lagoon Drive Basin View Lane is used by people from the Pilkington Road area who can no longer use Jellicoe Road to access the Ellerslie-Panmure Highway and must now do this via Lagoon Drive. This change decreased queuing, congestion and rerouting on other streets Incorporate in traffic management scenario. Provide a right turn from Church Road into Lagoon Drive Provides an additional outlet for the catchment affected by changes at the Panmure Roundabout The right turn into and left turn out of Church Street operate during the same signal phase, introducing a right turn out of Church Street would not allow this, resulting in the need to introduce separate phases. As buses travel along this corridor including this proposed right turn would result in increased delay and queuing that would affect public transport. Not taken forward as it would reduce capacity at the intersection and increase congestion for buses. 4.5 Construction Scenario 2 modelling An updated construction scenario (CS2) was modelled considering the hot spot locations identified in CS1, the quick wins detailed previously and the latest thinking regarding the AMETI EB1 construction methodology. CS2 represents the likely impact of construction during the majority of the 24-month construction period and the likely traffic management response. According to the latest thinking regarding the AMETI EB1 construction, the busway bridge and the busway on Pakuranga Road can be built off line and so no capacity constraints were applied east of Lagoon Drive. Figure 46 displays the proposed network changes included in CS2. Which include: 1. Traffic lights installed at the Mountain Road/Jellicoe Road intersection. Traffic signals optimised for Forge Way traffic at Ellerslie-Panmure Highway Intersection 2. Traffic signal installed in place of the Panmure roundabout. Potaka Lane becomes no entry and left turn only Jellicoe Rd becomes left turn only into Queens Road Queens road exit only for all movements Ellerslie-Panmure Highway becomes through movement only Lagoon Drive becomes through and left turn only 3. Domain Road intersection shifted east and signalised, previous left turn to Basin View Lane intersection removed. Basin View Lane traffic merges with Domain Rd before intersection with Lagoon Drive. 4. Church Street intersection largely unchanged 5. Lagoon Drive is reduced to a single lane in each direction except on approaches to intersections and west of Basin View Lane. Speed restrictions of kph through all construction zones. Two CS2 scenarios were tested to understand the benefits of providing general traffic capacity and public transport capacity. The scenarios tested were: CS2 - General traffic priority: all lanes designated for general traffic. CS2 with PT - Public transport priority: peak direction bus lane provided between Ti Rakau Drive and Church Crescent (where buses turn off towards Queens Road) D 4 May 2018

83 Mott MacDonald AMETI EB1 Construction Network Management Plan 38 Scoping Report Figure 46: Construction Scenario 2 Source: Mott MacDonald Assessment of vehicle reduction requirements The CS2 traffic management was applied to the base model flows to see if the network could cope with the level of demand. With restrictions in place, there was insufficient capacity in the network to maintain the forecast level of demand, every intersection became congested to the point where the entire network came to a standstill. This is an unrealistic scenario as in reality drivers would change their travel behaviour by looking for alternative routes when they experience this level of congestion. It was however a useful indicator to determine how many vehicles would need to be removed from the network to maintain the level of delay observed in the base model. Vehicles were manually removed from the model along the Pakuranga Road to Ellerslie- Panmure Highway corridor to determine the level of change required. A level of delay similar to the base model was reached when 880 vehicles were removed in the AM peak period (3 hour) and 980 in the PM peak period (3 hour). This represents a target for the TDM programme to reduce this volume of vehicles travelling through the corridor during construction. Table 8 displays the number of vehicles to be reduced along with the number of people when the vehicle occupancy rate for east Auckland of 1.16 (AM) and 1.25 (PM) is applied D 4 May 2018

84 Mott MacDonald AMETI EB1 Construction Network Management Plan 39 Scoping Report Table 8: Trips reduction required to maintain base model level of delay Peak period Vehicle trips Vehicle trips per hour People trips People trips per hour AM (6-9am) PM (4-7pm) Journey time assessment Travel times along routes in the network were used to assess the extent to which CS2 impacts on the ability of people to travel. Bus and traffic journey times in the peak direction have been extracted for each scenario (CS2, CS2 with PT) and compared against the base. Figure 47 displays the routes for which the travel time for general traffic and buses were compared between each scenario: Cascades Road to Ti Rakau Drive Ti Rakau Drive to Church Crescent Church Crescent to Panmure roundabout (via Lagoon Drive for general traffic travel time and via Queens Road for bus travel time) Figure 47: Travel time routes Source: <Insert Notes or Source> Morning Peak Period Westbound Travel The morning peak direction is westbound. Construction scenarios have the greatest effect on movement during this time as they introduce bottlenecks and delays that effect traffic and public transport. Each section of the Cascades Road to Panmure corridor has been analysed to outline where issues are created and the impacts on travel time reliability created. Cascades Road to Ti Rakau Drive D 4 May 2018

85 Travel Time (s) Travel Time (s) Mott MacDonald AMETI EB1 Construction Network Management Plan 40 Scoping Report The section of Pakuranga Road east of the construction zone will experience significant increase in travel times, and travel time reliability during construction. Figure 48 shows that for general traffic: The range of travel times more than doubles in CS2 with an increase in travel time of approximately 5 minutes and trip variability increasing by up to 8 minutes. The upper quartile for CS2 is approximately the same value as the longest travel time in the base, resulting in roughly 25% of people experiencing travel times longer than the maximum seen under the Base. In CS2 with PT the average travel times increase to approximately 20 minutes and the variability of travel increases to approximately 28 minutes Figure 48 shows that for buses: Travel times increase under both scenarios with average travel time more than doubling in the CS2 with PT scenario. Travel time variability also increases with almost all passengers experiencing a travel time worse than the average in the base model. In CS2 more than half of the passengers experience a travel time worse than the base longest journey time. Figure 48: Travel time between Cascades Road and Ti Rakau Drive (AM peak period) Cascades Road to Ti Rakau Drive (traffic) Cascades Road to Ti Rakau Drive (bus) Base CS2 CS2 with PT 0 Base CS2 CS2 with PT Figure 49 displays the causes of the substantial increase in bus travel times in CS2 and bus and traffic travel times in CS2 with PT. Key aspects are detailed in Table D 4 May 2018

86 Mott MacDonald AMETI EB1 Construction Network Management Plan 41 Scoping Report Table 9: Assessment of causes of delay Location Scenario CS2 Scenario CS2 with PT 1 Downstream capacity reductions west of Ti Rakau Drive causes vehicles to reroute, placing additional demand onto the Ti Rakau Drive / Pakuranga Highway corridor. The right turn onto Waipuna Road 2 The volume of left turning traffic from Pakuranga Road attempting to make this journey increases occupying the kerbside lane on Pakuranga Road increasing queues 3 Buses travel in the kerbside lane to enter the Pakuranga Town Centre at Brampton Crescent. However, under the construction scenario delays for general traffic queuing to turn left onto Ti Rakau Drive blocks the entrance to Brampton Crescent creating delays for buses Traffic merging from two lanes into one west of Ti Rakau Drive creates a bottleneck, halving the capacity of the road and forming a queue that does not exist in the base model. Buses are held up by increased traffic queuing in the kerbside lane unable to reach the bus priority lane west of Ti Rakau Drive. Due to the queue created by merging traffic west of Ti Rakau Drive traffic queues back beyond Glenmore Drive. Figure 49:Causes of substantial changes in travel times in CS2 Ti Rakau Drive to Church Crescent D 4 May 2018

87 Travel Time (s) Travel Time (s) Travel Time (s) Travel Time (s) Mott MacDonald AMETI EB1 Construction Network Management Plan 42 Scoping Report Figure displays the travel time reliability for the section of the corridor between Ti Rakau Drive and Church Crescent. In CS2 traffic travelling on this corridor experiences increases in delay of approximately five minutes. This increase is experienced at the point where traffic merges from two lanes to one lane. Buses are forecast to experience similar increases in travel to traffic in CS2 and have similar travel times to the base in CS2 with PT. Figure : Travel time between Ti Rakau Drive and Church Crescent (AM peak period) Ti Rakau Drive to Church Crescent (traffic) Ti Rakau Drive to Church (bus) Base CS2 CS2 with PT 0 Base CS2 CS2 with PT Church Crescent to Panmure Roundabout Figure 51 displays the travel time reliability for the section of the corridor between Church Crescent and Panmure roundabout. For traffic travelling on Lagoon Drive, travel time reliability is increased for this section as the existing roundabout is replaced with a signalised intersection (from 7 minutes variability to 45 seconds). However, the median travel time increases from 2 to 3 minutes. The reduction in variability is also due to reductions in traffic due to reductions applied, rerouting to other corridors and the capacity constraint in the CS2 with PT scenario which limits traffic flow due to the merge east of the Ti Rakau Drive intersection. Buses are forecast to experience an increase in delay and the variability of time in both scenarios with average delay increasing by approximately 1 minute and the upper limit of travel times increasing by approximately 2 minutes. Figure 51: Travel time between Church Crescent and Panmure Roundabout (AM peak period) Church Crescent to Panmure roundabout (Traffic via Lagoon Drive) Church Crescent to Panmure roundabout (Bus via Queens Road) 0 Base CS2 CS2 with PT 0 Base CS2 CS2 with PT D 4 May 2018

88 Travel Tiome (s) Travel Time (s) Mott MacDonald AMETI EB1 Construction Network Management Plan 43 Scoping Report Evening Peak Period Eastbound Travel Figure 52 displays the travel time for eastbound traffic and buses from Panmure Roundabout through to Cascades Road during the evening peak. The impact of changes is much smaller than in the morning peak period and so a holistic comparison has been undertaken. The evening peak period shows similar results for CS2 and the base with the reduction in traffic volumes reducing travel time and variability along the corridor. CS2 with PT shows a similar but smaller impact to the AM. There is a bottleneck created at the merging of traffic from two to one lane but this has a much smaller effect. Figure 52: Travel time between Panmure Roundabout and Cascades Road (PM peak period) Panmure to Cascade (traffic) Panmure to Cascade (bus) Base CS2 CS2 with PT 0 Base CS2 CS2 with PT 4.6 Summary Network modelling has been completed to understand the potential impacts of construction scenarios and the extent of trip reduction required to maintain the operation of the network. The assessment has shown that construction works will reduce capacity on parts of the Pakuranga Road / Lagoon Drive corridor to the extent that without intervention, gridlock conditions were forecast. Assessments of potential quick wins has highlighted a number of infrastructure and operational improvements that assist in easing congestion. However, even with additional infrastructure there is still a need to reduce the number of trips through the corridor to maintain operation in the model. Incremental adjustments to the number of trips indicates that even after allowing for traffic to reroute, a reduction of approximately 10% of demand is required. This provides a base from which to maintain travel times and reliability for general traffic for the morning peak period during construction. Bus travel times in the morning peak period are substantially worse under the construction scenario, with journeys on average 11 minutes longer than general traffic, and five minutes longer than in the base scenario. Forecast travel times for eastbound (peak direction) journeys in the evening peak rise by approximately one minute under the construction scenario. This indicates that the impacts during the morning peak period are substantially more than during the evening, and require a much greater level of management D 4 May 2018

89 Mott MacDonald AMETI EB1 Construction Network Management Plan 44 Scoping Report 5 Key Target Groups 5.1 Customer profiling Customers currently travelling along the Pakuranga/Panmure corridor or surrounding areas will be most affected by the AMETI construction. Select link analysis on Panmure and Waipuna bridge indicates that approximately % of trips have destinations in the city centre, Newmarket, Parnell and Ellerslie and 47% have destinations to the south and east, away from the AMETI corridor. In addition, analysis by Auckland Transport 2 confirms previous analysis that there is a high proportion of people commuting to work by private vehicle. The main reasons for this were stated as having access to free parking at their destination and the frustration with slow and inconvenient public transport services. As commuting destinations are widespread it suggests that the best way to reach people with TDM messaging is: on trip as private vehicle commuters travel through or around the corridor at origin including residential or community initiatives with personalised journey planning advice by targeting large employers or trip attractors in the Pakuranga and Howick area. Customer profiling undertaken by Ogilvy & Mather 3 found that Panmure, Pakuranga and Botany have a mix of cultures, life stages and household incomes thus messaging and communications on TDM should be tailored to each area. Botany is the area with the highest household income at $69.5k/year compared to Panmure with $60k/year. Botany has a mix of high earning mid-life families (58%) and Indian and Chinese immigrants (19%). Panmure has a mix of Maori and Pacific Islanders (23%) with single income households and those in their 20s and s renting in a shared house. Pakuranga has a mix of young multicultural groups with a focus on education and younger and older New Zealanders who are on lower incomes in rented accommodation. This analysis suggests that ethnic media should be used to reach all groups as well as communications in different languages where appropriate. Lessons learned from Travel Choice Northern Beaches in Sydney indicates that the application of a destination approach for a corridor TDM project needs to be supported by on trip and origin approaches where there are multiple destinations. The combination of all three for a corridor project typically helps to maximise effectiveness at influencing customer travel behaviours. This is particularly relevant for the AMETI project as commuting destinations for those who use the Pakuranga/Panmure corridor are widespread. 5.2 Journey to Work data Census 2013 journey to work data has been used to understand trip patterns and behaviours of customers in east Auckland. This shows that 90% of commuter trips from east Auckland are made by private vehicle (Figure 54). 2 Auckland Transport Customer Insights Team, Understanding South-eastern suburb resident use of Public Transport, Sept Ogilvy & Mather, Connecting with communities: understanding the differences within the key suburbs, D 4 May 2018

90 Mott MacDonald AMETI EB1 Construction Network Management Plan 45 Scoping Report Figure 53: Mode of travel for all commute trips from East Auckland Source: Census 2013 The dominance of private vehicle commute trips is consistent with the rationale for the AMETI project in providing residents of East Auckland a viable public transport alternative. East Auckland has been split into eight origin zones and the rest of Auckland into 12 destination zones (Figure 54). Table 10 shows the split of mode choice for all commute trips from origin zones. This shows that the proportion of commute trips by private vehicle ranges from 88 to 96% and the variation of bus and train travel is related to proximity and ease of access to public transport interchanges and corridors. Figure 54: Origin and destination zones Source: Mott MacDonald D 4 May 2018

91 Mott MacDonald AMETI EB1 Construction Network Management Plan 46 Scoping Report Table 10: Transport mode for all commuter trips from origin zones Location Origin zone Private Vehicle % Public Bus % Train % Motorcycl e or Power Cycle % Bicycle % Walked or Jogged % Half Moon Bay A Pigeon Mountain North A Bucklands Beach South A Bucklands and Eastern Beaches A Bleakhouse Bay A Murvale A Mellons Bay B Howick West B Howick Central B Cockle Bay B Millhouse B Meadowland B Shelly Park B Pakuranga North C Pigeon Mountain South C Elsmore Park C Highland Park C Howick South C Sunny Hills D Edgewater E Pakuranga Central E Pakuranga East E Burswood E Golfland E Greenmount G Dannemora H Killkenny H Point View H Source: Census 2013 Using census data, the proportion of commute trips from each origin zone to the CBD (taken as destination zone 1 and 2) has been calculated. This is shown in Table 11 below along with the proportion of these trips undertaken by private vehicle versus other modes. Other (incl taxi and ferry) % D 4 May 2018

92 Mott MacDonald AMETI EB1 Construction Network Management Plan 47 Scoping Report Table 11: Mode of travel for commute trips to CBD from origin zones Location Origin zone Commute to CBD (% of all commuters) Proportion of commute CBD trips by private vehicle (%) Proportion of commute CBD trips by non- private vehicle (%) Half Moon Bay A Pigeon Mountain North A 21. Bucklands Beach South A Bucklands and Eastern Beaches A Bleakhouse Bay A Murvale A Mellons Bay B Howick West B not available not available not available Howick Central B not available not available not available Cockle Bay B Millhouse B Meadowland B Shelly Park B Pakuranga North C Pigeon Mountain South C Elsmore Park C Highland Park C Howick South C Sunny Hills D Edgewater E Pakuranga Central E Pakuranga East E Burswood E Golfland E Greenmount G not available not available not available Dannemora H not available not available not available Killkenny H not available not available not available Point View H not available not available not available Average 89% 11% Source: Census 2013 As previously discussed and emphasised above in Table 11, destinations from East Auckland are widespread and not all trips are to the CBD where public transport routes are focused. However, the census data shows that even when there is a viable alternative for travel to the CBD (i.e. Half Moon Bay ferry), customers living close by, still prefer to drive. This demonstrates an opportunity to further promote public transport travel to those living within walking distance of public transport or a short bus ride of the ferry terminal, along with other public transport services D 4 May 2018

93 Mott MacDonald AMETI EB1 Construction Network Management Plan 48 Scoping Report 5.3 Select Link Analysis Select Link Analysis on Panmure Bridge, Waipuna Bridge and Highbrook Drive indicates the spread of vehicle trips using these routes. Trip matrices were used to calculate trips between the origin and destination zones shown in Figure 53 to establish travel patterns. Zone 10 encompasses areas in the southern isthmus such as Onehunga and Mount Roskill. When considering morning peak trips towards the city centre (i.e. westbound), Zone 10 was found to be the destination where the most trips were made to (26%). All origin zones apart from Zone F (Highbrook) and G (Greenmount) had the most number of trips going to this zone indicating its wide East Auckland catchment for employment. Zone F had most trips going to Zone 6 (south Auckland) and Zone G to Zone 4 (Northshore), shown in Table 12 below. Table 12: Destination zones from origin zones in east Auckland Origin Zone 1 % Zone 2 % Zone 3 % Zone 4 % Zone 5 % Zone 6 % a 11% 4% 10% 1% 12% 12% 0% 2% 2% % 0% 16% b 12% 4% 10% 2% 12% 10% 0% 0% 2% % 0% 17% c 10% 4% 9% 1% 12% 12% 0% 2% 2% 28% 0% 18% d 6% 2% 6% 1% 13% 17% 0% 2% 2% 25% 0% 23% e 8% 3% 7% 2% 11% 16% 0% 2% 2% 27% 0% 21% f 2% 1% 1% 19% 5% 44% 4% 5% 5% 8% 3% 4% g 6% 4% 1% 25% 12% 9% 0% 0% 13% 18% 0% 10% h 9% 4% 6% 6% 13% 10% 0% 0% 6% 29% 0% 17% Avera ge 9% 3% 8% 4% 11% 16% 0% 2% 3% 26% 0% 17% Source: Select Link Analysis, Beca 2018 Trips to Zones 1, 2 and 5 (i.e. to the CBD and destinations along the Eastern rail line) represent 23% of all westbound trips in the morning peak. This is 12% when considering trips to the CBD only (zones 1 and 2). This represents an opportunity for remode as these destinations have a public transport alternative, rail accessed from Panmure Rail Station. When focusing on route choice for westbound trips, there are some clear differences in the catchment of Panmure Bridge, Waipuna Bridge and Highbrook Drive, as shown in Figure 55, Figure 56 and Figure 57 below. AM peak direction trips (westbound) across Panmure Bridge have destinations around Panmure Basin, towards Glen Innes and the eastern side of the CBD. Trips are focused north of Panmure with vehicles using the Ellerslie-Panmure highway and route 6 towards the CBD. The origin catchment of Panmure bridge is predominantly Zones A (Bucklands Beach), B (Howick) and C (Half Moon Bay). AM peak direction (westbound) trips across Waipuna Bridge have a different pattern with trips focused on SH1 to access areas such as Newmarket and also continuing over the bridge to the Northshore. Origin catchment is similar to Panmure Bridge with Zones A (Bucklands Beach), B (Howick) and E (Pakuranga). AM peak direction (southbound) trips along Highbrook Drive are also focussed on SH1 accessing the CBD and the Northshore. This is consistent with Zone F and G which are adjacent to Highbrook Drive having the most number of trips going to Zone 4 (Northshore) 19% and 25% respectively. The origin catchment Zone for Highbrook Drive is further south of the other bridges from Zone F (Greenmount) and G (Highbrook). Zone 7 % Zone 8 % Zone 9 % Zone 10 % Zone 11 % Zone 12 % D 4 May 2018

94 Mott MacDonald AMETI EB1 Construction Network Management Plan 49 Scoping Report The different catchments of these routes has implications for TDM messaging as any on-route communications should be tailored to where most trips are going. I.e. vehicles travelling across Panmure Bridge are more likely to be going to the CBD than vehicles across Waipuna Bridge or Highbrook Drive and so any messaging such as remode options to public transport should reflect this. Figure 55: Select Link Analysis for Panmure Bridge (westbound, AM peak period) Source: Select Link Analysis, Beca D 4 May 2018

95 Mott MacDonald AMETI EB1 Construction Network Management Plan Scoping Report Figure 56: Select Link Analysis for Waipuna Bridge (westbound, AM peak period) Source: Select Link Analysis, Beca 2018 Figure 57: Select Link Analysis for Highbrook Drive (southbound, AM peak period) Source: Select Link Analysis, Beca D 4 May 2018

96 Mott MacDonald AMETI EB1 Construction Network Management Plan 71 Scoping Report mottmac.com D 4 May 2018

97 Appendix 2 Example of Minor SSTMP Basin View night shift work to remove islands Traffic Management diagram closing a lane approaching the roundabout AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 40

98 T1B TG2B LAGOON DRIVE RD6R/L B TG2B T1B TG2B TG2B TL2(R)/TLS () m TL2(R)/TLS () m LAGOON DRIVE RD6R/L B RD6R/L B TG2 BASIN VIEW LN ROAD ON SIDE T1A/T135 (A) RD1R/TDA6B DETOUR AHEAD FOLLOW - TD3B (A) DETOUR AHEAD FOLLOW - TD3B (A) DOMAIN ROAD ON SIDE ROAD T1A/T135 TG2 RD6R/L B m TL2(R)/TLS () m TL2(R)/TLS () T1B T1B ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. BASIN VIEW AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-Night works FH-PS-Z3-L01

99 T1B T1B TG2B TG2B TL2(R)/TLS () m TL2(R)/TLS () m LAGOON DRIVE RD6R/L B RD6R/L B TG2 BASIN VIEW LN ROAD ON SIDE T1A/T135 RD1R/TDA6B (A) DETOUR AHEAD FOLLOW - TD3B (A) DETOUR AHEAD FOLLOW - TD3B (A) DOMAIN ROAD ON SIDE ROAD T1A/T135 TG2 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. BASIN VIEW AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-Night works FH-PS-Z3-L01

100 LAGOON DRIVE DETOUR AHEAD FOLLOW - TD3B (A) DETOUR AHEAD FOLLOW - TD3B (A) AIN ROAD ON SIDE ROAD T1A/T135 TG2 RD6R/L B RD6R/L B m TL2(R)/TLS () m TL2(R)/TLS () TG2B TG2B T1B T1B ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. BASIN VIEW AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-Night works FH-PS-Z3-L01

101 TG2 T1A/T135 T1B FORGE WAY ROAD ON SIDE TG2B T1B TG2B m m ON SIDE ROAD FORGE WAY T1A/T135 TG2 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. SERVICES INVESTIGATION AMETI PROJECT, PANMURE TO PAKURANGA LANE CLOSURES FH-POT-001

102 Appendix 3 Ti Rakau Drive Additional Lanes - Staging Stage 1 Early works for Ti Rakau - Island Removals Stage 2 Early works for Ti Rakau Island Construction AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 41

103 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O. 24/09/18 Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. TI RAKAU INTERSECTION AMETI PROJECT, PANMURE TO PAKURANGA STAGE 2 EB1-CON-008

104 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O. 24/09/18 Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. TI RAKAU INTERSECTION AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 EB1-CON-008

105 Appendix 4 Easter ANZAC SSTMP Pedestrian Management Plan, VMS Matrix and Traffic Management Plan/Diagrams AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 42

106 TMP or generic plan reference FH-SW-001 Traffic Management Plan (TMP) Coversheet TMP Number Main Road Name Suburb FH-SW-001 Lagoon Drive Panmure Main Road Level Level 2 General Work Activity Type of Operation MAJOR TRAFFIC SWITCH EXCAVATION Working Window MONDAY - SUNDAY Number of Day/s working Start Date 19/04/2019 End Date 29/04/2019 Start Time End Time TTM Remains in Place 0600 hrs 0600 hrs 24 HOURS, 7 DAYS (CONTINUOUS) Number of attached diagram sheets 5 Main closure type EED Attached ROAD CLOSURE No Principal Principal Contact Name Phone AT TBC TBC TBC Contractor Contractor Contact Name Phone FULTON HOGAN TBC TBC TBC Traffic Management Provider T.B.C TMP Prepared by Neil Oliver Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 1 Edition 4, November 2018

107 TMP or generic plan reference FH-SW-001 TRAFFIC MANAGEMENT PLAN (TMP) FULL FORM Use this form for complex activities. Refer to the NZ Transport Agency s Traffic control devices manual, part 8 Code of practice for temporary traffic management (CoPTTM), section E, appendix A for a guide on how to complete each field. TMP reference: Contractor (Working Space): Principal / Utility Operator: FH-SW-001 AT Organisations & TMP reference RCA: FULTON HOGAN Contractor (TTM): FULTON HOGAN Road names and suburb House no./rps Road level Lagoon Drive Church to Panmure RAB Level 2 Permanent speed Location details & road characteristics Ellerslie Panmure Highway Potaku Ln Panmure RAB to Forge Way Panmure RAB to Mountain Road Level 2 Level 1 Jellicoe Road Panmure RAB to Mountain Road Level 1 Queens Road Panmure RAB to Pilkington Level 2 Basin View 8A to Domain Road Level 1 Domain Rd Basin View to 13 Level 1 Mountain Road Potaku to Jellicoe Level 1 Pleasant View Road Pilkington to Jellicoe Level 1 Traffic details AADT Refer to TIA Peak flows Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 2 Edition 4, November 2018

108 TMP or generic plan reference FH-SW-001 Description of work activity SUPER CLSOURE TO PREPAIR FOR FULL TRAFFIC SWITCH TO SIGNALISED ROAD ABOUT. CLOSURE WILL BE INPLACE 24/7 form 19/04 to 29/04 Activities Include Island Removal Linemarking Services install Paving work Stormwater works Lighting ITS related services Demolition Planned work programme Start date 19/04/2019 Time 0600 hrs End date 29/04/2019 Time 0600 hrs Consider significant stages Installation to occur via mobile operation commencing at the time outlined above. STMS to ensure traffic volumes are appropriate prior to installation commencing, even if within the times outlined above. Alternative dates if activity delayed No alternative dates (outside the planned dates above) required. Road aspects affected Pedestrians affected? Yes Property access affected? Yes Traffic lanes affected? Yes Cyclists affected? Yes Restricted parking affected? Yes Delays or queuing likely? Yes Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 3 Edition 4, November 2018

109 TMP or generic plan reference FH-SW-001 Proposed traffic management methods Installation Installation will be via a mobile operation (as per attached layouts) with the following methodology: 1. A site drive through will be conducted first to confirm layout, conditions and environment are all appropriate for works to proceed. 2. Advanced warning signage will be installed first (on the left), followed by progressive signage installation in a loop fashion around the site area 3. Vehicle positioning will be as far to the left as practical and the installation vehicle will be stationary at the installation of each sign, with activity occurring only on the non-traffic side of the vehicle. 4. Once ALL signage for the site is installed delineation installation may commence 5. TSL Signage installation (location, time) will be recorded on the on site record following installation 6. Centreline delineation will be installed first with activity protected by a shadow vehicle and delineation installed no closer than 10m in front of the shadow vehicle (roll ahead distance) 7. The worksite delineation will be installed next, where possible by the working vehicle parking inside the work area and cones installed from within that closed area. 8. MTC Operation to assist with delineation installation, MTC points may be setup and activated to close vehicle approaches and allow safe installation of remaining delineation 9. Once all delineation is installed and worksite area is available a final full site check will be conducted (to be recorded on the on site record) before worksite activity will commence in the working space Refer to the attached TMD/s for attended site layout: ROAD CLOSURE WITH DETOURS IN PLACE SHEET 1 TO 5 Attended/ Unattended During the peak time more TC to be onsite to Facilitate Road users All site checks and or changes to be recorded on the on site record Detour route YES Refer to Sheet 5 Does detour route go into another RCA s roading network? N/A If Yes, has confirmation of acceptance been requested from that RCA? N/A Removal Removal will be via a mobile operation (as per attached layouts) with the following methodology: 1. All work activity to be cleared prior to TTM removal commencing 2. Workspace delineation to be removed first (by either removing to the kerb for later collection or directly onto a stationary working vehicle) 3. Centreline delineation may now be removed using the same method as installation 4. MTC Operation may be retained to enable safe removal of centreline and worksite delineation 5. Once all delineation is removed sign removal may commence in a clockwise loop fashion (leaving advanced warning signage in place till last) 6. Advanced warning signage can be removed as the final act, with a full site check being conducted prior to site departure. Proposed TSLs (see TSL decision matrix for guidance) TSL details as required Approval of Temporary Speed Limits (TSL) are in terms of Section 6 of Land Transport Rule: Setting of Speed Limits 2017,Rule 54001/2017 (List speed, length and location) Times (From and to) Dates (Start and finish) Diagram ref. no.s (Layout drawings or traffic management diagrams) Attended/Unatte nded A temporary maximum speed limit of km/h is hereby fixed for motor vehicles travelling over the length of m situated between Basin View and Domain Road on Basin View 0600 hrs To 0600 hrs 19/04/2019 To 29/04/2019 FH-SW-001 Sheets 1 4 Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 4 Edition 4, November 2018

110 TMP or generic plan reference FH-SW-001 A temporary maximum speed limit of km/h is hereby fixed for motor vehicles travelling over the length of 1m situated between Pilkington and Panmure Roundabout on Queens Road 0600 hrs To 0600 hrs 19/04/2019 To 29/04/2019 FH-SW-001 Sheets 1 4 A temporary maximum speed limit of km/h is hereby fixed for motor vehicles travelling over the length of 266m situated between Forgeway and Panmure Roundabout on Ellerslie Panmure Highway 0600 hrs To 0600 hrs 19/04/2019 To 29/04/2019 FH-SW-001 Sheets 1 4 A temporary maximum speed limit of km/h is hereby fixed for motor vehicles travelling over the length of 92m situated between Basin View and 13 Domain Road on Domain Road 0600 hrs To 0600 hrs 19/04/2019 To 29/04/2019 FH-SW-001 Sheets 1 4 A temporary maximum speed limit of km/h is hereby fixed for motor vehicles travelling over the length of 1m situated between Squash Club and Basin View on Lagoon Drive 0600 hrs To 0600 hrs 19/04/2019 To 29/04/2019 FH-SW-001 Sheets 1 4 TSL duration Will the TSL be required for longer than twelve months? If yes, attach the completed checklist from section 1-18: Guidance of TMP Monitoring Processes for TSLs to this TMP No Positive traffic management measures Positive traffic management measures will be installed by the STMS in order to control vehicle speeds, increase public awareness and reduce disruption by providing clear and positive guidance. Side Friction Additional Delineation Additional cones may be placed on centerlines, edgelines or shoulders to increase impact of the activity and reduce vehicle speed. Further Methods Staff will be positioned at strategic locations where they are visible to the driving public and pedestrians, and responsive to the changing hazards of the site. If there are nearby controlled intersections, ATOC may be engaged to modify traffic light phasing to suit the operation in place and minimise disruption and maximise safe driving behaviour. If queuing or unforeseen disruption occurs, additional advanced signage may be used a further sign spacing (or more) outside the required advanced warning signage to promote awareness further from the site boundary. Police assistance may be sought if excess speed is a significant issue and presents a real and immediate danger to the activity or the public. Work may be suspended if driver behaviour at any time presents excess risk. Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 5 Edition 4, November 2018

111 TMP or generic plan reference FH-SW-001 Contingency plans Generic contingencies for: major incidents incidents pre planed detours. Remove any options which do not apply to your job Major Incident A major incident is described as: Fatality or notifiable injury - real or potential Significant property damage, or Emergency services (police, fire, etc) require access or control of the site. Incident An incident is described as: excessive delays - real or potential minor or non-inquiry accident that has the potential to affect traffic flow structural failure of the road. Actions The STMS must immediately conduct the following: stop all activity and traffic movement secure the site to prevent (further) injury or damage contact the appropriate emergency authorities render first aid if competent and able to do so notify the RCA representative and / or the engineer under the guidance of the officer in charge of the site, reduce effects of TTM on the road or remove the activity if safe to do so re-establish TTM and traffic movements when advised by emergency authorities that it is safe to do so. Comply with any obligation to notify WorkSafe Actions The STMS must immediately conduct the following: stop all activity and traffic movement if required secure the site to prevent the prospect of injury or further damage notify the RCA representative and / or the engineer STMS to implement a plan to safely remove TTM and to establish normal traffic flow if safe to do so re-establish TTM and traffic movements when it is safe to do so and when traffic volumes have reduced. Detour If because of the on-site activity it will not be possible to remove or reduce the effects of TTM once it is established a detour route must be designed. This is likely for: excessive delays when using an alternating flow design for TTM redirecting one direction of flow and / or total road closure and redirection of traffic until such time that traffic volumes reduce and tailbacks have been cleared. The risks in the type of work being undertaken, the risks inherent in the detour, the probable duration of closure and availability and suitability of detour routes need to be considered. The detour and route must be designed including: pre- approval form the RCA s whose roads will be used or affected by the detour route ensure that TTM equipment for the detour - signs etc. are on site and preinstalled. Actions When it is necessary to implement the preplanned detour the STMS must immediately undertake the following: Notify the RCA and / or the engineer when the detour is to be established Drive through the detour in both directions to check that it is stable and safe Remove the detour as soon as it practicable and safe to do so and the traffic volumes have reduced and tailbacks have cleared Notify the RCA and / or the engineer when the detour has been disestablished and normal traffic flows have resumed. Note also the requirements for no interference at an accident scene: In the event of an accident involving serious harm the STMS must ensure that nothing, including TTM equipment, is removed or disturbed and any wreckage article or thing must not be disturbed or interfered with, except to: save a life of, prevent harm to or relieve the suffering of any person, or make the site safe or to minimise the risk of further accident; or maintain the access of the general public to an essential service or utility, or prevent serious damage to or serious loss of property, or follow the direction of a constable acting in his or her duties or act with the permission of an inspector, Weather Other contingencies identified by the applicant Sustained bad weather resulting in reduced visibility (less than clear sight distance) will result firstly in bolstering of delineation if possible to provide better worksite visibility. Whilst this occurs every effort will be made to remove the closure however if it is hazardous to open to road (i.e. immobile work vehicles/excavation etc. still remain) work may cease and as much cleared from the worksite as possible to reduce risk. TC/STMS staff equipped with glow wands may also be employed from safe positions to caution approaching drivers if visibility is a concern. If bad weather that reduces visibility or creates a hazardous environment is present at the time the closure is due to be installed, the closure may be delayed or canceled if the weather does not improve. Excess traffic delays (more than 5 minutes) Delays are unlikely however in the event of congestion; effort will be made to open additional lane space in the direction of most delay by minimising the work area and attempting to open further drivable area to the public. Work running late Hold points, milestones and last safe moments will be utilised throughout the operation to ensure closure removal times are not breached. In the event of breakdown or unforeseen circumstance, the contingency of excess traffic delays above will apply along with informing the RCA immediately. The priority will be given to the opening of lane width as soon as safe to do so, followed by vehicle recovery, followed by TTM equipment removal. Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 6 Edition 4, November 2018

112 TMP or generic plan reference FH-SW-001 Emergency Vehicle Access / Movements or On Site Emergency Emergency vehicles will be given the right of way at all times and will be assisted through emergency stop/go activity or the use of the onsite TTM vehicle if appropriate and required. Emergencies onsite or nearby will first be made safe, then if appropriate moved from any live lanes, then attended to in detail with an emergency modified TTM setup by the STMS if required. Authorisations Parking restriction(s) alteration authority Authorisation to work at permanent traffic signal sites Will controlled street parking be affected? Yes Has approval been granted? Yes Will portable traffic signals be used or permanent traffic signals be changed? Yes Has approval been granted? Yes Road closure authorisation(s) Will full carriageway closure continue for more than 5 minutes (or other RCA stipulated time)? Yes Has approval been granted? Yes Will bus stop(s) be obstructed by the activity? Yes Has approval been granted? Yes Bus stop relocation(s) closure(s) Notification to, and approval from, public transport operations received as part of TMP approval Bus Route Affected Authorisation to use portable traffic signals EED Make, model and description/number NZTA compliant? No portable traffic signals required Not applicable Is an EED applicable? No EED attached? No Delay calculations/trial plan to determine potential extent of delays TIA TO BE SUBMITTED WITH APPLICATION Public notification plan VMS BOARDS LETTER DROP, AT COMMS TEAM Noise management plan attached as part of CAR application. Note the following: Auckland Council Call Centre to be notified of the full details of work to be completed that night and contact details for any complaints that come through Noise management plan to be kept on site and supplied to Noise Control Officers on request A copy of the noise management plan shall be ed to 'Environmentalnoise@aklc.govt.nz' Public notification plan attached? Yes On-site monitoring plan Attended (day and/or night) Level 2/3 Level 2/3 STMS onsite with an appropriate number of TC s to ensure correct site establishment STMS with an appropriate number of TC s remains onsite for sufficient site monitoring First full site inspection to occur immediately following site establishment and be recorded on the onsite record. Subsequent site inspections to occur every 2 hours thereafter (or more frequently if degradation is a concern) Faults or opportunity s for improving the safety of the site will be executed as soon as they are observed (STMS will not wait for the next 2 hourly site checks before fixing issues) The Level 2/3 Practicing STMS may leave the site area in order to gain access to his site to conduct a full check. This time absent must not exceed minutes The assigned Level 2/3 Practicing STMS will not be in charge of any other closures (including active or inactive shoulder closures) as they will not be able to maintain the required supervision of those sites given the requirement to maintain 100% presence (apart from loops to do site checks) on this site. Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 7 Edition 4, November 2018

113 TMP or generic plan reference FH-SW-001 Level 2/3 STMS will remain no more than 60 minutes from site and be contactable at all times The site must remain in an acceptable standard at all times. The STMS must identify the appropriate unattended site check frequency based on the following factors: Weather (High winds, rain or similar) Traffic Flows volumes and movements Pedestrian volumes and movements Amount of unattended equipment and its proximity to live traffic and pedestrians Type of Traffic Management Operation and its impact on the carriageway Unattended (day and/or night) As a minimum, unattended shoulder closures will have a recorded site inspection no less frequently than once every 24 hours. The presence of multiple factors of the above list will require this frequency to be increased. Consecutive working days will not require an overnight site check in-between, however, before leaving site the STMS will ensure; that all open trenches/excavations are fenced, plated or backfilled, and that plant, equipment or materials are located at least 5m from the live lane (or preferably removed) wherever possible. Before leaving the site the STMS must: Reduce the size of the worksite as much as possible Sweep any loose material Check that all signs are ballasted and positioned correctly Check that all cones are clean and positioned correctly Upon leaving site the STMS is to make the final judgement on the frequency of unattended checks required if there is longer than a 24hour unattended period. Method for recording daily site TTM activity (eg CoPTTM on-site record) Daily Closure sheet compiled by the STMS onsite and held as a record by Fulton Hogan Northern Region Site safety measures Other information Site specific layout diagrams Number FH-SW-001 Sheets 1-5 Title MAJOR TRAFFIC SWITCH Lagoon Drive, Panmure ROAD CLOSURE Contact details Name 24/7 contact number CoPTTM ID Qualification Expiry date Principal AT TBC TBC TBC Engineers representative Engineer Contact Engineer Company @engineer.co.nz 021 XXX XXX (ID NO) Level 2/3 NP (EXP DATE) Contractor FULTON HOGAN TBC TBC TBC TTM Provider T.B.C Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 8 Edition 4, November 2018

114 TMP or generic plan reference FH-SW-001 STMS TBC TBC TBC TBC TBC TBC TMP preparation Neil Oliver 01-Feb Level 2/3 NP 20/06/2020 Name Date Signature ID no. Qualification Expiry date This TMP meets CoPTTM requirements Number of diagrams attached 5 TMP returned for correction (if required) Name Date Signature ID no. Qualification Expiry date Engineer/TMC to complete following section when approval or acceptance required Approved by TMC/Engineer (delete one) Name Date Signature ID no. Qualification Expiry date Acceptance by TMC (only required if TMP approved by engineer) Name Date Signature ID no. Qualification Expiry date Qualifier for engineer or TMC approval Approval of this TMP authorises the use of any regulatory signs included in the TMP or attached traffic management diagrams. This TMP is approved on the following basis: 1. To the best of the approving engineer s/tmc s judgment this TMP conforms to the requirements of CoPTTM. 2. This plan is approved on the basis that the activity, the location and the road environment have been correctly represented by the applicant. Any inaccuracy in the portrayal of this information is the responsibility of the applicant. 3. The TMP provides so far as is reasonably practicable, a safe and fit for purpose TTM System. 4. The STMS for the activity is reminded that it is the STMS s duty to postpone, cancel or modify operations due to the adverse traffic, weather or other conditions that affect the safety of this site. Notification to TMC prior to occupying worksite/notification completed Type of notification to TMC required Notification completed Date Time Traffic control devices manual part 8 CoPTTM Section E, appendix A: Traffic management plans Page 9 Edition 4, November 2018

115 DUNLOP LN T1A/T135 ROAD ON SIDE TG2 AHEAD CLOSED ROAD FOLLOW - AHEAD DETOUR ON SIDE ROAD T1A/T135 ROAD CLOSED AHEAD DETOUR FOLLOW - AHEAD TG2 DETOUR AHEAD FOLLOW - ROAD CLOSED AHEAD CLOSED ROAD TG2B km AHEAD /hr km AHEAD /hr TG2B CLOSED ROAD ROAD CLOSED CLOSED ROAD ROAD CLOSED POTAKA LN ROAD CLOSED JELLICOE ROAD (L2LS) ELLERSLIE PANMURE HGHWAY ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. Super weekend TMP DRAFT AMETI PROJECT, PANMURE TO PAKURANGA ROAD CLOSURE FH-SW-001

116 DUNLOP LN ROAD CLOSED TG2 DETOUR AHEAD FOLLOW - ROAD CLOSED AHEAD ON SIDE ROAD T1A/T135 T1A ACCESS WAY CLOSED ROAD ROAD CLOSED CLOSED ROAD ROAD CLOSED POTAKA LN ROAD CLOSED JELLICOE ROAD (L2LS) ELLERSLIE PANMURE HGHWAY QUEEN ROAD CLOSED ROAD TG2B T1A IRELANE ROAD km /hr AHEAD TG2 LAGOON DRIVE km /hr AHEAD TG2B ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. Super weekend TMP DRAFT AMETI PROJECT, PANMURE TO PAKURANGA ROAD CLOSURE FH-SW-001

117 T D km /hr AHEAD LAGOON DRIVE km /hr AHEAD TG2B TG2 T1A ROAD CLOSED DETOUR AHEAD FOLLOW - DETOUR AHEAD FOLLOW - ROAD CLOSED AHEAD ROAD CLOSED AHEAD ON SIDE ROAD T1A/T135 TG2 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. Super weekend TMP DRAFT AMETI PROJECT, PANMURE TO PAKURANGA ROAD CLOSURE FH-SW-001

118 FOLLOW ROAD CLOSED AHEAD ROAD CLOSED AHEAD ON SIDE ROAD T1A/T135 TG2 TG2B TG2B TG2B ON SIDE ROAD T1B/T135 TG2B T1B XXXXXX ROAD T1B ON SIDE ROAD T1B/T m m XXXXXX ROAD TG2B TG2B km /hr AHEAD km /hr AHEAD ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. Super weekend TMP DRAFT AMETI PROJECT, PANMURE TO PAKURANGA ROAD CLOSURE FH-SW-001

119 SCREEN 2 CLOSED TURN RIGHT, PANMURE JELLICOE ROAD LEFT, PAKURANGA JELLICOE ROAD CLOSED TURN LAGOON DRIVE CLOSURE USE QUEEN SCREEN 1 SCREEN 1 SCREEN 1 LAGOON DRIVE CLOSURE USE CHURCH ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. Super weekend TMP DRAFT AMETI PROJECT, PANMURE TO PAKURANGA ROAD CLOSURE FH-SW-001

120 SECT 28 SO SEC 29 SO SECT 18 SO PT ALLOT 76 SEC 2 VILLAGE PANMURE SECT 20 SO SEC 21 SO ONLY BUS MAHI TOI SITE 1 SEC 27 SO POTAKA LANE CONVERTED TO ONE-WAY SINGLE LANE ROAD BUS SECT 26 SO SEC 2 SO PT ALLOT 9 SEC 2 SM LOTS NEAR VILL OF PANMURE SECT 24 SO SECT 1 SO SECT 3 SO PT LOT 1 DP PT LOT 2 DP PT LOT 3 DP PT LOT 2 DP PT LOT 2 DP LOT 3 DP LOT 4 DP PT LOT 1 DP PT LOT 8 DP LOT 5 DP LOT 6 DP LOT 7 DP SEC 17 SO LOT 1 DP POTAKA LANE (L1) 536 JELLICOE ROAD (2LS) POTAKA LANE CONVERTED TO ONE-WAY SINGLE LANE ROAD 5 ELLERSLIE PANMURE HIGHWAY (L2) IRELAND ROAD (L1) 4 OTHER SIDE PLEASE USE FOOTPATH CLOSED 7 ONLY A-18 QUEENS ROAD (2LS) CROSSING CLOSED PLEASE USE ALTERNATIVE CROSSING SECT 18 SO POTAKA LANE (L1) SEC 21 SO JELLICOE ROAD (2LS) LOT 2 DP F/22-28 G/22-28 D/22-28 C/22-28 A/22-28 B/22-28 E/22-28 SECT 20 SO PT ALLOT 9 SEC 2 SM LOTS NEAR VILL OF PANMURE MAHI TOI SITE 1 FOOTPATH CLOSED PLEASE USE OTHER SIDE SECT 28 SO SEC 29 SO ELLERSLIE PANMURE HIGHWAY (L2) ONLY BUS INDICATIVE LOCATION OF PEDESTRIAN CROSSING ACROSS THE CARRIAGEWAY BUS ONLY PT LOT 1 DP PT LOT 2 DP PT LOT 3 DP PT LOT 2 DP PT LOT 1 DP PT LOT 8 DP PT LOT 9 DP PT LOT 10 DP A 170 PT LOT 11 DP A LOT LOT 10 DP 9 DP LOT LOT 8 DP DP LOT LOT 6 DP DP G//24 1// LOT 3 DP A-18 LOT 2 DP LOT 1 DP LOT 4 DP min 1.0 km 20 LOT 5 DP IRELAND ROAD (L1) 4 FOOTPATH CLOSED PLEASE USE OTHER SIDE PT ALLOT 76 SEC 2 VILLAGE PANMURE 126 LOT 4 DP SEC 27 SO LOT 2 DP SECT 26 SO SEC 2 SO SECT 24 SO SECT 1 SO SEC 4 SO SECT 3 SO LOT 3 DP PT LOT 2 DP LOT 4 DP QUEENS ROAD (2LS) LOT 3 DP LOT 4 DP LOT 5 DP A 139 CROSSING LOT 6 DP CLOSED 326 LOT 8 DP LOT 7 DP LOT 9 DP PLEASE USE21A 23A LOT 10 DP LOT 11 DP ALTERNATIVE CROSSING LOT 12 DP LOT 29A DP LOT 31A 14 DP LOT 15 DP LAGOON DRIVE (L2) 15A 16 PEDESTRIAN LOT DP DETOUR TO CONTINUE LOT 21 DP FOOTPATH CLOSED PLEASE USE OTHER SIDE NOTES: CHURCH CRESCENT TO PANMURE R.A.B PEDESTRIAN DETOURS - Pedestrians required to follow proposed detour using existing crossing points. PANMURE R.A.B FOOTPATH CLOSURE/ CROSSING - Showing the indicative location of the temporary pedestrian crossing point across the carriageway. Route will be relocated on occasion, dependant on the location of works taking place. Trenches will be; (a) backfilled and sealed (b) bridged with temporary equipment. Fulton Hogan Private Bag , Ellerslie Auckland 1542 Telephone: Web: info@fultonhogan.com CLIENT Auckland Transpor t An Auckland Council Organisation LEGEND WORK AREA PEDESTRIAN ROUTE N INSTALLATION Derek Wignall DESIGNER: STMS PERSONAL ID: This drawing must not be used for the installation of TTM unless signed and approved SCALE: NOT TO SCALE PROJECT AUCKLAND TRANSPORT AMETI EASTERN BUSWAY - STAGE 1 LAGOON DRIVE, MT WELLINGTON FOOTPATH CLOSURE - PEDESTRIAN ROUTE TMP NUMBER 6384 SHEET NUMBER REVISION 1 0 COPYRIGHT THIS DRAWING SHALL ONLY BE USED FOR THE PURPOSE FOR WHICH THEY WHERE SUPPLIED. ANY RE-USE IS PROHIBITED AND NO PART OF THIS DOCUMENT MAY BE REPRODUCED OR DISTRIBUTED WITHOUT THE WRITTEN PERMISSION OF FULTON HOGAN LTD.

121 VMS # Location Board Type Preconditioning Closure in place - traffic flowing Closure in place - delays Pakuranga Road Closure in place - delays EP Highway, Jellicoe, Pilkington VMS 1 VMS 2 VMS 3 VMS 4 VMS 5 VMS 6 VMS 7 VMS 8 SH-01 Southbound at Market Road NZTA Regional SH-01 Northbound at Princes Street NZTA Regional Pakuranga Road Westbound before Lagoon Bridge MVMS Ellerslie Panmure Highway Eastbound before Mt Wgtn Hwy MVMS Mt Wgtn Hwy Northbound before Penrose Road MVMS Gossamer Drive Northbound before Reeves Road MVMS Ti Rakau Drive Westbound before Harris Road Harris Drive Northbound before Allens Road AT Gantry MVMS VMS 9 Ti Rakau Drive Northbound before SEART MVMS Pilkington Road Southbound prior to VMS 10 Jellicoe Road MVMS VMS 11 SH-01 Northbound prior to Otara NZTA Regional MAJOR ROAD WORKS PANMURE ROUNDABOUT MAJOR ROAD WORKS EASTER TO MONDAY 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT MAJOR ROAD WORKS EASTER TO MONDAY 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT EASTER MAJOR TO ROAD MONDAY WORKS 29 APR PANMURE ROUNDABOUT EASTER TO MONDAY 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS UNTIL 5AM MON 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS UNTIL 5AM MON 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL MAJOR 5AM ROAD MON WORKS 29 APRIL PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS UNTIL 5AM MON 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS UNTIL 5AM MON 29 APR DELAYS LAGOON / PAKURANGA USE SOUTH EASTERN TO SH-01 MOTORWAY MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL DELAYS LAGOON / PAKURANGA USE SOUTH EASTERN TO SH-01 MOTORWAY DELAYS LAGOON / SEART USE HIGHBROOK DRIVE TO SH-01 MOTORWAY DELAYS LAGOON / SEART USE HIGHBROOK DRIVE TO SH-01 MOTORWAY DELAYS LAGOON / PAKURANGA USE SOUTH EASTERN TO SH-01 MOTORWAY MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS EAST AUCKLAND TRAFFIC USE OTARA EXIT MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS EAST AUCKLAND TRAFFIC USE HIGHBROOK EXIT MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS UNTIL 5AM MON 29 APR MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS DELAYS PANMURE ROUNDABOUT USE WAIPUNA SEART MAJOR ROAD WORKS DELAYS PANMURE ROUNDABOUT USE WAIPUNA SEART MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES UNTIL 5AM MON 29 APRIL PANMURE ROUNDABOUT CLOSURES DELAYS PILKINGTON JELLICOE USE TE HOTETA ROAD MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES MAJOR ROAD WORKS UNTIL 5AM MON 29 APR

122 AMETI Easter Weekend VMS Matrix Preconditioning from 8 April VMS 1 VMS 4 Work Area Panmure Roundabout VMS 5 VMS 3 VMS 2 VMS 1 NZTA Regional Board SH-01 Southbound at Market Road VMS 2 NZTA Regional Board SH-01 Northbound at Princes Street VMS 3 Mobile VMS Pakuranga Road Westbound before Lagoon Bridge VMS 4 Mobile VMS Ellerslie Panmure Highway Eastbound before Mt Wgtn Hwy VMS 5 Mobile VMS Mt Wgtn Hwy Northbound before Penrose Road Screen 1 MAJOR ROAD WORKS PANMURE ROUNDABOUT Screen 2 MAJOR ROAD WORKS EASTER TO MONDAY 29 APR Screen 1 MAJOR ROAD WORKS Screen 2 PANMURE ROUNDABOUT Screen 3 EASTER TO MONDAY 29 APR

123 AMETI Easter Weekend VMS Matrix Closure in operation TEIR 1 (traffic flowing) VMS 10 VMS 1 VMS 4 Work Area Panmure Roundabout VMS 3 VMS 5 VMS 9 VMS 6 VMS 7 VMS 2 VMS 8 VMS 1 NZTA Regional Board SH-01 Southbound at Market Road VMS 2 NZTA Regional Board SH-01 Northbound at Princes Street Screen 1 MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES Screen 2 MAJOR ROAD WORKS UNTIL 5AM MON 29 APR

124 VMS 3 Mobile VMS Pakuranga Road Westbound before Gossamer Drive VMS 4 Mobile VMS Ellerslie Panmure Highway Eastbound before Mt Wgtn Hwy VMS 5 Mobile VMS Mt Wgtn Hwy Northbound before Penrose Road VMS 6 Mobile VMS Gossamer Drive Northbound before Reeves Road VMS 7 AT Gantry Board Ti Rakau Drive Westbound before Harris Road Screen 1 MAJOR ROAD WORKS Screen 2 PANMURE ROUNDABOUT CLOSURES Screen 3 UNTIL 5AM MON 29 APRIL VMS 8 Mobile VMS Harris Drive Northbound before Allens Road VMS 9 Mobile VMS Ti Rakau Drive Northbound before SEART VMS 10 Mobile VMS Pilkington Road Southbound prior to Jellicoe Road

125 AMETI Easter Weekend VMS Matrix Closure in operation Lagoon Dr / Pakuranga Delays VMS 1 VMS 4 VMS 5 VMS 10 Work Area Panmure Roundabout VMS 3 VMS 6 VMS 9 VMS 7 VMS 2 VMS 8 VMS 1 NZTA Regional Board SH-01 Southbound at Market Road VMS 2 NZTA Regional Board SH-01 Northbound at Princes Street VMS 11 NZTA Regional Board SH-01 Northbound prior to Otara VMS 11 Screen 1 MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES Screen 2 MAJOR ROAD WORKS UNTIL 5AM MON 29 APR Screen 1 MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES Screen 2 MAJOR ROAD WORKS EAST AUCKLAND TRAFFIC USE OTARA EXIT

126 VMS 4 Mobile VMS Ellerslie Panmure Highway Eastbound before Mt Wgtn Hwy VMS 5 Mobile VMS Mt Wgtn Hwy Northbound before Ellerslie Panmure Highway VMS 10 Mobile VMS Pilkington Road Southbound prior to Jellicoe Road Screen 1 MAJOR ROAD WORKS Screen 2 PANMURE ROUNDABOUT CLOSURES Screen 3 UNTIL 5AM MON 29 APRIL VMS 3 Mobile VMS Pakuranga Road Westbound before Gossamer Drive VMS 6 Mobile VMS Gossamer Drive Northbound before Reeves Road VMS 9 Mobile VMS Ti Rakau Drive Northbound before SEART Screen 1 DELAYS LAGOON / PAKURANGA Screen 2 USE SOUTH EASTERN Screen 3 TO SH-01 MOTORWAY VMS 7 AT Gantry Board Ti Rakau Drive Westbound before Harris Road VMS 8 Mobile VMS Harris Drive Northbound before Allens Road Screen 1 DELAYS LAGOON / SEART Screen 2 USE HIGHBROOK DRIVE Screen 3 TO SH-01 MOTORWAY

127 AMETI Easter Weekend VMS Matrix Closure in operation EP Highway / Jellicoe / Pilkington Delays VMS 1 VMS 4 VMS 10 Work Area Panmure Roundabout VMS 3 VMS 5 VMS 6 VMS 9 VMS 7 VMS 2 VMS 8 VMS 11 NZTA Regional Board SH-01 Northbound prior to Otara VMS 2 NZTA Regional Board SH-01 Northbound at Princes Street VMS 1 NZTA Regional Board SH-01 Southbound at Market Road VMS 11 Screen 1 MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES Screen 2 MAJOR ROAD WORKS UNTIL 5AM MON 29 APR Screen 1 MAJOR ROAD WORKS PANMURE ROUNDABOUT CLOSURES Screen 2 MAJOR ROAD WORKS EAST AUCKLAND TRAFFIC USE HIGHBROOK EXIT

128 VMS 4 Mobile VMS Ellerslie Panmure Highway Eastbound before Mt Wgtn Hwy VMS 5 Mobile VMS Mt Wgtn Hwy Northbound before Penrose Road Screen 1 MAJOR ROAD WORKS Screen 2 DELAYS PANMURE ROUNDABOUT Screen 3 USE WAIPUNA SEART VMS 10 Mobile VMS Pilkington Road Southbound prior to Jellicoe Road VMS 3 Mobile VMS Pakuranga Road Westbound before Gossamer Drive VMS 6 Mobile VMS Gossamer Drive Northbound before Reeves Road VMS 7 AT Gantry Board Ti Rakau Drive Westbound before Harris Road VMS 8 Mobile VMS Harris Drive Northbound before Allens Road VMS 9 Mobile VMS Ti Rakau Drive Northbound before SEART Screen 1 PANMURE ROUNDABOUT CLOSURES Screen 2 DELAYS PILKINGTON JELLICOE Screen 3 USE TE HOTETA ROAD Screen 1 MAJOR ROAD WORKS Screen 2 PANMURE ROUNDABOUT CLOSURES Screen 3 UNTIL 5AM MON 29 APRIL

129 Appendix 5 Panmure Intersection Staging Plans Proposed Stage 2 for Roundabout AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 43

130 TG2 T1A T1A JELLICOE ROAD TG2 POTAKA LN TG2B AHEAD km /hr ELLERSLIE PANMURE HIGHWAY AHEAD km /hr TG2B SITE ACCESS TZ2R TG2B QUEENS ROAD km /hr AHEAD T1A IRELAND ROAD TG2B km /hr AHEAD TG2 SITE ACCESS TZ2L LAGOON DRIVE TG2B km /hr AHEAD TG2B km /hr AHEAD ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PANMURE ROUNDABOUT AMETI PROJECT, PANMURE TO PAKURANGA STAGE 2 ISLAND REMOVAL FH-Z1-RAB-LT02

131 TG2 T1A T1A JELLICOE ROAD TG2 POTAKA LN TG2B AHEAD km /hr ELLERSLIE PANMURE HIGHWAY AHEAD km /hr TG2B SITE ACCESS TZ2R TG2B QUEENS ROAD km /hr AHEAD T1A IRELAND ROAD TG2B km /hr AHEAD TG2 SITE ACCESS TZ2L ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PANMURE ROUNDABOUT AMETI PROJECT, PANMURE TO PAKURANGA STAGE 2 ISLAND REMOVAL FH-Z1-RAB-LT02

132 SITE ACCESS TZ2R TG2B QUEENS ROAD km /hr AHEAD T1A IRELAND ROAD TG2B km /hr AHEAD TG2 SITE ACCESS TZ2L LAGOON DRIVE TG2B km /hr AHEAD TG2B km /hr AHEAD ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PANMURE ROUNDABOUT AMETI PROJECT, PANMURE TO PAKURANGA STAGE 2 ISLAND REMOVAL FH-Z1-RAB-LT02

133 Appendix 6 Lagoon Drive Single Lane SSTMP Proposed Lagoon Drive long term TTM setup AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 44

134 AHEAD km /hr LAGOON DRIVE TZ2L ACCESS SITE DOMAIN ROAD TZ2L ACCESS SITE LAGOON DRIVE TZ2L TG2B /hr km AHEAD AHEAD km /hr TG2 T1A T1A TG2 CHURCH CRES TG2B TG2B AHEAD km /hr TG2B TG2B LAGOON DRIVE BASIN VIEW LN CHURCH CRES ACCESS SITE BRIDGE STREET LAGOON DRIVE ORIGINAL IN COLOUR TG2B km /hr AHEAD /hr km AHEAD 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. LAGOON DRIVE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 ONE LANE EACH WAY FH-LD-Z4-LT01

135 T1A AHEAD km /hr TG2B AHEAD km /hr TG2B LAGOON DRIVE TG2 BASIN VIEW LN DOMAIN ROAD ORIGINAL IN COLOUR TG2 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. LAGOON DRIVE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 ONE LANE EACH WAY FH-LD-Z4-LT01

136 DOMAIN ROAD TG2 LAGOON DRIVE T1A TZ2L ACCESS SITE ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. LAGOON DRIVE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 ONE LANE EACH WAY FH-LD-Z4-LT01

137 TZ2L ACCESS SITE LAGOON DRIVE AHEAD km /hr AHEAD km /hr TG2B TG2B CHURCH CRES ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com TZ2L SIT ACCESS Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. 0 LAGOON DRIVE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 ONE LANE EACH WAY FH-LD-Z4-LT01

138 CHURCH CRES CHURCH CRES TEM MPORARY TZ2L ACCESS SITE BRIDGE STREET LAGOON DRIVE ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. LAGOON DRIVE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 ONE LANE EACH WAY FH-LD-Z4-LT01

139 VE TG2B km /hr AHEAD ORIGINAL IN COLOUR TG2B km /hr AHEAD 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. LAGOON DRIVE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1 ONE LANE EACH WAY FH-LD-Z4-LT01

140 Appendix 7 Pakuranga Road - Offline Works Proposed Pakuranga Stage 1 Setup AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 45

141 T1B T1A ROAD T1A/T135 TG2 T1A/T135 T1A/T135 ROAD ON SIDE TG2 TI RAKAU DRIVE TG2B TG2B TG2B T1B TG2B TG2B TZ2L ACCESS SITE TG2 PAKURANGA ROAD KERSWELL ON SIDE MILLEN AVE TZ2L ACCESS SITE TZ2L ACCESS SITE WILLIAM AVE TG2 ROAD T1A/T135 ON SIDE TG2 PAKURANGA ROAD TZ2L ACCESS SITE PAKURANGA ROAD TZ2L ACCESS SITE TAMAKI BAY DRIVE TZ2L ACCESS SITE TG2B T1B T1B TZ2L ACCESS SITE PAKURANGA ROAD ON SIDE ROAD LATHAM AVE ON SIDE ROAD T1B/T135 ON SIDE ROAD T1B/T135 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAKURANGA MAINLINE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-OFF LINE WORKS FH-PS-Z10-LT01

142 T1B T1B TG2B T1A TG2B ACCESS TZ2L SITE TG2 PAKURANGA ROAD KERSWELL ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAKURANGA MAINLINE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-OFF LINE WORKS FH-PS-Z10-LT01

143 PAKURANGA ROAD KERSWELL TZ2L ACCESS SITE MILLEN AVE ON SIDE ROAD T1A/T135 TG2 PAKURANG ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAKURANGA MAINLINE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-OFF LINE WORKS FH-PS-Z10-LT01

144 TG2 ROAD T1A/T135 ON SIDE TZ2L ACCESS SITE WILLIAM AVE WOR TZ2L ACCESS SITE PAKURANGA ROAD TZ2L ACCESS SITE PAKURANGA ROAD TZ2L ACCESS SITE TAM ON SIDE ROAD LATHAM AVE TG2 T1A/T135 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAKURANGA MAINLINE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-OFF LINE WORKS FH-PS-Z10-LT01

145 TG2B T1B TG2 T1A/T135 ON SIDE ROAD TZ2L ACCESS SITE TAMAKI BAY DRIVE TZ2L ACCESS SITE TG2B T1B TZ2L ACCESS SITE PAKURANGA ROAD TI RAKAU DRIVE TG2B TG2B ON SIDE ROAD T1B/T135 ON SIDE ROAD T1B/T135 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAKURANGA MAINLINE AMETI PROJECT, PANMURE TO PAKURANGA STAGE 1-OFF LINE WORKS FH-PS-Z10-LT01

146 Appendix 8 Pakuranga Road - Asphalt Works TMP Example Proposed closure for Asphalt works on Pakuranga Road AMETI EASTERN BUSWAY STAGE 1 - PANMURE TO PAKURANGA April 2019 Construction Traffic Management Plan Rev 5 Page 46

147 TG2 T1A/T135 ROAD ON SIDE TG2 AHEAD km /hr TG2B KERSWELL AHEAD km /hr TG2B m 100 m 100 TG2 T1A MILLEN AVE WILLIAM AVE ON SIDE ROAD T1A/T135 PAKURANGA ROAD ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAVING AMETI PROJECT, PANMURE TO PAKURANGA LANE CLOSURES FH-PA-001

148 - R TG2 TG2 T1A TG2 CLOSED ROAD DETOUR AHEAD FOLLOW - ROAD CLOSED AHEAD ON SIDE ROAD T1A/T135 WILLIAM AVE PAKURANGA ROAD TAMAKI BAY DRIVE T1A TG2 ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAVING AMETI PROJECT, PANMURE TO PAKURANGA LANE CLOSURES FH-PA-001

149 TG2 T1A TG2 AHEAD CLOSED ROAD FOLLOW - DETOUR AHEAD T1A/T135 ROAD ON SIDE AHEAD ROAD CLOSED FOLLOW - AHEAD DETOUR TG2 CLOSED ROAD DETOUR AHEAD FOLLOW - ROAD CLOSED AHEAD ON SIDE ROAD T1A/T135 ORIGINAL IN COLOUR MAKI BAY DRIVE 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAVING AMETI PROJECT, PANMURE TO PAKURANGA LANE CLOSURES FH-PA-001

150 D ON SIDE ROAD T1A/T135 TG2B SIDE ON ROAD T1A/T135 TG2 TG2B km /hr AHEAD m XXXXXX ROAD km /hr AHEAD m PAKURANGA ROAD TI RAKAU DRIVE TG2B TG2B km /hr AHEAD km /hr AHEAD ORIGINAL IN COLOUR 1 INITIAL DRAWING N.O. N.O Fulton Hogan Private Bag , Ellerslie Auckland, 1542 Telephone: Web: info@fultonhogan.com Neil Oliver (Level 2/3 NP, #47689, 08/06/2020) Neil Oliver (Level 2/3 NP, #47689, /05/2017) This drawing, the design and concept remain the property of Fulton Hogan Limited. Unauthorised reproduction of any part of this document is prohibited. This Traffic Management Drawing (with the associated Traffic Management Plan) must be utilised only at the location(s) it is associated and not without approval from the approving engineer and/or road controlling authority. PAVING AMETI PROJECT, PANMURE TO PAKURANGA LANE CLOSURES FH-PA-001