City East West Transport Link

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City East West Transport Study

Executive Summary
City East West
Transport Study
Prepared for Auckland Transport
Prepared by Aurecon and Boffa Miskell
18 March 2014
Document control
Revision No 3 Project Number 233393
Client Auckland Transport Client Contact Sam Corbett
Date Revision Details/Status Prepared by Reviewed by Approved by
18 March 2014 Final
Revised Value for Money
Assessment
Craig Mitchell
Stuart Houghton
(Boffa Miskell)
Steve Dudley Andrew Mein
Auckland Transport East West Transport Study
Contents
Executive Summary . . . . . . . . . . . . . . . . . . . . . . 5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Preferred
Network Strategy . . . . . . . . . . . . . . . . . . . . . . . . 19
Areas requiring further clarifcation. . . . . . . . . 39
Preferred Corridor Directions . . . . . . . . . . . . . . 45
Quay Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Fanshawe Street . . . . . . . . . . . . . . . . . . . . . . . . . 59
Customs Street . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Beach Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Victoria Street . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Wellesley Street . . . . . . . . . . . . . . . . . . . . . . . . . 91
Mayoral Drive / Cook Street . . . . . . . . . . . . . . . 101
Implications on other corridors . . . . . . . . . . . 109
Background to
the strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Appendix A . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Historical and Existing Context . . . . . . . . . . . . . .
Appendix B . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Future context. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Appendix C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Issues, ideal outcomes & functional
requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Appendix D . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Points of tension . . . . . . . . . . . . . . . . . . . . . . . . . .
Appendix E . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Option development . . . . . . . . . . . . . . . . . . . . . . . .
Appendix F. . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Option evaluation . . . . . . . . . . . . . . . . . . . . . . . . . .
Technical Appendix . . . . . . . . . . . . . . . . . . . . . 229
Option testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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5
Executive Summary
Executive Summary
6
Introduction
The City East West Transport
(CEWT) Study is tasked with
helping to guide future transport
and associated land use planning
decisions along key east-west
corridors through Auckland city
centre.
The study has been developed by Aurecon and
Boffa Miskell through considerable consultation
and collaboration with a wide range of technical
stakeholders from across Auckland Transport,
Auckland Council, Waterfront Auckland and the NZ
Transport Agency.
The CEWT Study is a non-statutory supporting
document that sits beneath the Auckland Plan and
Integrated Transport Programme and feeds though
to the Regional Land Transport Programme and
associated investigation, design and implementation
work streams. It is also infuenced by other
strategic plans, such as the City Centre Masterplan
and Waterfront Plan.
The core focus of the study was the following
east-west corridors:
Quay Street
Fanshawe Street
Customs Street
Beach Road
Victoria Street
Wellesley Street
Mayoral Drive
Cook Street
While the study has primarily focussed on these key
east-west corridors, it has also given consideration
to how the preferred direction for these corridors
would relate to the wider road corridor network.
This consideration particularly related to the state
highway network that frames the city centre and
key north-south corridors such as Queen Street and
Hobson Street.
Preferred
direction
The study process has led to
the identifcation of preferred
strategic outcomes for each of the
study areas corridors. The overall
strategy as it relates to place
making and each travel mode are
summarised as follows:
Place making The preferred direction will enable a
considerable uplift in place-making opportunities within
the city centre. These opportunities will be focussed
around Quay Street (Harbour Edge Boulevard),
Victoria Street (Linear Park) and Wellesley Street
Central (Pedestrian/ Amenity Improvements)
Pedestrians The study envisages signifcant
pedestrian improvements throughout the east-
west corridors but with a focus on sections of
the corridors near the Queen Street valley and
harbour edge. Locations with particularly signifcant
improvements for pedestrians are Quay Street
and Victoria Street, which are intended to play a
major role in delivering the transformational moves
envisaged by the City Centre Masterplan.
Cycling General direction is to depart from the
existing situation of limited specifc cycle provisions
and provide a number of quality cycle routes
through the city centre. These key routes are to
include Beach Road / Quay Street and Wellesley
Street East / Lorne Street (or Kitchener Street) /
Victoria Street.
Public transport The preferred direction refects
the Regional Public Transport Plan approach of
providing a simplifed bus network using fewer bus
corridors to improve legibility for users. In terms
of east-west corridors, the preferred direction will
see signifcant bus infrastructure and lane capacity
provided along Fanshawe Street/ Customs Street/
Beach Road and Wellesley Street. An urban
busway is proposed for Fanshawe Street to support
the signifcant passenger demands between the
city centre and North Shore, and complete the
Northern Busway. Use of public transport will also
7
Executive Summary
be supported by measures to support the City Rail
Link (CRL). These measures include high quality
bus corridors connecting with Britomart and Aotea
Stations and improved pedestrian realm to provide
for station users. In particular, a linear park on
Victoria Street can incorporate the main entrance to
the future Aotea Station.
Traffc The preferred directions for traffc include
maximising the use of the state highway network
as an alternative to through travel through the city
centre. In addition, the Fanshawe Street/ Customs
Street/ Beach Road and Mayoral Drive/ Cook Street
corridors have been identifed as preferred locations
for movement, although the focus is to be on
providing access into the city rather than across the
city. Other east-west corridors are to primarily cater
for local access functions.
The preferred direction will see a different emphasis
placed on each of the east-west corridors in terms
of their key functions and mode requirements. This
strategy of having variation in mode emphasis
across the corridors is a marked departure from the
existing situation, where each of the corridors is
providing a generally consistent function and form.
The proposed network strategy will in some
instances require changes to the form of these
corridors. In terms of kerb-to-kerb width, the
greatest changes will be on Quay Street and
Victoria Street which will be reformed to facilitate
important place-based transformation shifts as
previously envisaged by the City Centre Masterplan.
To deliver the preferred overall strategy, a vision
and direction have been developed for each of
the east-west corridors. The directions for these
corridors are summarised in the diagram adjacent.
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STATE HI GHWAY NETWORK
QUAY STREET HARBOUR EDGE BOULEVARD
FANSHAWE STREET URBAN BUSWAY BOULEVARD
CUSTOMS STREET CI TY CENTRE CORE ACCESS
BEACH ROAD EASTERN ACCESS
WELLESLEY STREET CI VI C CONNECTOR
WELLESLEY STREET CI VI C CORE
COOK STREET / MAYORAL DRI VE
VEHI CLE PRI ORI TY ROUTE
VI CTORI A STREET LI NEAR PARK
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While the preferred direction has generally been established, there
remain several specifc areas where further defnition and clarifcation is
required. These areas are summarised as follows:
Britomart bus operations - There are a number
of initiatives and investigations that are on-going
and may signifcantly improve and optimise bus
operations within the Britomart area. As the fndings
of these investigations are confrmed they will need
to feed through to the preferred direction of this
area, and particularly Customs Street, Quay Street
and Sturdee Street and possibly Fanshawe Street
Fanshawe Urban Busway - The preferred direction
for Fanshawe Street is to provide a high quality
urban busway corridor that connects the northern
busway and Wynyard Quarter with the city centre.
Integration of this busway with high quality pedestrian
connections, particularly across Fanshawe Street, is a
key area requiring further clarifcation.
Hobson Street Flyover The City Centre Masterplan
has identifed a need for the Britomart West area
to be improved in terms of pedestrian and amenity
provisions, and these improvements may include the
removal of the Hobson Street Flyover. The removal of
the fyover would have substantial impacts on traffc
patterns in the area, and these impacts will need
further investigation in order to more fully understand
where they may infuence the preferred direction for
the adjacent east-west corridors.
Wellesley Street Civic Core - The central section
of Wellesley Street near the Queen Street core
contains a number of key cultural facilities, and it
has been identifed that it is important to provide
a very high quality environment for pedestrians
and place making in this area. To achieve this, the
preferred direction includes a recommendation to
close Wellesley Street Central (between Kitchener
and Albert Streets) to general traffc. This traffc
closure requires further investigation and analysis to
obtain a greater understanding of the impacts and
deliverability of this proposed network change.
Learni ng Quarter Bus Operati ons The
preferred direction for bus operations within
the city centre includes the use of Wellesley
Street as a high capacity bus corridor. Further
investigations are required to confrm operational
aspects relating to how this bus corridor will
function within the Learning Quarter at the
eastern end of Wellesley Street, including how
buses will connect through to Symonds Street and
what provisions can be provided for bus stopping
and turnarounds in this area.
Areas requiring
further clarifcation
9
Executive Summary

This study has been conducted in accordance
with the approach outlined in Auckland
Transports Corridor Management Plan Guideline
and Simplifed Procedure (Version 2).
As this approach is typically applied to single arterial, urban corridors, some
variations from the typical CMP approach have been required to properly
account for the city centre, multi-corridor nature. Nevertheless, the study
process has generally accorded with the key CMP milestones, including
identifcation of issues and ideal outcomes, synthesis of points of tension,
option development and evaluation.
The study has been progressed through an extensive workshop and
consultation based approach. In total, the study involved six separate
workshops spread between December 2012 and May 2013, all of which
were well attended by a wide range of key stakeholders covering various
roles and disciplines across Auckland Transport, Auckland Council, NZTA
and Waterfront Auckland.
In addition to the workshops, numerous meetings were also held with
relevant technical stakeholders as well as briefngs with external bodies
such as the Waitemata Local Board, CBD Advisory Board and Heart of the
City.
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Background to
the strategy
10
Introduction
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COOK STREET
FANSHAWE ST
MAYORAL DRIVE
VICTORIA STREET
SH16
SH1
SH1
CUSTOMS STREET
QUAY STREET
QUAY STREET

Overview
The City East West Transport (CEWT) Study will help guide
future transport and associated land use planning decisions
along the key east-west corridors through
Auckland city centre.
Specifcally, these key east-west corridors comprise
of Quay Street, Fanshawe Street, Customs Street,
Beach Road, Victoria Street, Wellesley Street,
Mayoral Drive, and Cook Street.
As the increasing transport and land use pressures
on each of these streets are inter-related, a
network approach was used when considering
these corridors.
Auckland city centre is currently subject to a number
of new strategic policy documents and initiatives
which need to be considered further through the
study. These include:
Auckland Plan 2012
City Centre Masterplan 2012
Waterfront Plan 2012
Integrated Transport Programme 2012 2041
Auckland Regional Public Transport Plan
A summary of the study area and key east-west
corridors is shown in the diagram opposite.
Introduction
13
Introduction
Purpose of the study
The overarching purpose of the CEWT Study is to develop a strategy for
the effective management and direction of the city centres key east-west
corridors over the short to long term horizons, in a manner that supports
the City Centre Masterplan and other key strategic initiatives.

Guiding principles for this study comprise of the
following:
To develop a long-term strategic document
that provides consistent direction for the
management of the city centre east-west
network that is updated periodically in response
to growth, changing conditions and needs.
To identify and address east-west transport
defciencies, in the context of the city centre
transport networks.
To assess existing and future transport, land
use and environmental conditions on the east-
west corridors and infuences from the adjacent
corridor network.
To ensure future land use decisions are
integrated with transport solutions by developing
a package of recommended transport and land
use approaches.
To involve diverse stakeholders both within
Auckland Transport and Auckland Council, as
well as NZTA, Waterfront Auckland, business
associations, the local board and other relevant
groups.
To achieve these principles a core role of the
study has been to bring together a wide range of
objectives and projects, which in many instances
are at differing stages of investigation and give
them consideration in a more holistic manner. This
process has enabled a consistent forward direction
and purpose to be developed.
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City centre context
The Auckland Plan has identifed that to achieve the greatest beneft, initial
transformations efforts are to be focused on those areas that will deliver the
greatest possible outcomes for Auckland and New Zealand. One of the two
identifed areas for initial development is the Auckland city centre.

Introduction
The Auckland Plan has identifed that to achieve the
greatest beneft, initial transformations efforts are
to be focused on those areas that will deliver the
greatest possible outcomes for Auckland and New
Zealand. One of the two identifed areas for initial
development is the Auckland city centre.
The transformation of the city centre is seen as
being essential in providing a cultural and economic
heart for Auckland, and one that is a great place
to live, work and play and provides a critical
contribution to economic growth. While the activity
to and within the city centre is substantial, it is
expected that this transformational vision for the city
centre will see its use considerable increased. By
2032, it is expected that there will be up to 140,000
workers and 45,000 residents within the city centre
each day.
To achieve these transformational objectives, a
number of plans have been developed and projects
set for implementation.
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WARKWORTH SATELLITE
THE CITY CENTRE
HOBSONVILLE/WESTGATE/
MASSEY NORTH
TAKAPUNA METROPOLITAN CENTRE
NEW LYNN METROPOLITAN CENTRE ONEHUNGA TOWN CENTRE AND SUBURBAN AREA
THE SOUTHERN INITIATIVE AREA
TAMAKI TRANSFORMATION AREA
PUKEKOHE SATELLITE
PRIORITY
GROWTH
AREAS
BIG
INITIATIVES
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AC_BEU_CCMP_1_INTRO_FD.indd 9 24/07/12 4:48 PM
These infuences on the study area include:
The Auckland City Centre Masterplan sets the
direction for the future of the city centre as
the cultural, civic, retail and economic heart of
the city for the next 20 years. This document
outlines the opportunities and challenges for
the city centre, and key guiding factors for
development.
The Waterfront Plan sets out the vision and
goals for Aucklands city centre waterfront.
The Auckland Regional Public Transport Plan
(RPTP) sets out the proposed public transport
services for the Auckland region over the next
10 years. This involves a new service network
that provides a simpler, more connective
network
The completion of the City Rail Link will be a
major step change in use of rail as a travel
mode to the city centre and will be the foremost
transformational move of the next decade.
15
Introduction
Overarching
goals
As part of the extensive stakeholder
consultation process, a series of
overarching goals were developed for
the study area and used in shaping
the preferred direction. These are
Provide an effcient and
supportive environment for
economic activity
Achieves city centre transformational moves
Provides easy access to city centre and
achieves mode share targets
Facilitates a comprehensive, high-quality public
transport system
Provides a pedestrian-friendly and place based
city centre
Supports increased land use density within
the city centre, and effectively integrates this
growth with transport infrastructure
Is safe, environmentally friendly and sustainable
Provides value for money
and is deliverable
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Strategic ft
Corridor management plans (including the CEWT Study) are non-
statutory supporting documents which ft into the overall planning
framework as shown in the below diagram.

The CEWT Study is informed and directed by
the Integrated Transport Programme, which in
itself supports the Auckland Plan. The Auckland
Plan, adopted in March 2012, provides the
strategic direction for Aucklands development
and infrastructure. It also provides a set of six
transformational shifts.
The CEWT Study in turn recommends projects and
outcomes that feed through to the Regional Land
Transport Programme and Long Term Plan, and
suggests their associated investigation, design and
implementation work streams.
Introduction
AUCKLAND PLAN
(including Area Plans, Precinct Plans,
Unitary Plan, Local Board Plans)
REGIONAL LAND TRANSPORT PROGRAMME /
LONG TERM PLAN
CORRIDOR
MANAGEMENT
PLANS
ROAD SAFETY PLAN
REGIONAL ASSET
MANAGEMENT PLAN
REGIONAL PUBLIC
TRANSPORT PLAN
ACTIVE
TRANSPORT
PLAN
INTEGRATED TRANSPORT
PROGRAMME FOR AUCKLAND
INVESTIGATION
DESIGN
IMPLEMENTATION
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Report structure
This report is broadly structured in three parts. The frst of these
parts outlined the preferred direction for the study area. The second
part presents more a detailed summary of relevant information and
study fndings used to develop the preferred direction and is generally
structured to refect each of the key study milestones. Finally the third
part provides supporting technical information.
The following provides a further breakdown of the
report structure:
Part 1 (Main Body Report)
2. Preferred network direction
A summary of the overall strategy for the network,
place-making and each travel mode
3. Areas requiring further clarifcation
Outline of future investigations required to fully
clarify the preferred network strategy
4. Preferred corridor direction
More detailed description of the preferred vision
and corridor form for each of the east-west corridors
within the study area
5. Background to the strategy
Information on the approach and process
undertaken during the study to arrive at the
preferred direction
Part 2 (Appendices)
A. Historical and existing context
A review of land use and transport characteristics
for the study area in both the historical and existing
context
B. Future context
A review of key planning documents and planned
future changes in land use and transport
infrastructure
C. Issues, ideal outcomes and functional
requirements
Stakeholder feedback on issues and ideal
outcomes for the study area, as well as functional
requirements for each east-west corridor
D. Points of tension
A synthesis of ideal outcomes identifed by
stakeholders to confrm where points of tension
exist between these ideal outcomes
E. Option development
A summary of network and corridor options
developed during the study process
F. Option evaluation
The process and fndings of an evaluation of the
study options
Part 3 (Technical Appendix)
Supporting technical information looking at key
issues relevant to the study
Introduction
18
Preferred
Network Strategy
2
20 Preferred Network Strategy
Overview
The purpose of the study is to
provide the direction for the
operation and management of
the east-west corridors over the
next 30 year period. This includes
providing a framework for the
implementation of a number of
transformational moves within the
city centre.

The preferred direction will see a different emphasis
placed on each of the east-west corridors in terms
of their key functions and mode requirements. This
strategy of having variation in mode emphasis
across the corridors is a marked departure from the
existing situation, where all of the corridors provide
a generally consistent function and form.
The proposed network strategy will in some
instances require changes to the form of these
corridors. In terms of kerb-to-kerb width, the
greatest changes will be on Quay Street and
Victoria Street which will be reformed to facilitate
important place-based transformation shifts as
previously envisaged by the City Centre Masterplan.
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Preferred Network Strategy
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Quay Street reduced to 4 lanes to enable fexible application of the
multi-modal waterfront avenue design concept generally as per the
currently proposed Quay Street Concept Design with a predominant
emphasis on public space in the central core. Maintain freight function
for the port in the east and access to central wharves.
Urban busway with suffcient vehicle capacity to support State Highway
operations, and high quality north-south pedestrian connections.
Dedicated bus lanes while maintaining through traffc access
function. Design improvements to maximise pedestrian capacity and
quality for pedestrian through movement, bus users and adjacent
retailers, especially North-South crossing experience.
Bus lanes and dedicated cycle lanes, and general traffc access,
especially near SH16 connections. Design improvements to
maximise pedestrian capacity and quality, especially North-South
crossings.
Linear park on Victoria Street as per City Centre Masterplan vision.
Cross-town east-west cycle connection also identifed for Victoria Street.
East-West bus corridor through midtown between Learning
Quarter and Victoria Park. Maintain general traffc connection in
the East between Mayoral Drive and Grafton Gully State Highway
connection.
Wellesley Street reduced to 4 lanes with bus and access only
through midtown civic core with higher pedestrian capacity and
quality for pedestrian through movement, bus users and adjacent
retailers/cultural facilities. Unlocks signifcant public realm benefts
on Queen Street.
Cook Street to maintain general traffc emphasis, especially near
State Highway connection. Mayoral Drive to be encouraged as
general traffc route around Aotea Quarter/Queen Street Valley.
Emphasise and encourage use of the State Highway network for
through movement and city centre ring route function. Continue to
maintain vehicle capacity at interchanges but better manage transition
to city streets.
QUAY STREET HARBOUR EDGE BOULEVARD
FANSHAWE STREET URBAN BUSWAY
CUSTOMS STREET CI TY CENTRE CORE ACCESS
BEACH ROAD EASTERN ACCESS
VI CTORI A STREET LI NEAR PARK
WELLESLEY STREET CI VI C CONNECTOR
COOK STREET / MAYORAL DRI VE VEHI CLE PRI ORI TY ROUTE
STATE HI GHWAY NETWORK
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A summary of the preferred directions is summarised in the diagram below.
Strategy for Place-Making
The Auckland Plan identifes the transformation of the city centre as
essential to provide an economic and cultural heart for all of Auckland
that is more vibrant and internationally competitive. Providing greater
space on streets for pedestrian activity and public life to unfold
emphasising place as well as movement is one important strategy in
achieving this vision.
The need to put a much greater emphasis on place-making opportunities on the currently traffc-dominated
major east-west streets, has been a key objective and strategic driver for the study, and is also a refection
of directions sought by other strategic plans, such as the City Centre Masterplan.
The preferred direction provides for signifcant place-making opportunities in and along the following three
streets:
Quay Street Harbour Edge Boulevard
Victoria Street Linear Park
Wellesley Street Central Civic Heart
Importantly, these key place-making locations will also support and integrate with other place-making
projects and opportunities envisaged within the city centre, such as the laneway circuit, and precinct areas
such as the waterfront, Britomart and Aotea Quarter.
More Space for
Placemaking Opportunities
Lacks Space for
x
23
More Space for
Lacks Space for
Strategy by Travel Mode
An overarching principle of the strategy is that alternative transport modes are being
prioritised over the private vehicle on some corridors, consistent with mode share
targets for the city centre, specifc needs of a corridor and place-making initiatives. The
preferred direction provides not just the strategic approach for each corridor, but also the
management strategy for each type of travel mode.

A summary of the strategy by mode is provided in the following table.
Travel Mode Summary of strategic direction
Throughout the city centre, pedestrians are considered the most important mode
The preferred direction is for signifcantly improved pedestrian provisions and connectivity throughout the east-west network and reduced
conficts with vehicles where possible
The focus on protection of and improvements for pedestrians is the area within and surrounding the T formed by Queen Street (north-south)
and at its top end, Quay Street (east-west), as well as the midtown (Victoria Street)
More clearly defned transition points (or city gateways) between the city fringe (including motorways) and the city centre
East-west corridors with particular improvement will be Quay Street and Victoria Street, where transformational projects are proposed that will
provide for both place-making and improved amenity and capacity for pedestrians
Seek to unlock opportunities provided by changing demand requirements across the day i.e. potential increases to pedestrian phase times
during off-peak periods for example
General direction is to provide cycle specifc infrastructure along key routes, rather than retaining status quo of limited specifc provisions for
cyclists
Key east-west cycle routes are to be Beach Road/ Quay Street to north and Wellesley Street East/ Lorne Street/ Victoria Street to south
East-west cycle routes are to be supported by increased utilisation of laneways and minor streets for local distribution
Opportunities to support cycle use through reduced vehicle speeds should be explored
Cycle provisions to be supported by increased cycle parking at key locations
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Walking and Cycling Network
F
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N
S
H
A
W
E
S
T
COOK STREET
MAYORAL DRIVE
VICTORIA STREET
GRAFTON GULLY CYCLEWAY
NORTHWESTERN CYCLEWAY
CUSTOMS ST
QUAY ST CENTRAL
NORTH WHARF
QUAY ST EAST

OTHER MAJ OR WALKI NG ROUTES
LI NEAR PARK WALKI NG ROUTES
HARBOUR EDGE PROMENADES
MAJ OR CYCLI NG ROUTES
CI TY CENTRE ENTRANCE POI NTS
Travel Mode Summary of strategic direction
Bus routes are to deliver Regional Public Transport Plan approach for a simplifed network based on a few high frequency corridors. For the east-west
network, these corridors are to be Fanshawe Street/ Customs Street/ Beach Road and Wellesley Street
These routes are to be supported by high quality bus stops and infrastructure that is customer focused
Fanshawe Street/ Customs Street/ Beach Road
Urban busway on Fanshawe Street, which completes the Northern Busway providing a fully connected, high quality public transport corridor between
the North Shore and Auckland City Centre
Bus turn around/ interchange at the Wynyard Quarter
Kerb-side bus lanes on Beach Road and Customs Street
Wellesley Street
Four bus lanes (One stopping lane and one movement lane in each direction)
Maximising footpath widths to allow for both waiting areas and pedestrian movement (i.e. through optimisation/minimisation of bus and traffc lane
widths)
Bus turn around/ interchange at the Learning Quarter
CRL rail stations supported by improved pedestrian connections and interchange with buses
Linear park on Victoria Street supports Aotea Station main entrance
Maximise use of the state highway network as city ring route for through traffc and cross city access
Provide local cross-town connections to retain traffc connectivity. These cross-town connections are to be Mayoral Drive/ Cook Street at the southern
end of the city centre and Fanshawe Street/ Customs Street/ Beach Road at the northern end of the city centre
Maintain traffc access routes from state highway network into city centre. These access routes are to be Wellesley Street East and Cook Street to the
south and Beach Road and Fanshawe Street towards the harbour edge
Maintain accessibility for freight, particularly along Quay Street East for port related activities
Rationalise capacity for traffc to more closely refect future demands and support the most effcient use of the streets
Seek to optimise operations for different requirements and demand across the day i.e. opportunities for increased pedestrian phase times outside of
peak periods for example.
On-street parking provisions should be focused towards providing for taxis, loading and other short-term parking demands
Off-street car parking buildings should be managed so that they have an increased emphasis on short term parking rather than longer term (commuter
type) parking demand
Parking supply is best located towards the periphery to the city centre, thereby minimising traffc movements within the city centre core. Future
changes to off-street parking buildings should seek to refect this desired outcome
27
COOK STREET
F
A
N
S
H
A
W
E
S
T
GAUNT ST
MAYORAL DRIVE
VICTORIA STREET
THE STRAND
SH16
SH1
SH1
CUSTOMS ST
QUAY ST CENTRAL
QUAY ST EAST

Vehicle Movement Network
PUBLI C TRANSPORT PRI ORI TY
VEHI CLE MOVEMENT PRI ORI TY
LOCAL VEHI CLE ACCESS
CI TY CENTRE ENTRANCE POI NTS
City centre
network
context
East-west movement in context of
city centre network
While the focus of the study has been on the east-
west corridors, it is important to recognise that in
practise the city centre operates as an integrated
corridor network. To this end, the study has given
consideration to the interactions between east-west
and north-south corridors.
While the future functions and form of north-south
corridors have not been subjected to the same level
of assessment and discussion as the east-west
corridors, a number of key functions are relatively
self-evident and/or driven by directions provided by
key strategic documents such as the City Centre
Masterplan and Regional Public Transport Plan. In
some instances, the CEWT Study outcomes also
provide direction to functions for the north-south
corridors.
The following diagram provides an illustration of
how the east-west corridors integrate into the wider
city centre network alongside these anticipated
north-south corridor functions.
29
COOK STREET
FANSHAWE ST
GAUNT ST
MAYORAL DRIVE
VICTORIA STREET
KARANGAHAPE RD
THE STRAND
SH16
AUCKLAND DOMAIN
SH1
SH1
CUSTOMS ST
QUAY ST CENTRAL
QUAY ST EAST
PORTS OF AUCKLAND

WESTHAVEN
PROMENADE /
FUTURE SKYPATH
ST MARYS BAY
WALKWAY
PUBLIC TRANSPORT PRIORITY
VEHICLE MOVEMENT PRIORITY
LOCAL VEHICLE ACCESS
FUTURE RAIL NETWORK (POST-CRL)
FUTURE HARBOUR TUNNEL CROSSING
East - West Movement in Context of City Centre Network
Priority and mode emphasis depicted for key north-south streets
is indicative only and refects the understanding of their current
and likely future network role relative to the east - west routes
that have been the focus of the CEWTs study.
NORTH - SOUTH STREETS NOTE
KEY WALKING ROUTES
LINEAR PARK WALKING ROUTES
WALKING ROUTES WITHIN PARKS
HARBOUR EDGE PROMENADES
LANEWAY CIRCUIT
MAJOR CYCLING ROUTES
CITY CENTRE CORE
(ENGINE ROOM / AOTEA QUARTER)
Strategy for
resilience in the
city centre network
Resilience is critical for the city centre. Resilience
is multi-faceted and the approach to resilience
must refect the ongoing needs of the city centre.
Resilience can be viewed in two ways:
The short term in the need for the city to function in the face of sudden,
unforeseen events such as major accidents or road closures;
The long term in the need for the city to function and develop through
changes in land uses and travel patterns and behaviours.
Both forms of resilience are vital to the sustainability of the city centre as the
economic and cultural centre of Auckland.
Short term:
The strategy provides resilience for network failures and adverse events
through maintaining a degree of traffc access on all streets and specifc
provision for public transport. While lane capacity is reduced for general traffc
on many streets in the strategy, it is not generally mid-block lane capacity that
provides constraints on a network, particularly in a city centre.
Instead intersections and their operation typically provide the constraints for
vehicle movement. The wide carriageways in the city centre today tend to
become wide stacking spaces for vehicles and in a major event the capacity
is typically exceeded even if there was more capacity than exists. In this
situation, operational factors and intelligent management of road-space on particular
corridors is likely to be the most effective tool in attaining a resilient network. A resilient
network is adaptive and has the ability to react to a range of potential failures.
Providing dedicated space for bus lanes which are highly effcient in terms of carrying
capacity also improves resilience.
This strategy maintains traffc capacity on current links to the State Highway Network and
protects accessibility for traffc to access the main feeder routes to the centre. Through
the provision of greater pedestrian spaces, dedicated cycle lanes, dedicated bus lanes
and with the CRL in place, the strategy protects the ability of non-vehicle transport to
continue to operate effectively, which in the future may account for 70% of the mode
share
Long term:
Resilience in the long term context is provided in the strategy through an east-west
transport network that is capable of managing the demands of the citys growth and
changing needs.
This means a genuine multi-modal network with provision of road space clearly aligned to
the likely demands. This means:
Increased pedestrian spaces on links connecting high generating activities such as
rail stations, bus interchanges and core city precincts as well as enabling the space
for people to shop and keep the centre working as an economic hub.
High capacity bus provision for main bus routes into and through the city and
identifcation of locations for interchanges. Bus lanes are capable of carrying
signifcantly greater numbers of people than traffc lanes.
An effective strategy for the management of vehicle trips across and to the CBD that
meets anticipated demand, but doesnt over-provide.
A clear strategy for facilitating major events, including infrastructure that allows public
transport operations to remain effective during these spikes in space and movement
demands
Clearly allocating space to provide amenity and breathing space for the city to ensure
it becomes an attractive place to work, shop and do business.
31
In the future, even with the planned reduction in space allocated to general traffc in comparison to the existing situation, traffc capacity
is still over-represented compared with demand. This is a refection of the relative ineffciency of traffc lanes as a people-carrying
method compared with bus lanes. These comparative allocations are illustrated in the diagrams below.
People
Movement
(Year 2021)
Fanshawe Street Wellesley Street Beach Road Customs Street
Existing
Carriageway
Allocation
Proposed
Carriageway
Allocation
General Traffc
General Traffc
General Traffc
General Traffc
General Traffc
General Traffc
General Traffc General Traffc
General Traffc
22%
65% 67%
75%
11%
61%
78%
35% 33%
25%
General Traffc
100% 100% 100%
89%
39%
73%
27%
Bus
Bus
General Traffc
65%
35%
Bus
Bus
General Traffc
67%
33%
Bus
Bus
Bus
Bus
Bus
Sequencing
All outcomes contained in this strategy are
important. This study makes no attempt to
prioritise, however some outcomes can be
achieved relatively independently of other
proposals, while others are connected to delivery
of related outcomes.
The City Centre Masterplan sets out a range of transformational moves but
does not overtly provide a priority or programme for their implementation. In
many respects, change in many aspects of the Auckland City Centre can be
considered overdue and all are equally important and urgent.
This study makes no attempt to defne a priority or detailed implementation
plan as the potential infuences on this in the city centre would be extremely
complex and any attempt to do so in this context would be likely to raise as
many uncertainties as it would resolve. One of the underpinning drivers
behind this study was that there are a range of initiatives underway within
the city centre or that infuence the city centre that are at varying stages of
development and this study was intended to provide co-ordination, direction
and confrmation that these initiatives are consistent with the desired direction
for the city centre.
This study recognises planned and committed interventions in the city centre
and provides a brief assessment of the dependencies between outcomes and
initiatives. This indicates which initiatives can proceed relatively independently.
This assessment also focuses on major connections between projects, recognising
that there are always numerous small interrelationships between initiatives in a city
centre environment.
Also of note is that this study remains at an outcome level focussing on key
strategic directions and interventions on east-west streets. In reality some of
these outcomes may be broken into more manageable and practical packages for
implementation.
Finally, there will be opportunities for short term improvements which should be
explored. These could help facilitate other project progress, be an early stage of a
fnal design or be a low cost/effort interim project.
33
Independent Outcomes Possible Triggers
Fanshawe Street urban busway
Beach Road eastern access
Mayoral Drive/Cook Street
pedestrian improvements and vehicle priority route
State Highway improvements
Bus interchange at Wynyard Quarter Bus network changes, Fanshawe Street urban busway
Bus interchange at Learning Quarter Bus network changes
Bus interchange at Britomart / Downtown CRL construction
Connected Outcomes Connections
Quay Street harbour edge boulevard Customs Street resolution, including Tangihua St link
and Hobson Street fyover decision
Victoria Street linear park Bus network changes, CRL construction (at least in part)
Wellesley Street civic connector Wynyard and Learning Quarter bus interchanges, CRL
construction, connection to Mayoral Drive
Customs Street city centre core access Britomart bus terminal, bus network changes, CRL construction
SH16-Victoria Park cycle connection Wellesley Street connection, Victoria Street linear park
Waterfront cycle connection Beach Road improvements, Quay Street improvements
35
Preferred Network Strategy 35
Performance
against
overarching
goals
The assessment confrms that
overall the preferred network
strategy delivers the overarching
goals for the study area
The performance of the preferred network strategy
against the overarching goals for the study area is
provided over page.
In some instances, areas of further clarifcation are
required to ensure that specifc locations are able
to contribute to the achievement of the overarching
goals and these are discussed further in a
subsequent section of this report.
Overarching Goals Performance
Effcient and supportive environment
for economic activity
The preferred direction generally supports economic activity through enabling good access to and within the
city centre across a variety of travel modes, assisting the implementation of the CRL and providing signifcant
opportunities for an improved commercial and retail environment (i.e. through the Quay Street improvements
and Victoria Street Linear Park).
Some areas of further investigation and design will be required to ensure that suffcient vehicle access is
retained, to allow for deliveries, taxis and freight activity.
Achieves city centre transformational
moves
The network strategy enables key transformational moves identifed within the City Centre Masterplan to be delivered.
The increased pedestrian realm on Quay Street, together with high quality pedestrian connections along the
Fanshawe Street/ Customs Street/ Beach Road will help ensure that waterfront is revitalised and united with the
city centre.
The provision of a linear park along Victoria Street will also be a key component in connecting the citys western
edge to the centre and providing a connection between Victoria Park and Albert Park (as part of the Blue-Green
network). It will also assist with implementation of the CRL.
Easy access to city centre and
The preferred direction allows easy access into the city centre for sustainable travel modes and retains
accessibility for traffc.
The signifcant increase in provisions for public transport, walking and cycling will help achieve targets for
increased use of more sustainable travel modes.
While the overall level of traffc access across the city centre will be reduced, the preferred strategy is for traffc
access to be focussed on providing connection from the wider road network into the city centre. Some further
investigation will be required to ensure this approach is achieved.
Comprehensive, high-quality public
transport system
The preferred network strategy will ensure that a high-quality public transport system is delivered that refects
the RPTP approach of providing a more simplifed network. This system will include reallocation of corridor
space on Fanshawe Street to include a Urban busway and increased bus lane provisions on Wellesley Street.
A key aspect to ensuring the successful delivery of the public transport system will be the provision of high-
quality waiting areas. Customs Street and the western end of Wellesley Street will be constrained environments
and the design of these areas will require particular consideration to ensure that they achieve requirements.
37
Overarching Goals
Pedestrian-friendly and place based
city centre
Performance
The preferred direction includes substantial improvements to the provisions for pedestrian movement and place
making. These include a linear park on Victoria Street in mid-town and reallocation of vehicle space to public
realm on Quay Street.
The preferred direction also proposes the closure of Wellesley Street Central to general traffc, which would
provide opportunities for increased pedestrian and place provisions within this important cultural hub.
It is anticipated that the quality of footpaths and crossing points across the other east-west corridors will also be
increased. A key challenge will be to ensure suffcient pedestrian quality in locations with other critical functions,
and further investigations and design will be required at these locations.
Increased land use density, integrated
with transport infrastructure
The preferred direction will support and encourage increased land use density, particularly through provisions
for higher quality public transport in these areas. These provisions include a simplifed and high frequency bus
network, based on the RPTP approach. In addition, a linear park on Victoria Street will strongly integrate the
public realm with the main entrance to Aotea Station.
Finally, increased place-making and retail activation, particularly associated with the amenity improvements
on Quay Street, Victoria Street and within Wellesley Street Central will support increased residential and
commercial activity within the city centre.
Is safe, environmentally friendly and
sustainable
The preferred direction is generally supportive of objectives relating to safety, and environmental sustainability.
Increased provision for active modes and public transport will help reduce use of private vehicles and
associated emissions.
Pedestrian safety will be improved through reduced carriageway widths, which will reduce confict areas and
vehicle speeds. Cycle lanes and off-street cycleways will provide safety benefts to cyclists.
Signifcantly greater place emphasis and clear movement networks will support CPTED objectives.
Value for money and is deliverable The preferred direction includes some areas requiring further clarifcation (and therefore carry some risk), but on
the whole provides a deliverable strategy.
The preferred direction will provide value for money through facilitating an effective transport strategy for the
city centre, and also supporting high priority place-making initiatives. The direction is well aligned with strategic
objectives from the City Centre Masterplan, Waterfront Plan, Regional Public Transport Plan and Auckland Plan.
All of the east-west corridors within the city centre area will play a specifc role in delivering the desired strategic
outcomes, and will therefore contribute to benefts provided by the network as a whole.
The preferred direction is focused on spatial priorities and reallocations, rather than involving signifcant new
infrastructure. Consequently, the costs for delivering the strategy are not high, particularly in the context of
the benefts obtained. Overall, the preferred direction is considered to provide good value for money and is
deliverable.
38
Areas requiring
further clarifcation
3
40 Areas requiring further clarifcation
Areas
requiring
further
clarifcation
While the preferred direction for
the east-west corridors has largely
been developed, there are several
areas that will require further
investigation to fully clarify the
network strategy.

These areas can be defned as
specifc issues that are either a
risk in terms of allowing the full
implementation of the preferred
direction, or may alter the
preferred direction.

A summary of these areas of further
investigation are summarised in the
diagram over page.
important function in allowing easy pedestrian
connection between the Wynyard Quarter and
city centre areas and it is critical that the busway
provisions do not become a barrier to this
pedestrian movement.
Further investigations and design of the Fanshawe
Street corridor should ensure that the requirements
for these important public transport and pedestrian
functions are both achieved and well integrated.
Hobson Street Flyover
As identifed by the City Centre Masterplan, the
existing Downtown Car Parking Building and
Lower Hobson Street Flyover (referred to as
Britomart West) currently provides an undesirable
environment and barrier to pedestrian movement
in an area that could play a key role in uniting
the waterfront with the city centre. As such, the
Masterplan proposes the redevelopment of this
area, and potentially the removal of the fyover.
While the preferred direction for both Quay Street
and Customs Street have been determined through
the CEWT Study process, the specifc direction
for Britomart West is still being confrmed and is
subject to on-going discussions outside of the study
The removal of the fyover in particular would have
substantial impacts on traffc patterns in the area.
Consequently it is important that further
investigations and analysis be undertaken to
understand the effects of proposed changes at
Britomart West, on east-west corridors in the vicinity
of the harbour edge.
Britomart Bus Operations
There are a number of initiatives that may
signifcantly improve and optimise bus operations
within the Britomart area. These include the
construction and delivery of CRL, which will provide
new requirements and potential opportunities for
bus operations in this area. Similarly, proposed
developments in the Downtown West area may also
provide opportunities, through enabling off-street
bus interchange facilities to be provided.
Investigations into the requirements and
opportunities for this area are currently occurring,
and will ultimately infuence the direction and form
of Customs Street and Quay Street and potentially
Fanshawe and Sturdee Streets, particularly with
respect to requirements for bus movement and
stopping within these corridors.
The preferred direction for Fanshawe Street is to
provide a high quality urban busway corridor that
connects the northern busway and Wynyard Quarter
with the city centre. Integration of this busway with
high quality pedestrian connections, particularly across
Fanshawe is a key area requiring further clarifcation.
Fanshawe Urban Busway
The preferred direction for Fanshawe Street is
to provide a high quality urban busway corridor
that completes the northern busway, providing
a strong transit connection between the North
Shore, Wynyard Quarter and Auckland city centre.
Fanshawe Street does however also have a second
41
Areas requiring further clarifcation
www.boffamiskell.co.nz
LEARNI NG QUARTER BUS OPERATI ONS
1
4
2
3
5
BRI TOMART BUS OPERATI ONS
Bus operational issues to be resolved i.e. Downtown Bus
Interchange, and bus operations around Britomart Transport
Centre.
3
2
HOBSON STREET FLYOVER
Further understanding of interactions between Quay and Hobson
Streets are required.
AMENI TY FOR PEDESTRI ANS AND BUS USERS
Further investigation to determine ways to deliver high
amenity street for pedestrians and bus users (space
allocation/design improvements). Include investigations into
through closure to general traffc and potential benefts to Queen
Street.
Further investigation into bus operations at Wellesley Street East
(i.e. connections with Symonds Street, provision for bus stops and
bus turnaround to return to Wellesley Street westbound).
1
CI TY EAST-WEST TRANSPORT STUDY
Prepared by Boffa Miskell Limited for Aurecon on behalf of Auckland Transport
4
6
Areas Requiring Further Clarifcation
LEARNI NG QUARTER BUS OPERATI ONS
1
BRI TOMART BUS OPERATI ONS
Bus operational issues to be resolved i.e. Downtown Bus Inter-
change, and bus operations around Britomart Transport Centre.
2
HOBSON STREET FLYOVER
Further understanding of interactions between Quay and Hobson
Streets are required.
AMENI TY FOR PEDESTRI ANS AND BUS USERS
Further investigation to determine ways to deliver high
amenity street for pedestrians and bus users (space
allocation/design improvements). Include investigations into through
closure to general traffc and potential benefts to Queen Street.
Further investigation into bus operations at Wellesley Street East
(i.e. connections with Symonds Street, provision for bus stops and
bus turnaround to return to Wellesley Street westbound).
3
4
STATE HI GHWAY RI NG ROUTE
Investigations into improving utilisations of state highway network
for movements across and to city centre. Includes consideration for
vehicles travelling fromeast into western part of city centre.
5
6
FANSHAWE URBAN BUSWAY
Further investigation into provision of a high quality public transport
corridor that also allows good pedestrian connections along and
across Fanshawe Street
42 Areas requiring further clarifcation
Wellesley Street Civic Core
The central section of Wellesley Street near the
Queen Street core contains a number of key cultural
facilities including the Civic and St J ames Theatres,
Auckland Art Gallery, Auckland Central City Library
and also intersects with the Elliot Street shared
space and connections through to Aotea Square.
The importance of providing a quality environment
for pedestrians and place making within the area
cannot be overstated.
While the study has confrmed that the linear park
project is best located on Victoria Street and there
is a need for a bus corridor along Wellesley Street,
there remain considerable opportunities to also
obtain the desired improvements to pedestrian and
amenity provisions within Wellesley Street central.
In particular, there may be an opportunity to
close the central section of Wellesley Street
(between Kitchener and Albert Streets) to general
traffc, which would be rerouted for example
around Mayoral Drive. This would enable the
carriageway width to be reduced and reallocated
to the pedestrian realm and also reduce the
feeling of vehicle dominance within this area. This
traffc closure would have additional benefts in
allowing greater signal optimisation for buses and
pedestrians at the Wellesley Street / Queen Street
intersection, and may also unlock opportunities for
improvements on adjacent blocks of Queen Street
through reduced traffc and the reduction of bus
stops.
The removal of traffc from the central section of
Wellesley Street will have implications on other
sections of the traffc network which still need to
be more fully understood, while further exploration
is also required on how the benefts of this change
could be maximised.
Learning Quarter Bus
Operations
The preferred direction for bus operations within the
city centre refects the Regional Public Transport
Plan approach to the bus operations, which involves
the implementation of a simpler network based
around fewer bus corridors with higher frequency
service. The implications of this on the preferred
network strategy include providing a high frequency
and quality bus corridor along Wellesley Street.
A number of operational issues relating to the use
of Wellesley Street as a bus corridor are still to be
resolved, and achieving acceptable solutions to
these issues will be critical in enabling the preferred
direction to be implemented as proposed, both within
Wellesley Street and for adjacent east-west corridors.
These issues include the following:
How buses on Wellesley Street will connect
through to the Symonds Street bus corridor
The provisions for bus stops in the vicinity of the
University
Facilitating bus turnarounds for buses required
to return to Wellesley Street westbound
State Highway ring route
The preferred direction across all east-west
corridors in terms of traffc is to focus their function
towards providing local access and connections
into the city centre, rather than providing through
movement across the city centre.
A key mechanism to minimising this through
traffc function on the east-west corridors is to
foster improved utilisation on alternative routes
via the state highway network that surrounds
the city centre. There are a number of initiatives
that could improve use of the state highway as
a city centre ring route; these include working
with the NZ Transport Agency on better use of
directional signage, intersection operation changes
and investigations into potential state highway
improvements.
43
Areas requiring further clarifcation
44
Preferred Corridor
Directions
4
46 Preferred Corridor Directions
Overview
The following section of this
report outlines the preferred
direction for each of the east-west
corridors within the study area.

This preferred direction is expressed and outlined
by the following attributes:
Strategic direction
What the overarching direction is for the corridor
over the next 30 years
Corridor space allocations
The changing space allocations required to
achieve the vision
Performance against overarching goals
The performance of each corridor in terms of
its contribution to the overarching goals for the
study area
Future investigations and projects
Further studies, analysis or design required to
implement the preferred direction or resolve
specifc issues
Lastly, subsequent to outlining the preferred
direction for each of these east-west corridors, the
implications of these preferred directions on other
corridors within the network are discussed.
47
Preferred Corridor Directions
Details of the preferred corridor
direction for each of the
east-west corridors is discussed
in the following order:
2 3
4 5 6 7 8 1
East West Corridors
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1
Quay Street
1
Harbour Edge Boulevard
The strategic direction for Quay Street is to become a multi-modal
harbour edge boulevard with a predominant emphasis on public space
and pedestrian movement within the city centre core in the west and
balancing pedestrian and cycle provision with a continued emphasis on
freight movement for the Ports of Auckland in the east.

Quay Street Central will be transformed as a landmark harbour edge
street between Lower Hobson Street and Britomart Place that unites the
CBD Engine Room with the waterfront, as envisaged by the City Centre
Masterplan and Waterfront Plan.

Quay Street East will also enhance pedestrian and cycle connections
but will see an increased multi-modal emphasis, with maintaining
appropriate freight access to the Ports of Auckland a key consideration.
Strategic Direction
51
Corridor Space Allocations
Quay Street Central
Key aspects of the direction for Quay
Street Central include:
Signifcant increase in corridor
allocation to pedestrians and cyclists
Carriageway reduced from six to four
traffc lanes
Flexibility to provide for harbour edge
bus or light rail movements on one or
more traffc lanes
Separation of traffc lanes by an
accessible median designed to enhance
pedestrian movement across the street
to and from the harbour edge
Integrated cycling facility with an
emphasis on a shared waterfront public
realm that provides for a range of cycle
users
In order to realise the strategic direction for Quay Street Central, a
substantial change in corridor space allocation will be required, to
convert traffc lanes into waterfront public realm space for pedestrians
and cyclists.
Existing
Proposed
North Side
North Side
South Side
South Side
53
Indicative Space Allocation
Existing
Proposed
Pedestrian
58%
42% General Traffc
Pedestrian
& Cycle
68%
General Traffc 32%
* Illustration is indicative only and is not intended to be representative of specifc design concepts
Corridor space allocations
Quay Street East
In order to realise the strategic direction for Quay Street East, a substantial
change in corridor space allocation will be required, particularly aimed at
reallocating traffc space into pedestrian/ public realm.
Key aspects of the direction for Quay
Street East include:
Carriageway reduced from six to four
traffc lanes
Retaining an appropriate level of access
between the Ports of Auckland and the
State Highway Network
Providing more and higher quality space
for pedestrians and cyclists linking the
central city waterfront with Tamaki Drive
Flexibility to provide for buses on one
or more traffc lanes (subject to further
investigation)
Separation of traffc lanes by an
accessible median designed to ease
pedestrian movement across the street
to and from the harbour edge
Existing
Proposed
Corridor Space Allocations
Quay Street East
North Side
North Side
South Side
South Side
55
Existing
Proposed
General Traffc 46%
Pedestrian
Bus
Pedestrian
50%
40%
10% General Traffc
44%
10%
Cycle
Overarching Goal Performance
Effcient and supportive environment
for economic activity
Will result in a step change in place-making for the harbour edge, supporting retail activities and also providing an
attractive environment that encourages utilisation of the harbour edge area for business activities
The strategic direction for Quay Street includes ensuring that this section of the corridor continues to allow effcient
access to the Ports of Auckland, a key economic driver for the area
Achieves city centre transformational
moves
Strongly delivers the transformational shift envisaged by the City Centre Masterplan. Provides a harbour edge stitch
(uniting the Waterfront with the city centre), and allows signifcant revitalisation of the waterfront. Also supports
moves relating to promotion of the city centres commercial engine room, and provision of a blue-green park network
Retains accessibility for traffc, particularly to the port, but also provides a signifcant uplift in provisions for walking
and cycling to support increased use by these travel modes
transport system
Bus operations are likely to be minor along Quay Street, however improved crossing connections for pedestrians
will assist ferry terminal users
Pedestrian-friendly and place based
city centre
The strategic direction for this corridor provides a signifcant step-change in terms of pedestrian provisions and
opportunities for place-making along the harbour edge
Increased land use density, integrated
with transport infrastructure
Facilitates increased retail activation and leisure areas, which will support increased residential and
commercial land use
Is safe, environmentally friendly and
sustainable
Reduction in vehicle capacity and improved provisions for more sustainable travel modes will help achieve
environmental objectives.
Reduced pedestrian crossing lengths and potentially lower traffc speeds (through reduced traffc lane widths and
increased pedestrian signal prioritisation) will help promote a safer environment for users.
Value for money and is deliverable Is deliverable, although timing considerations will be required with regard to CRL construction.
Major benefts with strong pedestrian connections between City Centre/ Britomart/ Ferry Terminal/ Harbour and
land use destinations and place-making/ public realm improvements. These are core transformational moves from
the CCMP.
Medium cost with kerb build outs, intersection modifcations, new street furniture and landscaping
Overall, will provide good value for money and is deliverable.
57
1
Future
investigations
and projects
Key future investigations and
projects that will specifcally
inform and infuence the direction
and form of Quay Street include:
Britomart bus operations
A number of aspects relating to bus operations
within the Britomart area are still be resolved,
including the location for a bus interchange and
how this may impact on bus movement, stopping
requirements and pedestrian movements. In terms
of Quay Street itself, the principal infuence will be
whether the eventual strategy requires it to be used
by buses, and if so, to what extent and whether it
would be one-way only (i.e. westbound) or involve
movements in both directions.
The City Centre Masterplan identifes the need
to improve the quality of amenity and pedestrian
provisions within the Britomart West area, including
the potential removal of the Hobson Street Flyover.
The fyover currently provides a high capacity
traffc route for westbound traffc on Quay Street
heading towards the high traffc capacity Hobson
Street arterial.
Clearly the removal of the fyover would have
a signifcant effect on traffc demands for Quay
Street, generally making it a less desirable route for
drivers. Resulting reduction in demand may lead to
a lesser requirement for vehicle space and capacity
within the Quay Street corridor, which could allow
for alternative allocation opportunities such as
increased pedestrian realm.
Ferry operations
A masterplan is in the process of being prepared
for the Auckland Downtown Ferry Terminal, located
on the harbour edge side of Quay Street. The
Masterplan will have direct implications on the
operational requirements for Quay Street, in terms
of access requirements and particularly pedestrian
demands and desire lines.
As the ferry masterplan outcomes become known,
it is important that they are taken into account as
the preferred direction for Quay Street is designed
and implemented.
Wynyard Transit Connection
Investigations are currently exploring options for the
provision of a high-quality transit connection (possibly
light rail) that provides connection from Wynyard
Quarter to the city centre (including its onward public
transport services). It is a strong possibility that such
a transit connection with extend along the western
end of Quay Street through to Britomart.
The implications of the Wynyard transit connection
will therefore need to be integrated with the
adaptable design approach for Quay Street.
3
Fanshawe
Street
2
Urban Busway Boulevard
2
60
The strategic direction for Fanshawe Street is to strengthen its public
transport functions by becoming an urban busway corridor, providing
for frequent, fast and effcient bus connections between the North Shore
Busway and the City Centre, including Wynyard Quarter.

The urban busway will need to be designed appropriately to refect
its city centre context and to provide much improved north-south
pedestrian connections across the street, facilitating its role as part of
the Harbour Edge Stitch Transformational Move envisaged by the City
Centre Masterplan and Waterfront Plan.

In addition to these key public transport and pedestrian functions, it is
intended that suffcient general traffc capacity be retained, refective of its
position as a key gateway into the city centre from the Northern Motorway
Strategic Direction
61
Executive Summary
Corridor space allocations - Fanshawe Street
Key aspects of the direction for Fanshawe Street
include:
Providing a dedicated urban busway corridor along Fanshawe
Street between Beaumont Street and Britomart
Flexibility in how the busway is provided, subject to further
investigations i.e. either at road centre or carriageway edge (as
shown in the diagram)
Opportunity to incorporate a light rail connection (if one were to
be implemented at some point in the future) between Wynyard
Quarter and Britomart as part of the Urban busway corridor,
subject to further investigation
Retain adequate traffc lanes to provide suffcient capacity to
maintain effcient access into the city centre from the Northern
Motorway
Safer and higher quality provision of more direct and
convenient north-south pedestrian crossings (at grade), to
support adjacent land uses and connect the Wynyard Quarter
and Viaduct Harbour with areas to the south
Wider and higher quality footpaths on both sides of the street,
including improved bus stop waiting environments and planting
of avenue-style street trees in scale with the width and expanse
of the street
Provides a city gateway that emphasises change in
environment and function between motorway / city fringe and
city centre
In order to realise the strategic direction for Fanshawe Street, some
change in corridor space allocation will be required, particularly aimed
at providing improved capacity and provisions for bus operations.
Existing
Proposed
North Side
North Side
South Side
South Side
63
Existing
Proposed
Pedestrian 13%
22%
65%
Pedestrian 38%
22%
40%
General Traffc
General Traffc
Bus
Bus
Effcient and supportive
environment for economic activity
The urban busway corridor will facilitate improved connection between the city centre, Wynyard Quarter and the
North Shore, strengthening the synergies between these key economic areas.
Achieves city centre
transformational moves
Improved connections for pedestrians in the north-south direction will enable Fanshawe Street to contribute to the
City Centre Masterplan transformation moves, most notable through uniting the waterfront with the city centre
Will help foster increased use of public transport, supporting targets for this travel mode, while also retaining
suffcient traffc capacity to enable an accessible and non-overly congested connection from the motorway into the
city centre.
transport system
The inclusion of busway provisions along Fanshawe Street will ensure this key corridor for bus movement operates
in an effcient, high quality fashion
Pedestrian-friendly and place
based city centre
Improved north-south pedestrian connects will enhance the experience for pedestrians connecting between the city
centre engine room and the Wynyard Quarter and Viaduct Basin employment, residential and entertainment areas
Increased land use density,
integrated with transport
infrastructure
The urban busway system will be critical to ensuring the signifcant increase in land use densities within the
Wynyard Quarter are supported by appropriate transport infrastructure
Is safe, environmentally friendly
and sustainable
Provisions for buses will support a reduced dependency on less environmentally friendly private vehicle use,
particularly from the North Shore.
Implementation of quality north-south pedestrian connections will be critical to ensuring the safety of these users,
while alternative cycle routes around the harbour edge will provide safe options for cyclists.
Value for money and is deliverable Has limited impediments to being delivered in the short to medium term.
Major benefts include improved public transport priority refecting a Rapid Transit Network (RTN) link between
Northern Busway and city centre, and stronger pedestrian connections to/ from Wynyard Quarter and city centre.
Both of these benefts also support CRL connectivity with the harbour edge area. This refects strategic objectives
of the Regional Public Transport Plan, Waterfront Plan and City Centre Masterplan
Medium costs with surface treatments to install an urban busway, bus stations and pedestrian improvements.
65
3
Future
investigations
and projects
and form of Fanshawe Street
include:

This could facilitate changes to the corridor
arrangements at the eastern end of Fanshawe
Street as well as Sturdee Street.
The effects of these proposed changes on the
implementation of the preferred direction for
Fanshawe Street at its eastern end will need to be
further considered and understood.
Wynyard Transit Connection
Investigations are currently exploring options for
the provision of a high-quality transit connection
(possibly light rail) that provides connection from
Wynyard Quarter to the city centre (including its
onward public transport services). It is possible
that such a connection may make use of at least a
section of Fanshawe Street.
Consequently as the preferred direction for
Fanshawe Street is progressed towards
implementation and the proposals for a Wynyard
Transit Connection become more developed,
they will need to be considered in a collective and
integrated manner.
Fanshawe Street Multi-modal Corridor
The preferred direction for Fanshawe Street is
to provide a high quality urban boulevard that
incorporates the busway and general traffc lanes
but also provides strong pedestrian connections
across the corridor between the Wynyard Quarter
/ Viaduct Harbour and city centre. Further
investigations and design of the Fanshawe Street
corridor should ensure that the requirements for
these important public transport and pedestrian
functions are both achieved and well integrated.
3
Customs
Street
3
City Centre Core Access
The strategic direction for Customs Street is to maintain a multi-modal
corridor that provides access, both for buses and general traffc, into
and across the downtown core of the CBD Engine Room, while also
maximising pedestrian capacity and quality.

Improving provision for the north-south pedestrian desire lines across
the street is seen as particularly important, to support adjacent land
uses and strengthen walking connections between the city centre
engine room and the harbour edge.
Strategic Direction
69
70
Corridor space allocations - Customs Street
Key aspects of the direction for Customs
Street include:
Bus lanes provided at kerbside (ideally one lane in
each direction but subject to other study fndings)
Retain reasonable traffc capacity (ideally two
lanes in each direction but subject to other study
fndings)
Rationalisation of traffc lane widths and central
median space to maximise space allocation
for pedestrian movement and ease pedestrian
crossing opportunities, in particular creating
accessible central medians in mid-block locations
Removal of bus stops and shelters where bus
network planning allows
Design improvements to provide higher quality
footpaths on both sides of the street, and better
interface with adjacent retail uses, including
de-cluttering and streamlined replacement of
street furniture, signage and other items and high
quality pavement surfaces
No dedicated cycle lane provisions (key cycle
route to run from Beach Road to Quay Street via
Mahuhu Crescent)
In order to realise the strategic direction for Customs Street, some
change in corridor space allocation will be required, particularly aimed
at providing improved capacity and provisions for bus operations and
to maximise the space allocation for pedestrian movement and crossing
opportunities.
Existing
Proposed
North Side
North Side
South Side
South Side
71
Existing
Proposed
General Traffc
Bus
50%
Pedestrian
30%
20%
General Traffc
Bus
43%
Pedestrian
37%
20%
72
environment for
economic activity
Customs Street through its multi-modal emphasis will support economic activity through its contribution to allowing accessibility
for workers, deliveries and taxis and by helping to minimise congestion
While Customs Street will not in itself provide a signifcant function in achieving city centre transformational moves, its emphasis
as a multi-modal transport corridor enables other corridors (particularly Quay Street and Victoria Street) to achieve place-making
objectives
Easy access to city
centre and achieves
mode share targets
The preferred direction for a multi-modal transport corridor will enable high-level connections for buses, which will support mode
share targets, while also retaining vehicle accessibility into the city
Comprehensive, high-
quality public transport
system
The provision of bus lanes and high quality bus infrastructure (potentially including an off-line interchange) provides a critical
component of the proposed public transport system and will facilitate effcient access into a high density part of the city centre
Pedestrian-friendly and
place based city centre
Further investigations are required to resolve specifc pedestrian provisions for Customs Street, however an emphasis on north-
south crossings will provide improved connection between mid-town and the harbour edge
Reduced clutter along footpaths will also provide an improved environment for pedestrians
Increased land use
density, integrated with
transport infrastructure
The public transport and vehicle access facilitated by the desired direction for Customs Street will support the high land use
density within the CBD core.
Opportunities relating to downtown bus interchanges could also provide additional support for land use objectives.
Is safe, environmentally
friendly and sustainable
Enhanced public transport provisions will facilitate mode share away from less sustainable private vehicle modes.
Further investigations will confrm safety provisions for pedestrians
Value for money and is
deliverable
Is deliverable, although a number of further investigations and decisions will be required to fully confrm the operational
characteristics and form of this corridor.
Moderate benefts through providing improved capacity and provisions for buses, optimising pedestrian movement and
maintaining vehicle capacity which enables other corridors to be focussed towards place-making outcomes.
Low costs with minor lane marking changes, a median, higher quality pavements and de-cluttering of street furniture.
73
3
Future
investigation
and projects
and form of Customs Street
include:

Britomart bus operations
A number of aspects relating to bus operations
within the Britomart area are still to be resolved,
including the potential location for a bus
interchange. For Customs Street these operational
issues are likely to have a signifcant infuence on
the requirements for bus stopping and movement
along this corridor and will need to be integrated
into the preferred direction for the corridor as they
become known.
The fyover currently provides a high capacity
traffc route for westbound traffc on Quay Street
heading towards the high traffc capacity Hobson
Street arterial.
The removal of the fyover may signifcantly reduce
the desirability of Quay Street as a route for cross-
town movement, and by extension increase the
desirability of the alternative Customs Street route.
While the preferred direction for Customs Street
is to provide a movement corridor that facilitates
this cross-town movement, it is important that the
implications on the fyover removal on Customs
Street are further investigated and better understood.
Customs Street Multi-modal Corridor
The preferred strategic direction for Customs Street
is to provide a multi-modal movement corridor, while
also allowing suffcient provision for pedestrians,
particularly in the north-south direction between the
city centre and waterfront.
Further investigation will be required to ensure
design outcomes on Customs Street include
suffcient provision for pedestrians. These
outcomes may include reduction in clutter along
footpaths, increased pedestrian crossing times at
intersections, and enhanced median provisions
(including tree planting and furniture) to provide a
more visually appealing corridor.
4
Beach Road
4
Eastern Access
76
77
The strategic direction for Beach Road is to strengthen its role as a
multi-modal corridor providing access for buses, general traffc and
pedestrians between the city centre and the eastern fringe.

It will also provide a high quality dedicated cycling connection between
the Grafton Gully Cycleway and Quay Street Harbour Edge Boulevard, as
a key link in the proposed Auckland-wide cycle highway network.
Strategic Direction
78
Corridor space allocations -
Beach Road
Key aspects of the direction for
Beach Road include:
Two bus lanes (one in each direction)
A high-quality two-way cycle lane
between the Grafton Gully Cycleway and
Mahuhu Crescent
Four traffc lanes (two in each direction)
Controlled pedestrian crossing
opportunities north-south across Beach
Road at all intersections including those
with local side streets
In order to realise the strategic direction for Beach Road, some change in
corridor space allocation will be required, particularly aimed at reallocating
traffc lanes to provide for dedicated bus lanes and the planned cycleway
connection.
Existing
Proposed
North Side
North Side
South Side
South Side
79
Existing
Proposed
44%
General Traffc
Pedestrian
56%
General Traffc 32%
16%
45%
Pedestrian
7%
Cycle
Bus
80
environment for economic
activity
Beach Road through its multi-modal emphasis will support economic activity through its contribution to allowing accessibility
for workers, deliveries and taxis and by helping to minimise congestion
Beach Road is expected to be relatively neutral in terms of its effects in achieving city centre transformational moves, although
its contribution as a movement corridor provides opportunities for transformation within other corridors (most notably Quay
Street)
Easy access to city centre
and achieves mode share
targets
The multi-modal nature of the preferred direction for Beach Road will ensure that it contributes to accessibility across all
transport modes, through provision of bus lanes to aid public transport, a cycleway to encourage cycling and reasonable traffc
capacity to provide a connection between the state highway network and the city centre
system
The provision of bus lanes will contribute to the delivery of the future bus transport system, enabling connection between
eastern services and the central core
Increasing the pedestrian amenity along this corridor will be focused on improving footpath quality rather than width.
The signifcant corridor width on Beach Road provides opportunities for place making, particularly along its northern edge
infrastructure
The public transport and vehicle access facilitated by the desired direction for Customs Street will support increased land use
density within the city centre.
The inclusion of a cycleway along Beach Road will be a key element in fostering use of cycling as a sustainable travel mode,
particularly for access between the wider cycle network and the harbour edge
deliverable
The extent of change proposed for Beach Road is not extensive, while planning for the cycleway has already been
progressed, meaning the risks to deliverability are minimal.
Major benefts including providing an important section of cycleway, a strong vehicle movement function and enabling other
corridors to be better focussed towards amenity outcomes.
Medium costs with new cycleway connection and minor street alterations.
81
4
Future
investigations
and projects
and form of Beach Road include:

Beach Road Cycleway
Within the proposed future cycle network,
Beach Street will form part of the cycle highway,
connecting the proposed Grafton Gully cycleway
with Quay Street.
Investigations into the implementation of cycleway
provisions on Beach Road have already been
undertaken, and the preferred direction for Beach
Road as developed through this study supports
this cycleway.
Victoria Street
5
Linear Park
5
84
The strategi c di recti on for Vi ctori a Street i s to become a broad tree-
l i ned l i near park between Al bert and Vi ctori a Parks, as envi saged by
the Ci ty Centre Masterpl an.

The linear park will be the city centres urban green link and principal
east-west walking route across the midtown area. The linear park will
provide a signifcant place-making function, with a series of green
public spaces for rest, play and social activity for residents, workers
and visitors to the City Centre. It will be integrated with and enhance
the main entrance to the future Aotea Station planned for Victoria
Street, delivering a landmark public space outside what is planned to be
Aucklands busiest rail station.

As a slow street Victoria Street has the potential to support an east-west
cycling function as part of a midtown cycle route linking to regional
cycle routes (such as the Grafton Gully Cycleway) to the east and west
of the city centre core.

The Vi ctori a Street l i near park wi l l become a key asset and attractor
for peopl e worki ng, l i vi ng and vi si ti ng the dense mi dtown core of the
ci ty centre, and strengthen the i denti ty and l egi bi l i ty of the ci ty centre
as a whol e.
Strategic Direction
85
86
Victoria Street
Victoria Street include:
Reduction in traffc lanes from six lanes
to two lanes (one lane each way)
Development of a linear park, to read
from building edge to building edge,
with strong legibility along the length of
Victoria Street between the two parks
Incorporate a series of places and
spaces along its length
Integration of a cycle route into the
corridor
Maintain an appropriate level of local
traffc access to north-south streets and
properties along the length of the street
In order to realise the strategic direction for Victoria Street, a substantial
change in corridor function and space allocation will be required.
Pedestrian movement and activity will need to become the priority
functions with traffc reduced to local access to support this place-
making role.
Existing
Proposed
North Side
North Side
South Side
South Side
87
Existing
Proposed
70%
30%
General Traffc
Pedestrian
26%
63%
General Traffc
Pedestrian
11% Cycle
environment for economic
activity
The Victoria Street Linear Park will have signifcant benefts in terms of retail activation
Victoria Street will become a key contributor to the transformation of the city centre, in particular enabling the connection of
the western edge to the city centre (East West Stitch) and fostering the connection of Victoria Park and Albert Park at part of
the blue-green network
Easy access to city centre
and achieves mode share
targets
The provision of high-quality cycle provisions along Victoria Street, in collaboration with connections through to the Grafton
Gully Cycleway (via Lorne Street / Kitchener Street and Wellesley Street East)
system
Bus operations are likely to be minimal along Victoria Street, however the linear park will assist to provide an attractive and
well-connected main entrance to the City Rail Links Aotea Station
The linear park will facilitate a step-change in pedestrian quality for the city centre and will provide a vibrant and appealing
place for the mid-town area
infrastructure
The signifcant place-making opportunity presented by the linear park will support increased residential and commercial land
use activity
The preferred direction for Victoria Street will provide a safe and pleasant environment for pedestrians and cyclists,
encouraging use of these sustainable travel modes
deliverable
Is deliverable, although implementation will may need to be staged around City Rail Links construction requirements.
Major benefts include amenity improvements and economic activation opportunities, support for the wider green link concept
and benefts for the planned Aotea Station by supporting a high quality station entrance and strong pedestrian connections.
These benefts are core elements of the CCMP.
Medium/ high cost interventions, such as kerb changes and new urban design infrastructure.
89
5
Future
investigations
and projects
and form of Victoria Street
include:

Cycle provisions on Victoria Street and
Lorne Street / Kitchener Street
The preferred direction for the east-west network
includes provisions for a cycle route along Victoria
Street, which connects through to Lorne Street (or
Kitchener Street) and then Wellesley Street East.
As the linear park concept is further developed,
consideration and investigation will be required
to confrm how best to incorporate cycling
requirements (i.e. whether for example, a cycleway
is providing within the linear park or incorporated in
the adjacent carriageway space).
Linear Park Investigations
As the linear park concept is further developed,
more detailed consideration and investigation will
be required for a range of matters, particularly to
ensure network connectivity is maintained with
north-south side streets, and an appropriate level of
access to properties on and near Victoria Street.
Staging of the linear park, considering the distinction
between the city centre core around the Queen
Street Valley, and the western sector west of Nelson
Street, also requires further investigation. Timing
and construction of the City Rail Link will be a key
factor in this regard.
Wellesley Street
6
Civic Connector
7
7
7
6
The strategic direction for Wellesley Street is to become the primary
east-west public transport spine across the midtown area of the city
centre, providing a high capacity and quality bus route while enhancing
the capacity and quality of footpaths for pedestrians and to support
adjacent land uses, especially in the core to either side of Queen Street.

It is expected that dedicated bus lanes will be provided along the full
length of Wellesley Street, which will enable separate allocations for bus
movement and stopping.

Within the central core full implementation of this vision will require the
removal of general traffc between Albert and Kitchener Streets / Mayoral
Drive and a reduction in carriageway width to facilitate increased
provisions for pedestrians and place making.
Strategic Direction
93
Wellesley Street Central
Wellesley Street include:
Four lanes for buses, split equally
between lanes for bus movement and
stopping
Two traffc lanes outside the Queen
Street core area
Increased footpath widths within the
Queen Street core area
No dedicated cycle lanes west of
In order to realise the strategic direction for Wellesley Street Central,
a substantial change in corridor space allocation will be required, in
particular the reallocation of space from traffc to buses, and pedestrian
amenity space.
Existing
Proposed
North Side
North Side
South Side
South Side
95
Existing
Proposed
70%
30%
General Traffc
Pedestrian
52%
48% Pedestrian
Bus
96
Wellesley Street include:
Four lanes for buses, split equally between
lanes for bus movement and stopping
Two traffc lanes outside the Queen Street
core area (west of Albert and east of
Kitchener Streets)
Design improvements to provide higher
quality footpaths on both sides of the street,
in particular improved bus stop waiting
environments and interface with adjacent
retail uses, including de-cluttering and
streamlined replacement of street furniture,
signage and other items and high quality
pavement surfaces
Dedicated cycle lanes on Wellesley Street
East between Grafton Gully Cycleway and
In order to realise the strategic direction for Wellesley Street, a
substantial change in corridor space allocation will be required, in
particular the reallocation of space from traffc to buses.
Wellesley Street East / West
Existing
Proposed
North Side
North Side
South Side
South Side
97
70%
30%
37%
41%
22%
Existing
Proposed
General Traffc
Bus
Pedestrian
Pedestrian
General Traffc
Pedestrian
environment for
economic activity
The preferred direction enables Wellesley Street to provide a key role in facilitating and enhancing public transport integration with high
density employment areas within the city centre core.
The removal of traffc and associated enhancement of pedestrian realm within Wellesley Street Central will help foster retail activation
in this area.
While Wellesley Street in itself will not provide a signifcant contribution to the city centres transformational moves, its bus corridor
function will enable buses to be reallocated away from Victoria Street, enabling that corridor to provide a critical transformation
function.
The amenity benefts achieved through re-routing of traffc away from Wellesley Street Central may enable transformational benefts to
this area beyond those envisaged by the City Centre Masterplan.
Easy access to city
centre and achieves
mode share targets
Wellesley Street, as a high-quality and frequency bus route, will play a critical role in achieving public transport mode share targets
Some traffc accessibility will be provided along the outer sections of Wellesley Street, however closure within the central section will
affect accessibility for traffc and this issue will need to be examined further.
system
Wellesley Street will provide extensive bus lane facilities, ensuring ensure high-quality bus operations along this corridor, which will be
a key component of the city centre bus network
Providing high-quality bus waiting areas within this constrained corridor will be a key challenge to ensuring the quality of the public
transport provision along this corridor.
The removal of traffc from the central section of Wellesley Street provides a signifcant opportunity for improved pedestrian provisions
in this area, and place-making alongside the city centres key cultural sites (such as the Civic Theatre and Art Gallery).
Increased land use
The high frequency bus corridor proposed for Wellesley Street will be a key component in providing suffcient transport capacity into
the city centre, and to both employment and residential high density areas.
The bus corridor on Wellesley Street, as part of the RPTP approach, will help support modal shift away from private vehicles and their
associated environmental impacts in terms of vehicle emissions
deliverable
The preferred direction is deliverable, although some additional investigations and infrastructure will be required.
Major benefts with improved capacity, access, reliability and customer facilities for pedestrians and public transport users and
additional space for public realm adjacent to important cultural facilities. Provides a core part of new bus network proposed as part of
Regional Public Transport Plan, which also enables delivery of the Victoria Street Linear Park.
Medium costs with footpath widening, cycling improvements, urban design treatments, bus stop facilities and bus lane markings.
99
Future
investigations
and projects
and form of Wellesley Street
include:
The central section of Wellesley Street near the
Queen Street core contains a number of key cultural
facilities including the Civic and St J ames Theatres,
Auckland Art Gallery, Auckland Central City Library
and also intersects with the Elliot Street shared
space and connections through to Aotea Square.
To support these facilities an improvement to the
environment provided for pedestrians and amenity
is required for this area.
To achieve these improvements the study
fndings include a recommendation to investigate
opportunities to close the central section of
Wellesley Street to traffc. This would enable a
reduction in corridor space provided to pedestrians
and reallocation to pedestrian realm.
The effects of this traffc removal do however
require further investigation and understanding of
implications, including those on Wellesley Street
including servicing and priority access as well
as at those specifc intersections where traffc is
rerouted, (i.e. the Wellesley Street/ Mayoral Drive
intersections).
Learning Quarter Bus Operations
The preferred direction for bus operations within the
city centre includes providing a high frequency and
quality bus corridor along Wellesley Street.
A number of operational issues relating to the
use of Wellesley Street as a bus corridor are still
be resolved, including how buses will connect
through to Symonds Street and how bus stops
and turnarounds will be managed in this area.
Achieving acceptable solutions to these issues will
be critical in enabling the preferred direction to be
implemented as proposed, both within Wellesley
Street and for adjacent east-west corridors.
Cycle provisions on Wellesley Street East
Wellesley Street East will provide the connection
between the proposed Grafton Gully Cycleway
and the city centre. At present, the environment
for cyclists along the eastern section of Wellesley
Street is poor and further investigation will be
required to improve this situation.
7
7
6
Mayoral Drive /
Cook Street
8
Midtown Vehicle Priority Route
8
103
The strategic direction for Mayoral Drive and Cook Street is to become
the principal east-west route for general traffc across the midtown area
of the city centre, complementing the public transport role of Wellesley
Street and walking, cycling and place-making emphasis along the linear
park on Victoria Street.

While Mayoral Drive and Cook Street will retain a higher traffc function
than other east-west corridors, it is intended that improvements will be
made that make these streets more pleasant and safe for pedestrians to
walk along and across.
Strategic Direction
Mayoral Drive / Cook Street
Mayoral Drive/Cook Street include:
Corridor allocations to remain similar to
existing
Focus to be placed on optimisation of
provisions i.e. reduce lane widths, and
potentially remove or reduce dedicated
turning lanes at intersections or lessen
their impact on pedestrian safety and
amenity
Intersections to be tightened to
provide improved pedestrian crossing
experience
On-street car parking provisions to be
optimised
Realising the strategic direction for Mayoral Drive and Cook Street will
not require signifcant changes in space allocation.
Existing
Proposed
North Side
North Side
South Side
South Side
105
66%
34%
66%
34%
Existing
Proposed
General Traffc
Pedestrian
General Traffc
Pedestrian
environment for
economic activity
Mayoral Drive and Cook Street will play an important role in providing a cross-town connection for vehicular traffc, which has
economic implications in terms of minimising congestion and facilitating access for economic-based activity such as deliveries,
taxis and freight.
These corridors do not in themselves provide signifcant functions in terms of achieving the desired transformational moves.
Through the retention of a higher traffc function they do however unlock opportunities for transformation projects to be delivered
on other corridors.
Easy access to city
centre and achieves
mode share targets
The retention of Mayoral Drive and Cook Street as routes with a higher traffc function will enable vehicles to continue to obtain
access into the city centre core.
system
Bus operations are likely to be minimal along both Mayoral Drive and Cook Street
While the desired direction for these corridors include optimisation of intersections and crossing points to reduce the barriers to
pedestrian movement.
Signifcant place making opportunities are not anticipated along this part of the network
Increased land use
These corridors retain a traffc connection that is important to retaining access to land use activities within the city centre. The use
of these corridors in this manner also enables other transportation moves relating to place making and improved public transport
infrastructure to be located closer to the higher density areas further to the north of the city centre.
The preferred direction for these corridors does not in itself provide a signifcant change in terms of environmental sustainability.
However their retention as a traffc route does unlock opportunities for improvements across other east-west corridors.
deliverable
The proposed changes to Mayoral Drive and Cook Street are comparatively minor in comparison to other east-west corridors and
is easily deliverable.
Moderate benefts relating to vehicle and pedestrian movement and accessibility.
Low cost implications from signal optimisations and minor intersection treatments.
107
Future
investigations
and projects
and form of mayoral Drive / Cook
Street include:

8
In order to improve the quality of pedestrian and
amenity provisions within the Queen Street core
section of Wellesley Street, the preferred direction
identifes opportunities around closing this section
of Wellesley Street to general traffc. The closure
would require traffc to be rerouted, most likely via
the Mayoral Drive.
Investigations into this preferred direction approach
should therefore include obtaining a greater
understanding of effects and issues that occur on
Mayoral Drive, and any design responses that may
be required.
On-street Car Parking
The optimal provision for on-street car parking along
this corridor needs to be better understood. Such
provisions will need to be integrated with the overall
desired direction for the corridor.
Cook Street Masterplan
Masterplanning work has been undertaken for a
large development site towards the western end of
Cook Street. The outcomes of this masterplan will
need to be incorporated with the strategic directions
for Cook Street arising from the CEWT Study.
109
Implications on
other corridors
State Highway Network
The state highway network that
frames the city centre provides
the highest capacity traffc
routes in the area. Unlike the
east-west corridors that run
through the city centre, the state
highway corridors have minimal
place-making function, nor do
they provide for any movement
functions other than motorised
vehicles (excluding limited
crossing functions).

For these reasons, a strong theme captured through
the study process was the need to maximise the
use of the state highway network as the preferred
route for traffc and freight, enabling the east-west
corridor space to be redirected towards increased
use by other modes of travel, as well as place
making. In particular, there is a strong desire to
minimise through movements across the city
along the east-west corridors. The completion
of the Western Ring Route in 2016 provides an
opportunity to better utilise this section of the State
Highway Network.
North-South Corridors
While the predominant focus of
the study has been the east-west
corridors, the preferred direction
also has implications on the future
function of the key north-south
corridors. These implications
include:

Queen Street
The preferred direction generally supports
the revitalisation of Queen Street, improving
its connections with the wider area, particular
as part of the Harbour Edge and East-West
Stitches.
The proposed closure to general traffc within
Wellesley Street Central may also unlock
opportunities for improved pedestrian and
amenity provisions within the adjacent sections
of Queen Street.
The preferred strategy for the study area includes
a number of aspects that either directly or indirectly
seek to achieve the desired use of the state
highway and these are summarised as follows:
The preferred direction for the east-west
corridors will see a notable reduction in the
allocation of space and priority given to traffc.
This will mean the state highway network will
increasingly be seen as a more attractive
alternative route across the CBD.
The connections between the state highway
network and the east-west corridors should
retain a good level of capacity and accessibility
for traffc, allowing easy access into the city
centre.
The study has identifed a gap in the existing
ring route network provided by the state
highway network, in that there is no off-ramp
connection for vehicles travelling from the
east to enter the western side of the city
centre. Further consideration should be given
as to whether this network defciency can be
resolved.
Auckland Transport will work with the
NZ Transport Agency to investigate how CEWT
Study recommendations can be supported by
State Highway designs and operation, as part of
a One Network approach.
111
Albert Street
The preferred direction refects the Regional
Public Transport Plan approach to providing
a more effcient and simplifed bus network by
focusing east-west bus movements along only
two corridors (Fanshawe Street/ Customs Street
and Wellesley Street). It is envisaged that this
direction be supported by a similar approach
to the north-south corridors, with Albert Street
likely to a primary bus corridor.
The City Rail Link construction will involve
signifcant works along Albert Street.
Stakeholder feedback indicated that post-CRL
construction, the reinstatement of the road may
provide opportunities to improve its form and
quality and this should be given consideration
in any investigations into the future direction for
Albert Street.
The section of Albert Street between Wellesley
Street and Mayoral Drive will require adequate
traffc provision to enable the removal of traffc
from Wellesley St between Albert Street and
Lorne Street.
Nelson and Hobson Streets
The intersections of these two traffc-dominated
arterials with the east-west corridors have been
identifed as barriers to providing high-quality
pedestrian and amenity provisions along the
east-west corridors. Future investigations and
initiatives on either Nelson and/or Hobson Street
should acknowledge this issue and seek to
provide an improved environment for non-traffc
users.
In particular, the current traffc emphasis of
Nelson and Hobson Street is in tension with the
desired objectives for the Victoria Street linear
park, and this issue will need be considered
further.
The City Centre Masterplan proposes the
potential removal of the Hobson Street fyover,
which may allow signifcant opportunities and
benefts to the east-west streets. In terms of
east-west corridors, the removal of the fyover
still requires further investigation and this
investigation should also include analysis of the
effects on Hobson Street, as well as other key
north-south corridors.
Symonds Street
Symonds Street is intended to be one of the
high frequency north-south bus corridors within
the city centre. Given the preferred direction
for the east-west corridors includes Wellesley
Street as a bus corridor, an important further
consideration will need to be how these two
corridors are to be integrated. This will need
to include specifc consideration of a future
Learning Quarter bus facility.
Laneways
The preferred direction includes a number of
signifcant improvements to the place-making
function of east-west corridors, primarily at
Quay Street, Victoria Street and the central
section of Wellesley Street. The implementation
of these place-making improvements should
ensure good integration with and support for the
planned laneway circuit.
112
Background to
the strategy
6
114
Approach
This study has been conducted
in accordance with the approach
outlined in Auckland Transports
Corridor Management Plan
Guideline and Simplifed
Procedure (Version 2).
It should be recognised that this approach is
typically applied to single arterial corridors, the
majority of which have an urban context. Given
the unique environment within the city centre,
together with multi-corridor approach facet of
the study area, some variations from the typical
Corridor Management Plan (CMP) approach have
been required. Neither the less, the workshop
based approach employed on CMP studies has
been adopted, as have the key CMP milestones
(including identifcation of issues and ideal
outcomes, synthesis of points of tension, option
development and testing).
Background to Strategy
Prepared by:

Urbanismplus Ltd
Flow Transportation Specialists Ltd
Transport Planning Solutions Ltd
Corridor Management Plan
Guideline and Simplified
Procedure

October 2012
Version 2
115
Executive Summary
Workshops
This study has been developed
through an extensive workshop
based approach. These
workshops were all attended by
a wide range of key stakeholders
covering various roles and
disciplines across Auckland
Transport, Auckland Council,
NZTA and Waterfront Auckland.
As the scope of the study was extended subsequent
to its commencement, a number of these
workshops were focussed on a specifc part of the
study area. Broadly these areas and their area
specifc workshops were:
Study area north (Harbour Edge) - Quay,
Fanshawe, and Customs Streets and Beach
Road (Workshops 1a)
Study area south Victoria, Wellesley and Cook
Streets and Mayoral Drive (Workshops 1,2,3)
The timeline for the workshop process is
summarised in the graphic adjacent.
NOV DEC JAN FEB MAR APR MAY JUN
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116
Workshops and consultation
Consultation
and briefngs
In addition to the workshops, the project team
consulted extensively throughout the project
duration with stakeholder groups within Auckland
Council, Auckland Transport and Waterfront
Auckland.
In addition, briefngs were held with external bodies
such as the Waitemata Local Board, CBD Advisory
Board and Heart of the City.
All of these discussions have been used to inform
and give guidance to the study process and
outcomes.
Notwithstanding the above, it should be noted
that the CEWT Study is an internally-facing
document to help align and co-ordinate projects
and strategies from within the Auckland Council
family of organisations. As such, there has been
no external consultation other than briefngs to the
CBD Advisory Board and Heart of the City. Once
the strategic direction developed by the CEWT
Study is considered and endorsed by various
Council organisations, the resulting projects will
each have their own public consultation processes
and opportunity to be further discussed, refned and
compared.
117
Study process
The study has been completed through a process
generally refective of the approach outlined in
Auckland Transports Corridor Management Plan
Guideline and Simplifed Procedure (Version 2), and
occurred during the period from November 2012 to
May 2013.
A summary of this process leading through to establishment of the preferred
direction for the east-west corridors is presented as follows:
November 2012 to February 2013
A. Historical and existing context A review was completed of land use and
transport characteristics for the study area in both the historical and existing
context.
B. Future context A review was completed of key planning documents, previous
studies and planned future changes in land use and transport infrastructure.
C. Issues, ideal outcomes and functional requirements A workshop based
process with stakeholders was used to obtain an understanding of issues
across the study area, and ideal outcomes for land use and each travel mode.
In addition an examination was undertaken of the basic functional requirements
for each corridor.
D. Points of tension A synthesis was undertaken of the ideal outcomes identifed
by stakeholders to obtain an understanding of instances where achieving a
particular ideal outcome may be in tension with achieving other outcomes.
February to March 2013
E. Option development A series of network options were developed, and
then refned through a stakeholder workshop process.
March to May 2013
F. Option testing and evaluation Technical analysis of key issues to inform the
option evaluation and selection of the preferred direction.
G. Option evaluation - Each option was evaluated against overarching goals
and key success factors, and then further evaluated through a stakeholder
workshop.
Preferred direction The outcomes of the evaluation workshop led to the
preferred direction for the study area, and identifcation of areas requiring further
investigation.
The preferred direction has been outlined in this frst part of the report. The second
part of the report (appendices) provides a summary of information, analysis and
fndings obtained from each of the earlier study milestones.
Background to Strategy
118
119
Appendix A
Appendix A
A
120 Appendix A
Historical and
existing context
A
121
Appendix A
Historical
context
Development and growth of
Aucklands city centre is inherently
linked to big changes in transport
and infrastructure that has shaped
both the city centre and its
changing relationship to the ever-
growing suburban hinterland of
greater Auckland.
The following section of the report provides a
potted history of the key forces of change that have
altered the growth and form of the city centre and its
transport infrastructure over time, from the earliest
European settlement to the present day, to illustrate
how we have arrived at where we are today.
122 Appendix A
A Waterfront
City: Where
Auckland
Began
Aucklands earliest history is strongly connected
to the harbour edge. Local Maori have very strong
and immediate historical associations with the
waterfront through centuries of occupation and use
prior to organised European settlement. In the 19th
century this gave way to a huge wave of industrial
transformation led by huge scale excavation and
reclamation of the harbour by the Auckland Harbour
Board. The construction of major road and rail
infrastructure including Fanshawe, Quay, and
Customs Streets and Beach Road dramatically
altering the face of the city centre, and the resultant
industrial waterfront dominated the city centre
as characterised by the following major forces of
change:
1840: Earliest organised European settlement at
Commercial Bay & Fort Britomart,
1850: Queen Street Wharf frst constructed
1871: Steam ferry services to North Shore
1875: Auckland Harbour Foreshore Act passed,
handing over 5000 acres of seabed to the
Harbour Board
1880s: Quay and Customs Streets central
sections formed
1911: Reconstructed reinforced concrete
Queens Wharf opens
1916: Beach Road constructed
1923: Princes Wharf and Quay Street Western
extension
1930: Western Reclamation construction
(Wynyard Quarter)
Centuries of Maori occupation and
use gave way to over a hundred
years of port expansion
Quay Street, looking east from the Ferry Building, 1924
123
Appendix A
More than most city centres, Auckland has been
singularly defned and dominated by a single main
street, the golden mile of Queen Street that runs
North-South down a former stream valley between
the Karangahape Road ridge and the waterfront.
Historically Aucklands city centre has been confned
to this valley by the steep ridge and valley systems
to the east and west of Queen Street, as well as
the tight control of the fat reclaimed waterfront
land to the north by the Port, as summarised by the
following bullets:
1858: Queen Street begins to replace Shortland
Street as the dominant commercial street
following a major fre
1873: Ligar Canal flled in and street surfaced
1870s: Queen Street established as the pre-
eminent commercial and retail thoroughfare
A One Street
Town: The
Dominance
of Queen Street
From the 1860s onwards,
Queen Street emerged as the sole
dominant street in the city centre
1880: Smith & Caughey Department Store
opens
1902: Queen Street asphalted, the frst sealed
street in New Zealand;
1911: Chief Post Offce opens
1912: Ferry Building and Auckland Town Hall
open
1929: Civic Theatre opens
1966: Civic Administration Building opens
1978: Victoria Arcade demolished to make way
for BNZ Tower (itself demolished 2008)
1980s: Chase Corporation develops World
Trade Centre
1990: Aotea Centre opens
Queen Street between Fort and Shortland Streets, 1889
124 Appendix A
A Tram City:
Serving a
Growing
Hinterland
Auckland grew very rapidly into a city in the three
decades between 1900 and 1930. During this time
transportation in Aucklands city centre changed
signifcantly in response to the rapidly growing
suburban hinterland on the isthmus, most notably
through the development of electric tram lines leading
to major expansion of suburbs on the Auckland
isthmus along major routes such as New North,
Dominion, Mt Eden, Manukau and Remuera Roads.
On city centre streets this period was characterised
by signifcant improvements in road construction,
drainage and surfacing, supporting increasing traffc
and activity by a wide range of transport modes, as
seen in scenes of bustling streets with pedestrians,
cyclists, horse-drawn carriages, horse-drawn and
electric trams, buses, and motorists all sharing space.
This period also led to widespread demolition of the
earliest residential neighbourhoods within the city
centre and their replacement with new industrial
and manufacturing uses and expanded commercial
activities as people moved out to suburbs; as
characterised by the following major forces of change:
From 1900 til the 1950s, Auckland
grew rapidly along its electric tram
lines
1901: Electric trams replaced the earlier horse-
drawn trams
1919: Anzac Avenue constructed to allow
tramline from Customs Street to Symonds
Street
1930: Rail station relocated from Britomart to
Beach Road
1932: Tamaki Drive opens providing direct road
access to the Eastern Beach Suburbs
1946: Public transport patronage peaks at 160
million passenger trips
Corner of Queen and Customs Street, 1925
125
Appendix A
Cars replaced trams as the dominant transport
mode from the mid-1950s onwards and Auckland
entered a sustained period of transport investment
in motorways and roads that increased reliance on
the private car. Buses replaced trams as the main
public transport mode although per capita rates of
public transport patronage dropped off signifcantly
from the late 1950s and have never recovered.
In the city centre this has left a legacy of wide
traffc-dominated streets designed only for
A Motorway
City: Rise of the
Private Car
From the 1950s Auckland
commits to a sustained course
of motorway building and
increasing reliance on the private
car
vehicular through movement. A wide range of traffc
engineering measures were introduced, including
additional and wider traffc lanes, street and
intersection widening and introduction of the one
way network on Nelson and Hobson Streets to feed
the motorways. These measures have introduced
complex arrangements and restrictions on access
for both vehicular traffc and pedestrians that have
eroded the legibility of the street network.
Land use development in the city centre during this
period responded to these changes in transportation
through the development of signifcant car parking
spaces. At frst, large multi-level car parking
buildings were built by public authorities and
later, private enterprise. Later, it became standard
practice to incorporate underground and above-
ground car parking facilities within high-rise towers.
The following milestones capture these major forces
of transportation change in this period:
1951: Auckland City Council rezones western
CBD and Freemans Bay for industrial uses
1953: Southern Motorway opens
1956: Last tram services
1959: Auckland Harbour Bridge and Northern
Motorway opens
1970s: Central Motorway J unction construction
1973: Downtown Carpark Building opens
1970s-1980s: Mayoral Drive construction
1990: Hobson St fyover opens
1994: Public transport patronage reached an
all-time low of 33 million trips
Northern Motorway at Sulphur Beach with City Centre in the background, 1960s
126 Appendix A
The High Rise City Centre:
Turning to Meet the Harbour Edge
Since the late 1960s, the city centre has, gradually
at frst, re-oriented itself towards the waterfront.
In more recent decades, it has started to break
out of the confnes of the Queen Street Valley, to
embrace the harbours edge to the east and west,
as characterised by the following major forces of
change in the city centre:
1960s-1980s: Auckland Harbour Board
comprehensive development of Downtown
Blocks between Quay and Customs Streets
1990s-2000s: Viaduct Harbour and Princes
Wharf waterfront developments
2000s: Quay Park development commences
2004: Britomart Precinct redevelopment
commences by Cooper and Company
2010: Public access to Queens Wharf following
hand over by Ports of Auckland
2011: Wynyard Quarter frst stage opens with
major new destination public spaces
2013: Shed 10 on Queens Wharf redeveloped
as new Cruise Ship Terminal
The city centre has increasingly reoriented itself towards the waterfront
from the 1960s onwards
High rise offce development at the Harbour Edge, 1980s
127
Appendix A
Signifcant investment in the public transport
infrastructure and streets and public spaces of the
city centre, as well as the return of a residential
population, has seen a return to a more liveable,
walkable and transit-oriented city centre in recent
years, as characterised by the following major
forces of change in the city centre:
1995: Boom in apartments returns a residential
population to the city centre;
2003: Britomart Transport Centre opens
returning rail services to the foot of Queen
Street after more than 70 years
2006-2007: Queen Street Upgrade, increasing
footfall and retail spending
2009: North Shore Busway opens, signifcantly
growing public transport patronage from the
North Shore;
2010: Public transport, walking and cycling now
account for half of all trips into the city centre
during the morning peak.
2011: First CBD Shared Spaces (Elliott & Darby
Streets, Fort Street, Lorne Street)
2012: Public transport patronage exceeds 70
million trips for frst time since 1950s
A return to a more liveable, walkable and transit-oriented city centre
from the mid-1990s
A More Balanced City Centre
Britomart Rail Station, opened in 2003
128 Appendix A
Existing land use
and transport context
A2
129
Appendix A
Existing land
use context
The city centre is no longer
confned to its historic core along
the Queen Street Valley. As higher
order and more intensive city
centre land uses and activities
have spread to replace former
industrial uses on the waterfront
and areas previously considered
peripheral to the east and west
of the historic CBD centred on
Queen Street, the city centre
has been redefned to be a more
expansive and diverse place
that encompasses the whole of
the central area bounded by the
waterfront and the ring of the
central motorway junction.
The notion of distinct city centre quarters, each
with their own particular mix of activities and
characteristics, is increasingly taking hold as a way
of understanding the geographic and functional
diversity of the city centre and how it fts together.
This concept is a key factor underpinning the City
Centre Masterplan.
The city centre has expanded and diversifed in
many ways in recent decades, including not least
the addition of a sizeable residential population
(around 25,000 plus residents), expanded tertiary
education campuses and student numbers, and
employment growth in city centre offce workers,
particularly corporate offces, the property, fnancial
and commercial services sectors. This growth has
been distributed more widely across the city centre
and has enlarged the number of areas that may
be considered key destinations. Offce space in
particular, has spread out from the Queen Street
Valley to occupy prime sites across the waterfront
between Quay Park and Wynyard Quarter, as well
as around Victoria Street on the western edge.
These changes have signifcant implications for
transport planning within the city centre; it is no
longer as simple as getting everyone as close to
Queen Street as possible.
Key destinations, defned to be places that attract
high concentrations of workers, students, and
visitors to the city centre, with the highest transport
demands, are summarised in the map overleaf.
Areas in white tend to be largely residential in
nature, with lower demands on the transport
system, although with many residents walking to
key destinations elsewhere in the city centre.
130 Appendix A
City East West Transport Study (CEWTS) Urban Design Evaluation Sheets Prepared by Boffa Miskell Limited for Aurecon
CITY CENTRE KEY DESTINATIONS
THE CBD ENGINE
ROOM
CENTRAL
WHARVES
WYNYARD
QUARTER
VIADUCT
HARBOUR
ALBERT
PARK
VICTORIA
PARK
AOTEA
QUARTER
LEARNING
QUARTER
QUAY PARK
VICTORIA
QUARTER
OFFICE
PRECINCT
131
Appendix A
These areas can be summarised as follows:
The CBD Engine Room, the commercial and
retail core of the city centre concentrated on
the lower Queen Street Valley and waterfront
between Victoria Street and Quay Streets.
This is the densest and most intensive part of
metropolitan Auckland, with a focus on high rise
commercial offce space and prime destination
retail.
The Aotea Quarter, to the south of the
Engine Room and making up the rest of the
historical city centre core now centred around
Aotea Square; a distinct hub of cultural and
entertainment activity including art galleries,
theatres, cinemas and performance venues,
as well as the focus of local government
administration.
To the east of the city centre core, the Learning
Quarter, comprising the campuses of the
University of Auckland and AUT on the eastern
edge of the city centre between Albert Park
and Grafton Gully; these areas attract very high
numbers of students and staff during term time
and are the highest concentration of public
transport users in the city centre.
To the west of the city centre core, the Victoria
Quarter, an emerging concentration of medium-
rise, large foorplate commercial offces for
international and national corporate brands such
as Telecom on Victoria Street West, that have
brought thousands of new offce workers to the
western edge in the past fve years or so.
On the western waterfront, the Wynyard
Quarter, the most signifcant and largest urban
regeneration project in Auckland, steadily
transforming an area of former industrial
waterfront land comparable in size to the CBD
into a diverse mixed use waterfront destination.
Functionally this represents a major extension of
the city centre. This area has a requirement for
70% of trips to be by public transport, walking
or cycling which has signifcant implications for
transport planning in the city centre.
Sandwiched between the Wynyard Quarter
and the CBD, the Viaduct Harbour, a smaller
medium-rise and mixed use waterfront precinct,
comprising a mix of apartments, hotels, and
offce space above ground foor restaurants,
cafes and bars built around waterfront public
space. This area has been largely built out from
the mid-1990s to the mid-2000s. While now a
signifcant destination, is unlikely to experience
signifcant further change in the coming
decades.
The Central Wharves on the north side of Quay
Street, growing in importance and including the
mixed-use development on Princes Wharf, as
well as the new waterfront public space, ferry
and cruise ship operations at Queens Wharf,
and likely future public uses for Captain Cook
and Marsden Wharves as signalled by the
Waterfront Plan.
Lastly, Quay Park, to the east of Britomart and
the city centre core, on former railway land
now owned by Ngati Whatua o Orakei, that
has been intensively developed at its western
end as medium-rise offces and apartments
around the Vector Arena, Aucklands largest
and busiest indoor performance venue. Ngati
Whatuas landholdings extend further to the east
with signifcant future opportunities if signifcant
infrastructural issues pertaining to port and
railway infrastructure can be overcome.
132 Appendix A
Existing transport environment
East-West streets have traditionally
been far less important walking
routes than the North-South routes
of Queen Street and adjacent side
streets within the Queen Street
Valley. While Queen Street remains
the dominant pedestrian spine
for the city centre, the east-west
routes are growing in importance,
particularly along the waterfront
where continued investment is
drawing more people to walk to
and along Quay, Customs and
Fanshawe Streets.
Pedestrians
Queen Street stands out amongst all the primary
streets of the city centre for the generous space
allocation for pedestrians investment in a quality
pedestrian environment. It is usually the fastest
way to move from north to south across the
city centre, with its lack of vehicle crossings,
pedestrianised lanes or shared spaces on minor
side streets and double phasing and Barnes
Dance style diagonal crossings for pedestrians at
all of the intersections with the major east-west
streets. Queen Street also benefts from having
only a very gentle gradient between the waterfront
and Aotea Quarter/Mayoral Drive.
The major east-west streets by contrast, are
all inhibited as walking routes through a range
of factors that infuence walkability: inadequate
footpath widths, high frequencies of vehicle
crossings, and unsafe and poor quality waiting
environments at intersections. There are long
delays and access restrictions for pedestrians at
the intersections with all of the major North-South
streets to the west of Queen Street (in particular
Albert, Hobson, Nelson and Halsey Streets).
As walking environments they are generally
unattractive, dominated by traffc, with many
blank or inactive frontages, and often lack shelter,
adequate space for street trees or places to sit
or linger. This is without taking into account the
challenges of steep and rolling topography for
Victoria Street, Wellesley Street and Cook Street/
Mayoral Drive to either side of the Queen Street
Valley. These topographical challenges are not just
physical but psychological, affecting the legibility
and understanding of potential walking routes
across the city centre; it may not occur to someone
to walk to Victoria Park from Queen Street when
one cannot see further than two short blocks to the
Albert Street ridgeline.
Despite these challenges, the signifcant land
use changes occurring in the city centre in recent
years are seeing the major east-west streets grow
in importance as walking routes. Quay Street
and Customs Street in particular, are growing in
importance for pedestrians as new development
draws more people to and along the waterfront.
Recent survey counts indicate Quay Street
carrying up to 18,000 pedestrians per day within
the CBD core, although this reduces signifcantly
east of the core (3,400 pedestrians per day east of
Britomart Place)
Likewise, the signifcant quantum of commercial
offce space lining Fanshawe Street has grown
the foot traffc on this street that was formerly
133
Appendix A
a pedestrian backwater through the industrial
waterfront areas of the log farm and western
reclamation to the Northern Motorway. Recent survey
counts indicated 2,300 pedestrians per day use
Fanshawe Street in the vicinity of Hobson Street
Victoria and Wellesley Streets both support
relatively high levels of foot traffc in the frst
few blocks to either side of Queen Street. This
supports the heavy concentration of activity within
the midtown area where the CBD Engine Room
meets the Aotea Quarter. Wellesley Street East is
a key pedestrian link between the universities and
Queen Street and the frst few blocks to the west of
Queen also have a high footfall serving destinations
such as the Civic Theatre, Smith and Caugheys,
Elliott Street Shared Space and Aotea Square via
Bledisloe Lane.
The quality of the pedestrian environment on both
of these streets declines markedly the further
west one walks. Despite this, the recent growth in
offce workers in new commercial developments
on Victoria Street West between Halsey and
Nelson Streets can be observed in the growing
numbers of people walking up and over the hill
towards Queen Street from this western edge
area, joining the high numbers of pedestrians
walking up and down Victoria Street between
Queen Street and the Skytower that is the most
visited tourist attraction in New Zealand. By
contrast, Wellesley Street to the west of Albert
Street quickly becomes a no-mans land for
pedestrians refecting the lack of destinations or
activities in this part of the western city centre that
has signifcant future development potential. Cook
Street similarly is off the beaten track in terms
of walking routes but will grow in importance as
likely future residential development occurs.
Beach Road is an important walking route between
the city centre and Parnell, as well as for the
growing Quay Park area including Vector Arena that
is a major pedestrian draw on event days.
Pedestrian Hierarchy
KEY
Highest Order
Street for Pedestrians
Major Importance
MediumImportance
Victoria
Park
Albert
Park
Cook Street
W
ellesley Street
Victoria Street
H
o
b
s
o
n
S
t
r
e
e
t
A
lb
e
r
t
S
t
r
e
e
t
Q
u
e
e
n
S
t
r
e
e
t
B
e
a
c
h
R
o
a
d
A
n
z
a
c
A
v
e
n
u
e
Fanshawe Street
Myers
Park
N
e
ls
o
n
S
t
r
e
e
t
Quay Street
M
ayo
ra
l D
r
iv
e
Custom
s Street
134 Appendix A
Cycling
The east west corridors within the
city centre provided an important
function in terms of providing
connections for cyclists travelling
to and from key attractions within
and external to the city centre.
In terms of cycle specifc facilities within the key
east-west corridors, there are currently only limited
provisions as follows:
Cycle lanes on Wellesley Street between
Kitchener Street and Princess Street
Shared bus/cycle lanes on sections of
Fanshawe Street and the southern side of Quay
Street
Shared pedestrian/cycle facilities on the
northern side of Quay Street
Advanced cycle stop lines at a number of
signalised intersections along Victoria Street,
Customs Street, Quay Street and Wellesley
Street
Cycle parking is currently provided at key demand
areas in the vicinity of the east-west corridors, such
as Aotea Square, Britomart, Queen Street, Lorne
Street, High Street, Wynyard Quarter and Elliot
Street.
135
Appendix A
136 Appendix A
Heavy Rail
The Britomart Rail Station housed
within the Britomart Transport
Centre on Queen Street is the only
rail station located within the city
centre area. Due to its location
within the harbour edge area, it
predominantly serves the northern
end of the city centre.
The morning peak rail patronage into the city centre has increased signifcantly within the past 25
years with the 2011 patronage recorded to be 5,600 passenger trips during the morning peak period.
While this growth in rail patronage is signifcant, it is important to recognise that this level of use still
only represents a quarter of the level of patronage achieved by bus travel into the city centre.
Waitakere Swanson Ranui Sturges
Road
Henderson Sunnyvale Glen Eden Fruitvale
Road
New Lynn Avondale Mt Albert Baldwin
Avenue
Morningside Kingsland
Eden Park
Mt Eden Grafton
Remuera Sylvia Park
Panmure
Manukau
Glen Innes
Meadowbank Orakei
Greenlane
Ellerslie Racecourse
Ellerslie
Westfield
Penrose (3)
Mt Smart Stadium
Te Papapa
Onehunga
Otahuhu Middlemore Papatoetoe Puhinui Homai Manurewa Te Mahia Takanini Papakura Pukekohe
BRITOMART
Transport Centre
Newmarket
Penrose (1&2)
Mt Smart Stadium
F F F F
F
F
F
F
F F F F
F
F
F
F
F
F
KEY
Eastern Line
Southern Line
Western Line
Onehunga Line
Transfer station for bus services
to Auckland Airport
Train Interchange Station
Fare Stage
Note: a 2 Stage fare applies
between Papakura and Pukekohe
F
F

22

8.4 Rail Network and the City Rail Link
The rail network best serves longer distance trips to the city centre, supported by a comprehensive
bus network. Following substantial investment, train patronage into the city centre has grown
substantially in recent years to approximately 5,600 passengers in the morning peak period. The
planned electrification of the Auckland rail network will allow further passenger growth by providing
capacity fast, reliable journeys at 10-minute frequencies. The Britomart transport centres capacity
for trains will be reached in early 2012, utilising new larger electric trains will extend this capacity for
another 12 years.

Figure 7 Changes in rail patronage into city centre during AM peak period

Expected population and economic growth in the city centre and across the region needs to be
supported by a comprehensive, high quality public transport system. Of highest strategic
importance is the completion of the City Rail Link (CRL) - a key requirement for the ultimate
development and attractiveness of the city centre, as well as unlocking the potential of the regional
public transport system. The CRL will allow considerable reductions in rail travel time across the
network to and from the city centre as shown below.

In recent consultation, Auckland Council has received overwhelming public support for the CRL, and
the CRL is the foremost transformational project in the first decade of the Auckland Plan. The CRL
would allow rail services to provide direct access to the heart of the city centre at between 3 and 5
minute intervals at peak periods, which overseas experience shows results in job creation and urban
development around the new train stations within ten years of the commencement of services.

The position of the Britomart Rail Station in context of the Auckland rail network is shown below.
137
Appendix A

22

8.4 Rail Network and the City Rail Link
The rail network best serves longer distance trips to the city centre, supported by a comprehensive
bus network. Following substantial investment, train patronage into the city centre has grown
substantially in recent years to approximately 5,600 passengers in the morning peak period. The
planned electrification of the Auckland rail network will allow further passenger growth by providing
capacity fast, reliable journeys at 10-minute frequencies. The Britomart transport centres capacity
for trains will be reached in early 2012, utilising new larger electric trains will extend this capacity for
another 12 years.

Figure 7 Changes in rail patronage into city centre during AM peak period

Expected population and economic growth in the city centre and across the region needs to be
supported by a comprehensive, high quality public transport system. Of highest strategic
importance is the completion of the City Rail Link (CRL) - a key requirement for the ultimate
development and attractiveness of the city centre, as well as unlocking the potential of the regional
public transport system. The CRL will allow considerable reductions in rail travel time across the
network to and from the city centre as shown below.

In recent consultation, Auckland Council has received overwhelming public support for the CRL, and
the CRL is the foremost transformational project in the first decade of the Auckland Plan. The CRL
would allow rail services to provide direct access to the heart of the city centre at between 3 and 5
minute intervals at peak periods, which overseas experience shows results in job creation and urban
development around the new train stations within ten years of the commencement of services.

Light Rail
The Wynyard Quarter is home
to the Auckland Dockline Tram
service.
This tram service uses heritage trams and
operates along the 1.5km long circuit between
J ellicoe Street, Hasley Street, Gaunt Street
and Daldy Street. The trams operate daily at a
frequency of 8-12 minutes between 10am to 5pm.
While the Dockline Tram service provides
the reintroduction of light rail type services to
Auckland, as outlined in the Waterfront Plan, it
should be recognised that this system is not a
core part of the public transport system, but rather
serves as a tourist activity. Consideration is being
given to more high quality and extensive light rail
provisions and this is discussed further elsewhere
in this report.
138 Appendix A
Buses are currently by far the
dominant form of public transport
in Auckland with over 3 million
bus patronage recorded in the
twelve months to February 2012.
At present over 23,000 people
travel into city centre each day.
This diagram emphasises the strategic importance
of Fanshawe Street to the citys public transport
network. Fanshawe Street is the southern (city) end
of the Northern Busway, which effectively functions
as the North Shores equivalent to a rail line. As
such, Fanshawe Street is the busiest point of entry
into the city centre for bus passengers, carrying
over 8,000 bus passenger trips during peak periods.
The diagram also demonstrates the important role
of Customs Street, which facilitates connections
into the Britomart and Queen Street areas from
Fanshawe Street to the west and Symonds Street
and Beach Road to the east.
Some bus services are also spread over both
Victoria and Wellesley Street, but these corridors
currently play a lesser role in the network than
either Fanshawe Street and Customs Street or the
major north-south bus corridors (Albert Street and
Symonds Street).
Buses
139
Appendix A
Existing bus lane provisions within the city centre are summarised in the graphic above.
As shown, of the key east-west corridors, only Fanshawe Street and to a lesser extent
Quay Street currently have any specifc bus lane provision.
The vast majority of these bus stops across the city centre are located
within kerbside lanes, and are typically located adjacent to on-street
parking, loading bays and turning lanes. The quality of the stops is variable,
but shelters and real time information systems are generally provided in
most instances.
Existing Bus Lanes
Existing Bus Stops
140 Appendix A
Ferries
The Auckland Downtown Ferry
Terminal is located on Queens
Wharf, off Quay Street and in the
vicinity of the Britomart Transport
Centre.
The ferry terminal provides services to and from
Birkenhead, Northcote Point, Bayswater, Devonport,
Pine Harbour, Gulf Harbour, Stanley Bay, Waiheke
Island, Half Moon Bay, West Harbour, Rakino Island
and Hobsonville/Beach Haven.
The key pedestrian access between the city
centre and the ferry terminal is provided across
Quay Street through to Lower Albert Street and
Queen Street. Taxi stands are also provided on the
southern side of Quay Street and within Queens
Wharf in the vicinity of the ferry building.
The ferry patronage to and from the city centre
has seen a modest increase over the past quarter
century. As of 2011, the ferry patronage into the
city centre was approximately 3,600 trips during
morning peak period, with the majority of these trips
originating from Devonport and Waiheke Island.
A diagram showing the ferry terminal location with
respect to the downtown area, as well as service
destinations is shown in the diagram opposite.

24

8.5 Future ferry network and infrastructure
Given the much greater emphasis on the waterfront for higher quality pedestrian-focussed
infrastructure, there appears to be benefit in improving the water-based public transport services
which are located in those areas. Ferry patronage into the city centre has remained relatively stable
in recent years, at approximately 3,650 ferry passengers in the morning peak period. In 2011 all
ferry terminals registered increases in patronage, with significant ferry patronage increases coming
from Pine Harbour (up 44 per cent), Half Moon Bay (up 35 per cent) and Bayswater (up 24 per cent).

Figure 9 Changes in ferry patronage into city centre during AM peak period

The long term role for ferries in Auckland is to be an integral part of the public transport network
and to play targeted role providing direct services between selected coastal communities and the
city centre. Traditionally, many of these communities have a strong affinity with the city centre for
employment and recreational purposes. Moreover, these areas are not easily competitively serviced
by traditional land based public transport modes and, with supportive land use strategies in those
communities, this link can be strengthened.

Aucklands ferry services carry around 4.5 million passenger trips each year, provide the main
transport link to the Hauraki Gulf Islands for passengers, goods and vehicles, and play a key role in
Aucklands tourist industry. Ferry patronage could reach 6.6 million by 2016 if proposed service and
infrastructure investment is made, although this is dependent on sufficient funding being available.
The highest priority has been identified as the Downtown Ferry Terminal development, including
provision for expansion. With the exception of a new service and terminals for Hobsonville and
Beach Haven, in the short term growth will largely be achieved by improvements to existing services
and facilities at a lower overall cost.

141
Appendix A
P
i
e
r

2

P
i
e
r

1

Gulf Harbour
Stanley Bay
West Harbour
Pine Harbour
Rakino Island
Waiheke Island
Half Moon Bay
Birkenhead
Northcote Pt
Bayswater
Devonport
Half Moon Bay
Pedestrian Movement
to/from the ferry terminal Britomart Transport
Centre
Ferry terminal and services
142 Appendix A
Traffc
All key east-west corridors
considered within this study
currently have a relatively high
traffc function.
This high traffc function is a refection of the
historical focus on providing for traffc demands,
as well as providing for previous road hierarchy
classifcations, with the Auckland Council Plan (City
Area Section) classifying Quay Street, Fanshawe
Street and the western ends of Cook and Victoria
Streets as Regional Arterial Roads and the other
key east-west corridors as District Arterial Roads.
Traffc volumes
Based on available traffc count and modelling data, the approximate traffc volumes on each of these key
east-west corridors have been compiled and are summarised as follows:
Name Daily traffc volumes (vpd)
Quay Street 20,000 - 30,000
Fanshawe Street 30,000 - 35,000
Customs Street 23,000 - 26,000
Beach Road 18,000 - 20,000
Victoria Street 10,000 - 16,000
Wellesley Street 7,000 - 15,000
Mayoral Drive 11,000 - 16,000
Cook Street 10,000 - 16,000
Through movement
In addition to local access within the city centre, the east-west corridors provide connectivity for through
movements travelling between destinations to the west and east of the city centre. In order to obtain some
understanding as the level of through traffc using these corridors, analysis has been undertaken of model
outputs from the CBD Saturn model.
Model outputs for 2010 suggest that Quay Street and Fanshawe Street provides the greatest level of
through movement, at up to approximately 400 vehicles over the two hour peak (or up to 15% of the total
traffc volumes on these roads. Some through movement is also evident on Customs and Beach Road, but
to a lesser extent than Quay Street and Fanshawe Street. These model outputs also suggest that the more
southern east-west corridors (Victoria Street, Wellesley Street, Mayoral Drive and Cook Street) accommodate
only a negligible level of through traffc.
143
Appendix A
Freight
The Ports of Auckland is of signifcant economic
importance to both Auckland and New Zealand,
with an annual turnover of over $20 billion, and is
located towards the eastern edge of the study area.
It is a primary generator of freight activity in the
vicinity of the city centre.
In terms of land transport, access to the port is
obtained via both Quay Street and Tamaki Drive.
From these access locations, port related freight
Over-dimension routes
The study area also includes a number of NZ
Transport Agency classifed over-dimension routes.
These routes are summarised in the diagram
adjacent.
In terms of east-west corridors, the only over
dimension routes are Fanshawe Street/ Customs
Street/ Beach Road route, and Quay Street east of
Britomart Place. The future direction and form of
these particular corridors should ensure that over-
dimension route functions are not compromised.
Over dimensional routes

principal heads towards State Highway 16 (The
Shard) before continuing to the wider road network.
While port-related freight therefore generally avoids
the city centre itself, Quay Street East remains an
important east-west freight connection.
In terms of non-port related freight, the city centre
also accommodates local freight, deliveries and
servicing related to commercial activities. These
local freight movements are important to the
economic effciency and performance of the city
centre.
144 Appendix A
P
Parking & Loading
The existing parking provisions
within Auckland city include on-
street parking, parking buildings
(including open-air car parks),
loading zones and taxi stands.
A number of council and private owned parking
buildings/open air car parks are provided within
the core of the city centre. Key car park buildings
include Civic Car Park, Downtown Car Park, Victoria
Street Car Park and Fanshawe Street Car park.
On-street parking and loading zones are provided
along most streets within the city centre with
majority of on-street parking found on Nelson Street,
Hobson Street and Wellesley Street. Taxi stands
are provided at various locations on Quay Street,
Customs Street, Hobson Street, Wyndham Street,
Mayoral Drive and Queen Street.
These parking and loading areas are summarised
in the diagram over.
145
Appendix A
Existing parking provisions within the study area

Existing Parking Provisions Within the Study Area
146
Appendix B
B
148 Appendix B
Future context
B1
149
Appendix B
Introduction
As part of Aucklands vision to be
the worlds most liveable city,
a comprehensive set of planning
documents and strategies have
been prepared, that will have a
signifcant impact on the form and
function of the city centre over the
next 30 years.
These strategies include the following:
Auckland Plan
City Centre Masterplan 2012
Waterfront Plan 2012
Integrated Transport Programme 2012 -2041
Auckland Regional Public Transport Plan
Waitemata Local Board
These documents and policies are a signifcant
driver for the CEWT study, and are discussed in turn
within the following section of this report.
150 Appendix B
Auckland
Plan
The Auckland Plan, adopted
in March 2012, provides the
strategic direction for Aucklands
development and infrastructure.
The Auckland Plan includes six transformational
shifts, listed as follows:
Dramatically accelerate the prospects of
Aucklands children and young people
Strongly commit to environmental action and
green growth
Move to outstanding public transport within one
network
Radically improve the quality of urban living
Substantially raise the living standards for all
Aucklanders and focus on those most in need
Signifcantly lift Maori social and economic
wellbeing
Of these transformational shifts, the need for
outstanding public transport is particularly relevant
to this study given its transport focus, and the
placement of public transport within one of only
six key moves underlines its critical important in
achieving the vision for Auckland.
Those transformational shifts relating to green
growth and quality urban living are also key
drivers for the study, and promote the need to give
appropriate consideration to active travel modes
and amenity provisions.
In terms of transport, three of the fve Auckland
Plan targets relate to use and accessibility of public
transport (the others being reducing congestion on
strategic freight network and reducing road crash
injuries). The Auckland Plan also outlines the need
to manage Aucklands transport as a single system,
and one that achieves the appropriate balance
between movement and place functions.
The Auckland Plan also identifes the City Rail Link
(CRL) as the foremost transformational project
of the next decade. The transport and place-
shaping implications of the CRL are also discussed
elsewhere in this report.
151
Appendix B
City Centre
Masterplan
2012
The Auckland City Centre
Masterplan sets the direction for
the future of the city centre as the
cultural, civic, retail and economic
heart of the city for the next 20
years.
This document outlines the opportunities and
challenges for the city centre, and key guiding
factors for development. It also outlines eight
transformational moves that aim to transform the
city centre and enable it to successfully contribute to
Auckland becoming the worlds more liveable city.
Factors guiding future city centre
development
The Masterplan outlined a number of factors
that will defne Auckland city centres further
development, and are comprised of the following:
1. Changing economic picture
2. Access to and within the city centre
3. Inclusiveness and child-friendly city
4. Value of open space
5. Public life
6. Strengthening the quarters
7. Quality built form
8. The importance of heritage
9. Progressing sustainability
10. Celebrating our culture
Factor 2 of the Masterplan (Access to and within the
City Centre) sets out guiding principles, changes
and goals for the transport environment to and
within the city centre. A summary of this discussion
is provided overleaf.
CCMP Cover Print .indd 1 17/07/12 4:35 PM
152 Appendix B
lundamenta| changes in uture city centre trave| patterns and demands wi|| reect that wa||ing is the dominant mode o movement within
the city centre, providing a major opportunity to dramatically enhance the liveability and success of the city centre. At the same time it
is important to maintain a focus that will allow multi-modal accessibility to the city centre, so that businesses can thrive and grow. The
existing transport network within the city centre and across the region will need to be enhanced to achieve these changes.
FACTOR 2:
ACCESS TO AND WITHIN THE CITY CENTRE
P
U
B
L
I C
T
R
A
N
S
P
O
R
T
RR
T
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E
M
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A
K
P
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R
I
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D
7
-
9
A
M
>
7
0
,
0
0
0
T
R
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I C
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G
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R
I
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D
7
-
9
A
M
>
1
3
0
,
0
0
0
T
R
I
P
S
2
0
2
1
0
0
2
0
4
1
3
3
,
5
0
0
2
6
,
0
0
0
555
000
000
000
3
4
,
0
0
0
GROWING
PEAK PERIOD
TRIPS TO THE
CITY CENTRE
5
0
0
0
3
6
5
0
2
3
,
0
0
0
4
1
,
0
0
0
4
5
0
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2
6
, 0
0
0
M
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S
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M
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E

S
H
A
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E
50
AC_BEU_CCMP_1_INTRO_FD.indd 50 20/07/12 11:46 AM
153
Appendix B
As outlined by the Masterplan, over the next thirty
year period it is expected that the number of
morning peak period trips into the city is expected to
approximately double, from 70,000 to 130,000 trips
during the 7-9am period. The existing and future
mode share patterns for these trips are summarised
in the graphic over page.
As shown, it is intended that private vehicle use
will remain relatively static over the next 30 years,
and consequently the uplift in trips will need to be
accommodated by public transport, cycling and
walking.
In terms of public transport, the completion of the
City Rail Link will unlock a fvefold increase in the
use of rail for access to the city centre. Despite this,
bus services will continue to provide the greatest
contribution to public transport, and at 41,000 trips,
represents the single greatest form of vehicular
travel to the city centre.
Cycling is also targeted as a mode of travel requiring
considerably increased use. To facilitate this, a step-
change in cycling provision will be required.
What is not clearly illustrated within the diagram
is the paramount importance of pedestrians within
the city centre. All public transport users and many
private vehicle users become pedestrians as they
undertake connections between bus stops/ car
parks and their places of employment or other fnal
destinations. In addition to access, the increased
residential activity within the city centre will generate
further demands on pedestrian access and amenity
within the city centre. The Masterplan places
signifcant emphasis on improving the provision
for pedestrians and place-making opportunities on
and along the city centres streets as the primary
public spaces. For major routes such as the east-
west corridors that are the subject of this study,
this is a signifcant shift from the way these streets
function currently to emphasise vehicular through
movement.
Transformational Moves
To unlock the vision and intended outcomes
for the city centre, the Masterplan outlines
eight transformational moves. These moves
are summarised below, with key elements then
discussed in turn.
Harbour Edge Stitch Uniting the waterfront
with the city centre
The East-West Stitch Connecting the
western edge of the city to the centre
The Engine Room Queen Street valley, the
CBD and retail district
Innovation Cradle Nurturing the innovation
and learning cradle
City Rail Link New public transport stations
and development opportunities at Karangahape
Road, Newton and Aotea Quarter
The Green Link Connecting Victoria Park,
Albert Park and Auckland Domain with the
waterfront as part of a blue-green network
City to the Villages Connecting the city and
the fringe
Water City Revitalising the waterfront
The Harbour Edge Stitch and Water City
transformational moves are particularly important to
the CEWT study, providing a clear strategic direction
to improve the pedestrian experience along and
across Quay Street, Customs Street, Beach Road
and Fanshawe Street that are regarded as major
movement barriers between the city centre and the
waterfront.
Likewise, the East-West Stitch, Green Link and City
Rail Link provide some clear strategic drivers and
visionary outcomes for the future transformation of
Victoria and Wellesley Streets.
154 Appendix B
Waterfront
Plan 2012
The Waterfront Plan sets out the
vision and goals for Aucklands
city centre waterfront.
The fve stated goals of the Waterfront Plan are:
A blue-green waterfront
A public waterfront
A smart working waterfront
A connected waterfront
A liveable waterfront
These goals are key drivers for the CEWT Study, and
particularly inform requirements for the east-west
corridors in the vicinity of the harbour edge (Quay,
Customs and Fanshawe Streets and Beach Road).
The Waterfront Plan also sets out short, medium
and long-term initiatives intended to transform and
revitalise this part of the city centre. A signifcant
number of these initiatives relate to the Wynyard
Quarter, and the travel and land use needs for this
area of change are an important infuence on the
CEWT Study.
As also outlined within the City Centre Masterplan,
the Harbour Edge Stitch is another key initiative, as
is the requirement for a fast, frequent, high-capacity
and low impact transit service between Britomart
and the Wynyard Quarter.
In relation to the east-west corridors, the Waterfront
Plan introduces the notion of a multi-modal urban
boulevard along Fanshawe Street, Customs Street
and Beach Road, combining public transport, cross-
town vehicular traffc and a good quality pedestrian
environment along and across the street, of a high
quality but different character to the harbour edge
streets to complement the desired reduction in
traffc fow on Quay Street.
Other key projects identifed in the Waterfront Plan
relevant to the CEWT Study include:
Daldy Street Linear Park, particularly the
requirement for a high quality pedestrian
connection across Fanshawe Street to Victoria
Park
Quay Street and Admiralty Steps reinforcing
the City Centre Masterplan
Queens Wharf future improvements to public
space, cruise facility and passenger ferry
services to the north of Quay Street
Captain Cook and Marsden Wharves potential
redevelopment as part of the publicly accessible
waterfront
155
Appendix B
Waitemata Local Board Plan 2011
The Waitemata Local Board Plan,
which includes the Auckland city
centre, sets out the aspirations
for the area, as well the following
priorities.
An attractive, high-quality built environment that
embraces its heritage
Connected, healthy transport options
Strong, vibrant, engaged communities
Places for people
An innovative economic hub
Respecting and enhancing natural environments
All of these priorities are key drivers in terms of
shaping the preferred direction for the east-west
corridors.
YOUR VOICE
FOR YOUR
COMMUNITY
156 Appendix B
Integrated Transport
Programme 2012 - 2041
Aucklands Integrated Transport
Programme sets out the 30 year
investment programme to meet
the regions transport priorities.
The primary purpose of the Integrated Transport
Programme is the coordination of the investment
and activities of the transport network providers
to ensure the growth and development needs of
Auckland is effectively and effciently met.
The six objectives of the Integrated Transport
Programme are as follows:
Better use of transport resources to maximise
return on existing assets
Aucklands transport system moves people and
goods effciently
Increased access to a wider range of transport
choices
Improved safety of Aucklands transport system
Reduced adverse environmental effects from
Aucklands transport system
Aucklands transport system effectively connects
communities and provides for Aucklands
compact urban form
These Integrated Transport Programme objectives
provide a strong directive in terms of the outcomes
required to be delivered by the study fndings.

157
Appendix B
Auckland Regional Public
Transport Plan
The Auckland Regional Public
Transport Plan sets out the proposed
public transport services for the
Auckland region over the next 10
years.
The current regional network is considered to be
complex, with over 400 different route variations, many
of which are infrequent, long and indirect. In order to
achieve the transformational shift in public transport
required by the Auckland Plan, the Regional Public
Transport Plan therefore proposes a new service network
that provides a simpler, more connective network
(approx. 130 routes).
The new service network would involve an all day
frequent service network consisting of rapid, frequent and
connector services supported by local, peak only and
targeted services. In comparison to the existing direct
service network, the proposed will provide fewer routes
at higher frequency with high quality interchange facilities
to provide effcient public transport services.
Auckland
Regional Public
Transport Plan
2013
158 Appendix B
Future land use
change
B2
159
Appendix B
FACTOR 1:
CHANGING ECONOMIC PICTURE
THE CITY CENTRES ECONOMIC PICTURE IS EXTREMELY DYNAMIC AND EVER-CHANGING, INFLUENCED BY MACRO GLOBAL AND NATIONAL CIRCUMSTANCES AS MUCH
AS BY LOCAL ISSUES. CURRENT ECONOMIC FACTORS SPECIFIC TO THE CITY CENTRE AND UNDERPINNING THE MASTERPLAN STRATEGY ARE SUMMARISED IN THE
TABLE AND DISCUSSED IN DETAIL ON THE FOLLOWING PAGES.
ECONOMIC PICTURE IS EXTREMELY DYNAMIC AND EVER-CHANGING, INFLUENCED BY MACRO GLOBAL AND NATIONAL CIRCUMSTANCES AS MUCH
S. CURRENT ECONOMIC FACTORS SPECIFIC TO THE CITY CENTRE AND UNDERPINNING THE MASTERPLAN STRATEGY ARE SUMMARISED IN THE
SED IN DE DDDDDDDDDDDDDD TAIL ON THE FOLLOWING PA PP GES.
2012
ECONOMIC
PICTURE
Aotea Quarter risks being
HOLLOWED OUT
Infrastructure carves up
the city centre
CREATING
ISLANDS OF
ACTIVITY
CENTRE OF
GRAVITY
is moving towards
the Harbour Edge and
Britomart
42
43
ECONOMIC
PICTURE
2022
PORT
ACTIVITY
migrates east from
central wharves
LANDMARK EAST-WEST
HARBOUR BOULEVARD
welcomes visitors to the city
THE DUMB-BELL EFFECT:
Harbour Edge and Engine Room consolidated
as commercial hubs. Aotea is energised as civic
and cultural hub, assisted by new CRL station.
The retail offer orientated around Queen
Street and the laneway circuit. Two areas (the
weights) are connected by Queen Street (bar).
ISLANDS OF
ACTIVITY
CONNECTED
- latent opportunity realised
160 Appendix B
Future land
use change
Key precincts and areas within the city centre that are
likely to be subject to signifcant transformational land
use change are identifed in the adjacent diagram.
These areas are precinct based and take into account
the ARC3 Commercial and Residential Future Growth
Modelling that underpins the City Centre Future
Access Study (2012) as well as signifcant planned or
well understood potential development opportunities
that will bring transformational or signifcant land use
change to that part of the city centre.
Further areas of change, where there are high levels
of development potential in areas that are already
very dense and well established, such as the CBD
core and the Learning Quarter, are identifed as
secondary areas of change where the outcomes are
less transformational and more business as usual.
While there is undoubtedly signifcant development
potential remaining in parts of the Engine Room,
Aotea Quarter and Learning Quarter, the degree
of change is characterised as being moderate
rather than signifcant. Change in these areas is
regarded as being business as usual given that any
change will be continuing the pattern of incremental
increases in development and activity over time rather
than the more comprehensive, wide-ranging and
transformational land use change likely to occur in the
areas highlighted as signifcant.
LAND USE CHANGE
REFERENCES
The following areas are considered to undergo the highest
degree of future land use change (signfcant changes in
activity as well intensifcation):
Signifcant comprehensive redevelopment of mixed use
precincts across the Waterfront (Wynyard
Quarter, Quay Street blocks (Downtown West, Britomart
Precinct) and the Central Wharves
Continued development of the western offce precinct in
the Victoria Quarter between Fanshawe and
Wellesley Streets
Signifcant future development opportnuties of large
landholdings of underutlitised land in the Victoria
Quarter between Wellesley and Union Streets (most
likely for predominantly residential uses)
Future development of underutilised land to the west of
Aotea Square fronting Mayoral Drive
Future development of the railway yards in the eastern
part of Quay Park owned by Ngati Whatua o Orakei
Construction of the planned National Convention Centre
on Wellesley Street West
Development of the potential 60 storey residential/
accommodation tower and retail podium on the vacant
Elliot Street site
While there is undoubtedly signifcant development
potential remaining in other parts of the Engine Room,
Aotea Quarter and Learning Quarter in terms of land use
change this is characterised as being moderate rather
than signifcant. Change in these areas is regarded as
being business as usual given that any change will
be continuing the pattern of incremental increases in
development and activity over time rather than the more
comprehensive, wide-ranging and transformational land
use change likely to occur in the areas highlighted as
signifcant.
Desired Outcome/s: 6.1 Higher quality transport infrastructure near areas with ptential for greater density
ARC3 Commercial and Residential Future Growth Modelling
Harbour Edge Initiatves
City Centre Masterplan and City Centre Masterplan Working Papers
AREAS OF SIGNIFICANT LAND USE CHANGE
LI KELY AREAS OF HI GHEST TRANSFORMATI ONAL
LAND USE CHANGE I N PRECI NCT FUNCTI ON AND FORM
AREAS WI TH SI GNI FI CANT DEVELOPMENT POTENTI AL
THAT WI LL LI KELY EXERT A MORE I NCREMENTAL CHANGE I N
PRECI NCT FUNCTI ON AND FORM
WYNYARD
QUARTER
VICTORIA
QUARTER
CENTRAL
WHARVES
QUAY
PARK
LEARNING
QUARTER
AOTEA
QUARTER
CBD
ENGINE
ROOM WEST
FORT
STREET
DOWNTOWN
BRITOMART
PRECINCT
161
Appendix B
Future population and employment change
Key considerations are as follows:
Population is forecast to be densest in the Victoria Quarter, followed by the central part of the CBD
Employment is forecast to be densest in the Queen Street valley, from Wellesley Street through the Harbour Edge
Students attending the Universities in the Learning Quarter and other tertiary institutions elsewhere in the city centre are not part of employment fgures
but account for signifcant additional numbers of people within the city centre;
Overall, the scales for the above plots indicate that even with growth in population within the city centre, it will only have half or the person demand of
employment
Future land use
The following plots provide a summary of the forecast population and employment:
Year 2041 forecast population and employment density
Population Employment
Key considerations are as follows:
Population is forecast to be densest in the Victoria Quarter, followed by the central part of the CBD
Employment is forecast to be densest in the Queen Street valley, from Wellesley Street through the Harbour Edge
Overall, the scales for the above plots indicate that even with growth in population within the city centre, it will only have half of the person demand of
employment
In terms of land use and transport provision, the above analysis suggests the following:
Bus operations on Victoria Street would provide closer access to the key employment areas than Wellesley (which is more on the fringe of the high
density area)
Similarly, the positioning of a linear park on Victoria Street would also allow it better connection to the higher density employment and population
areas
Formatted: Space Before: 6 pt, No
bullets or numbering
The following plots provide a summary of the forecast population and employment for year 2041.
162 Appendix B
Future major
projects
B3
163
Appendix B

Relevant
major
projects
A number of transport and place-
making projects are particularly
signifcant drivers of change for
the east-west corridors. Further
details on a number of these
projects are provided overleaf.
164 Appendix B
Future transport
projects
B3.1
165
Appendix B
City Rail Link
The Auckland Plan has targeted
a doubling to public transport
trips between 2012 and 2022, of
which it would be expected that
rail would be a major contribution.
The completion of the City Rail
Link in particular will be a major
step change in use of rail as a
travel mode.

The route and station locations of the City Rail Link
are shown in the adjacent diagram.
As shown, three new rail stations will be provided
along the new link in the vicinity of Aotea Centre,
Karangahape Road and Newton. Importantly this new
section of network will allow the existing Britomart
station to be transformed into a through station.
Of these new stations, the requirements and effects of
Aotea Station will be particularly relevant to the study,
being located between Wellesley and Victoria Streets.
To give an appreciation to the extent of this stations
impact on its surrounds, APT modelling suggests that
by 2041 the demand at Aotea Station could reach
10,550 person exits and 2,350 person entries.
166 Appendix B
New public
transport
network
Within the city centre, the
Regional Public Transport Plan
proposes involve altering to
the existing network to focus
movements on a smaller number
of bus corridors.

The potential bus network within the city centre is
shown in the adjacent diagram.
Initial proposals involve the use of two core north-
south routes (Symonds Street/ Anzac Avenue
and Albert Street). Two core east-west corridors
(Fanshawe/ Customs Street and Wellesley Street)
are also proposed for used and a key aspect of the
CEWT Study is to further examine the operation
of east-west bus operations along these (and
potentially other or alternative) corridors.
167
Appendix B
Future cycle
network
A comprehensive cycle network is
proposed for implementation by
2030. Within this network, Quay
Street and Beach Street will form
part of the cycle highway while all
the remaining east-west routes
will be cycle connectors.

A key part of this network, the proposed Grafton
Gully cycleway will form the eastern section of the
proposed cycle highway by connecting the existing
north-western cycleway on SH16 to the harbour
edge area.
As shown, the Grafton Gully cycleway will
commence at Upper Queen Street, follow the
existing SH16 alignment within Grafton before
connecting to the existing shared footpath on
Beach Road. This project is currently underway and
expected to complete in early 2014.
10
PROPOSED CYCLE NETWORK (BY 2030)
SOURCE: INTEGRATED TRANSPORT PROGRAMME 2012 - 2040
(AUCKLAND TRANSPORT)
NOTE: THIS NETWORK PLAN IS CURRENTLY UNDER DEVELOPMENT
Cycle Highway
Cycle Connector
Cycle Feeder
Possible Future Link
30km
40km
40km
28
Grafton Gully Cycleway
Edge Opportunities
Heritage/Edge Opportunities
Supporting Connections
(pedestrian and/or cycle TBA)
New Parnell Train Station
East Waterfront Access Study
GRAFTON GULLY CYCLEWAY
Auckland Domain
Albert
Park
Victoria Park
S
y
m
o
n
d
s

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
168 Appendix B
Future place-making
projects
B3.2
169
Appendix B
Albert Street Node a unifying shared surface connects the street to the waters edge and the Grand Harbour Stair and Ferry Basin water space. The openness of the paved nodes contrasts with the more densely planted avenue sections of the street
Ferry Building Light Boxes Street Trees Timber Columns Paved Crossing Area Raingarden Light Column 2 3 4 5 6 7
2
3
4
6
7
1
1
5
3
VIEW 3
Quay Street Harbour Edge
Project
The transformation of Quay Street is a key plank of the Harbour
Edge Stitch promoted in both the City Centre Masterplan and the
Waterfront Plan. Both documents show a traffc calmed waterfront
boulevard along the central section of Quay Street that promotes
placemaking over through movement and provides signifcantly
higher quality pedestrian experience moving both along and
across the street.

The Quay Street project brief prepared by
Auckland Council provides the following vision
for Quay Street and the wider Harbour Edge
project:
The harbour edge including Quay
Street: Aucklands front yard; a stunning
people friendly place that connects the
central city, its residents and visitors to
Aucklands maritime identity and waterfront
experiences .
The Quay Street project has Long Term Plan
funding and has been advanced to the stage
of concept design under the joint direction of
the Harbour Edge Group comprising Auckland
Council, Auckland Transport and Waterfront
Auckland.
The concept design conceives Quay Street
as a balanced multi-modal waterfront avenue
that supports movement along the waterfront
as well as north-south movement across it.
This is to be achieved by reallocating more
space for pedestrians while providing for public
transport (bus and/or light rail) and retaining
access for general traffc. The concept design
evaluation as outlined in the Quay Street
Harbour Edge Concept Design Upgrade report
April 2013 recommends a preferred option
with a weighting of 60% space allocation to
pedestrians while providing four traffc lanes to
retain the most fexibility in terms of use of the
space.
170 Appendix B
Linear Park
The City Centre Masterplan put
forward a vision of a linear park
along Victoria Street linking
Albert and Victoria Parks as a key
part of achieving the Green Link
Transformational Move.

The City Centre Masterplan shows a linear park on
Victoria Street as a high amenity green link between
Victoria and Albert Parks. This would provide a very
high quality east-west pedestrian walking route
across the steep midtown part of the city centre
while signifcantly enhancing access to green public
open space to the growing population of offce
workers and city centre residents.
Although design investigations have not been
advanced, preliminary project planning has been
initiated and the central section between Albert
Park and Nelson Street is accorded a 10 Year
Priority Project within the City Centre Masterplan
Implementation Programme with Long Term
Funding of $31.7million. The linear park project has
also been incorporated into the planning of the CRL
project, which proposes to incorporate the principal
entrances to the Aotea Station within the linear park.
171
Appendix B
11
2
1
13 12
3
4
5
10
9
8
7
6
LANEWAY CIRCUIT
LANEWAY CIRCUIT
MARKER BUILDINGS
FACTOR 5: PUBLIC LIFE [CONTINUED]
Q
U
E
E
N

S
T
R
E
E
T
A
L
B
E
R
T
S
T
R
E
E
T
60
Laneway
Circuit
The City Centre Masterplan
seeks to strengthen the narrow
back streets and lanes of the city
centre into a stronger and more
widely identifed laneway circuit.
The circuit is envisaged to offer
an alternative, more intimate,
pedestrian-focused and high
quality walking route to the busier
environs of the big streets.

In particular the laneway circuit would look to
strengthen the role of Federal Street as a High
Street of the West building on the existing narrow
streets, squares, shared spaces and lanes to the
east of Queen Street to provide complementary
walking routes to the east and west of Queen Street
between the Aotea Quarter and the waterfront. The
masterplan also envisages expanding the network
of fne-grain pedestrian spaces into the waterfront
blocks between Quay and Customs Streets,
extending the pattern of the emerging Britomart
Precinct west into the Downtown Blocks as far as
the Viaduct Harbour.
A number of projects under
construction or being designed,
including Fort Street Stage 3,
OConnell Street, High Street and
Freyberg Square, Upper Khartoum
Place, Bledisloe Lane and Federal
Street Shared Space will build
on recently completed projects to
strengthen the laneway circuit.
The notion of the laneway circuit
is also likely to infuence the future
signifcant redevelopment of the
Downtown Blocks, helping to
achieve the Harbour Edge Stitch and
improving pedestrian connections
between Quay and Customs Streets
around Britomart.
The laneway circuit crosses all of
the major east-west streets along
both the western Federal Street and
eastern Lorne/High Street routes.
The ability to improve the pedestrian
crossing experience between laneway
connections to either side of the major
streets will be a key success factor to
realising the potential of the laneway
circuit.
172
Appendix C
C
174 Appendix C
Issues, ideal
outcomes & functional
requirements
C
175
Appendix C
Introduction
A critical part of the study process
was the identifcation of issues
and ideal outcomes for the
study area. These issues and
outcomes were key drivers in the
development of corridor options
and ultimately the preferred
direction.

In addition, an exercise as undertaken to
examination of the functional requirements for
each travel mode across the east-west network.
The purpose of this exercise was to provide a
mechanism by which the basic characteristics
and demands of each corridor could be given
consideration, allowing strategic directions to be
given by core demands rather than pre-existing
assumptions around infrastructure proposals.
The issues and ideal outcomes as well as functional
requirements are discussed in turn
within this section of the report.
176 Appendix C
Issues and ideal
outcomes
In order to establish the issues and ideal
outcomes within the study area, stakeholder
workshops were held specifcally targeted
at this purpose. These workshops were
each attended by over 30 stakeholders
drawn from a wide range of disciplines and
teams across Auckland Council, Auckland
Transport, NZTA and Waterfront Auckland

These workshops were held on 5th December 2012 and 20th
February 2013, with the frst of these focussed on the lower part of
the study area (Wellesley, Victoria and Cook Streets and Mayoral
Drive) and the second on the upper (Harbour Edge) corridors
(Quay, Fanshawe and Customs Streets and Beach Road).
An important element of this process was to identify those issues
and ideal outcomes held by each stakeholder, irrespective of
whether there may be confict or tension between these outcomes.
To aid this, issues and outcomes covered topics of land use/urban
design, pedestrians, cycle, public transport and traffc and parking
were each individually identifed.
Land Use and Urban Design
The east-west network is considered to generally provide an overly
traffc focused emphasis with lack of open spaces/green spaces for
public. Pedestrian provisions are also considered to be inadequate,
with a lack of high quality connectivity between precincts, and
particularly between the city centre and the harbour edge.
The stakeholders also identify a number of signifcant areas of
future development (including Wynyard Quarter, Quay Park, and
the Victoria Quarter), which will have important movement and
place requirements. In addition, impacts of a proposed bus corridor
on Wellesley Street will require careful management to avoid
unsatisfactorily impacting on urban design considerations.
Other key outcomes consisted of facilitating development within
the city centre, such as the Britomart west area and encouraging
land use development in the vicinity of transport assets.
177
Appendix C
Cycling
A key issue relating to cycling is the impact on this
mode of travel of motorised vehicles. In addition,
a number of specifc pinch points, and hazardous
intersections for cyclists were identifed, while the
eastern end of Wellesley Street was indicated to be
particularly poor in terms of providing for cyclists.
Stakeholder identifed outcomes include quality
cycle connections and dedicated cycle routes/lanes
along key road corridors within the city centre which
would provide for both confdent and non-confdent
cyclists. Improved cycle amenities such as cycle
parking and storage were also identifed as desired
outcomes.
Public Transport
The poor quality provisions for public transport were
identifed as a key issue, with a lack of dedicated
bus lanes, bus turnaround and layover facilities,
public transport interchanges and quality passenger
facilities. These issues are further compounded
by other challenges including the steepness of the
topography, bus delays caused by poorly designed
intersections and confict of function within the
Britomart area were also considered major public
transport issues.
Key desired outcomes include improved dedicated
bus facilities along major public transport
corridors as well as improved passenger facilities,
public transport interchanges/terminals and bus
turnaround/layover facilities. In addition, bus service
integration with the proposed CRL stations and
extension of light rail from Wynyard Quarter to the
city centre was also seen as important.
Pedestrians
The poor quality of the existing pedestrian
environment was identifed as a major issue across
the study area. There was a view that streets are
focussed on traffc needs with unsatisfactorily high
pedestrian delays at signalised intersections, and
poor pedestrian crossings and connections between
key destinations. In addition, wide intersections and
pedestrian barriers along heavy traffc routes such
as Fanshawe, Nelson and Hobson Streets were
also identifed as particularly problematic.
A key desired outcome expressed by workshop
participants was that pedestrians should be the
highest priority across virtually all city centre streets.
Traffc and Parking
The key issues identifed include underutilised
capacity of minor streets and the state highway
network for cross city travel. The impact of proposed
pedestrian streets, impact of future harbour crossing
and constrained traffc routes were identifed as
other areas of concern
Overall, the key outcomes for traffc were identifed
are being to reduce the level of through traffc but
maintaining connectivity across the city centre.
In terms of parking, the desired outcome is for city
centre parking to be located on the periphery rather
than the CBD core and also focussed towards short
term rather than commuter needs.
Summary Diagrams
The stakeholder feedback for each of these topics
has been summarised graphically within diagrams
presented in the following sections of this report.
For reference the issues are shown in a darker
shade of colour while the ideal outcomes are shown
in a lighter shade of colour.
178 Appendix C
Land use and urban design issues and overarching goals
P
U
U
U
Planning
Provide a
glitzy inner city
street environment
on CustomsStreet
with wide footpaths,
PTpriority and
traffc
Uncertainty
around Quay
Park and
disconnect
to Parnell.
The port should
be considered
a key driver of
movement along
The Strand to the
motorway
Development
incentives
to encourage
development around
the proposed CRL
stations.
Constrained
environment
with water edge
and buildings.
Optimisation
of quality parks
to leverage
investment/
density.
KEY
Issues

Ideal Outcomes/ Aspirations
Proposed CRL Route
Proposed CRL Stations
Under utilised spaceswithin city
Constrained Environment
Potential Development Area
More
reclamation to
extend the public
land realm
further to the
north
Development
of Victoria
precincts(e.g.
more laneways
etc
GENERAL NOTES
Issues:
- Lack of connectivity between precincts.
- Impactsof potential development within the Quay
Park area, Victoria Quarter and Wynyard Quarter
should be taken into account.
- Spread of growth away fromkey transport
investments.
- Lack of open spaces/green spaces(e.g. placesto
rest, placesto play).
Aspirationsand ideal outcomes:
- Quality design/public realmshould be provided.
- Improved connectionsto precinctswithin the city
(e.g. - waterfront) should be provided.
- Increase in inner city residentsand workers/students
within the city.
- Stronger Unitary Plan ruleson location and typesof
car parking.
- Better use of roof topsto provide destinationsfor
recreation and play.
- Provision for public amenity such astoiletsto be pro-
vided at set locations(e.g.- on street edgesof private
properties, PTstops, public through routessuch as
lanewaysetc.).
- Consider land use inconjunction with transport.
Victoria
Park
Albert
Park
C
o
o
k Street
W
ellesley Street
Victoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
Q
u
ay Street
C
u
stom
s Street
B
e
a
c
h
R
o
a
d
A
n
z
a
c

A
v
e
n
u
e
Fanshawe Street
Myers
Park
N
e
l
s
o
n

S
t
r
e
e
t
Parking buildings
on prime real
estates
U
M
a
y
o
r
a
l
Drive
Change in use/
function within
the waterfront area
currently used by the
port could infuence
movement.
179
Appendix C
Urban Design
KEY
Issues

Proposed CRL Route

Pedestrian Barrier
North South Links
Proposed TramRoute
Existing TramRoute
Pedestrian focused area
GENERAL NOTES
Issues:
- Impacts of climate change (e.g. fooding) on
infrastructure within the harbour edge, reclamation
areas and stormwater drainage need to be
considered.
- The future vision for Customs Street and Albert Street
needs to be understood
- Any proposed changes on Quay Street will have
a knock-on effect on Customs Street and Albert
Street. Therefore a broader network approach should
be taken. Quay Street and Customs Street should be
considered as a single package.
Aspirations and ideal outcomes:
- Wide junctions need to be narrowed and two phase
crossing movements need to be removed to provide
improved public realm for pedestrians.
- As most of Albert Street will be dug up for the CRL,
what is provided on Albert Street following the con-
struction of CRL should be better than the existing.
Victoria
Park
Albert
Park
C
o
o
k Street
W
ellesley Street
Victoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
Q
u
ay Street
C
u
stom
s Street
B
e
a
c
h

R
o
a
d
A
n
z
a
c
A
v
e
n
u
e
Fanshawe Street
Myers
Park
N
e
l
s
o
n

S
t
r
e
e
t
Most intersections
within the city centre
are designed for the peak
commuter period (e.g. large
junctionsto accommodate
heavy vehicles, double
signal cyclesetc.).
Reconnect the
city centre to the
harbour edge with
the use of north-
south links.
A new east-
west link should
be provided
between Lower
Hobson Street and
Britomart Place
Opportunity to
develop change
at Britomart west
development
area.
Improperly marked
BarnesDance type
pedestrian crossings
can be confusing for
the users.
QueensWharf
currently hasa
confict in functions
(drop offs, buses,
pedestrians, cruise
ship servicing, ferry
terminal etc
Cycle and
pedestrian
confict on the
northern side of
Quay Street
Existing light rail is
not useful within the
Wynyard Quarter and
need to be extended to
Britomart, Quay Street
and St Heliers
Signage need to
be provided in the
vicinity of Quay Street/
The Strand intersection
to encourage the use
of motorway asa
bypass
M
a
y
o
r
a
l
D
r
i
v
e
Touriststrying to get
from Sky Tower to
Waterfront are baffed
by Hobson overbridge.
Make physical
improvements
to intersectionson
CustomsStreet and
Fanshawe Street.
Encourage traffc
out of Quay Street
at all intersections
east of Queen
Street
Barnes
Dance type
pedestrian crossing
facilitieson Albert
Street can help
both busesand
pedestrians.
180 Appendix C
*
*
*
*
*
*
*
*
*
*
*
Land Use
KEY
Parksand plazas
Public transport hubs
Key attractions
Pedestrian barriers
Retail Streets
Important pedestrian links
Important busconnections
Opportunity for development
Steep hill
GENERAL NOTES
- 20,000 people now live in city centre. No of resi-
dents/workers/shopperscould double
- A higher proportion of residential growth will gener-
ate lesstransport demand
Location of growth will respond to development
capacity and to transport infrastructure
- Good streetscape environmentspromote apart-
ment living
Street treescan be planted to delineate kerbside
carparking
- Linkagesthrough green spaceswill become more
important.
Should be more emphasison minor streets.
- Function of east to west traffc movements need to
be identifed
- If on-street parking isreduced trip patternswill be
affected by location of carpark buildings
- Vehicle servicing of street frontagestakesup space
- Traffc, PT, pedestrian and cyclist demands change
with time of day and night
- Extremely wide intersectionsfor pedestriansand
challenging topography for cyclistsand pedestrians.
- Other modesof transport (e.g. - Wynyard Quarter
Tramextension) can play a supporting role to rail and
buses. Diesel buseson steep topography not good
Mayoral Drive
createsa
severance issue.
Myers
Park Aotea
Square link
very important for
pedestrians. Need
stronger connections
to K Road and
better visual
cues.
Nelson and
Hobson Streets
now have large
resident population
and connect to
Viaduct, but are
pedestrian hostile
areas.
Wellesley Street
to be used for
commuter busesand
heavier buses. The
impact of thison the
pedestrian environment
along Wellesley Street will
need to be carefully
managed
Linear park on
Victoria Street to
provide a pedestrian
friendly environment
and support green link as
there isan undersupply
of park in the heart of
the city.
Opportunity for
east-west linking
busesfor steep hills
(Revive the FarmersFree
Trolley Bus?). Provide only
non-commuter buseson
Victoria Street Linear
Park
PT hubs
like the CRL
station should
create pleasant
meeting places.
Developer attention
needsto be
focussed on the
hubs
*
*
Victoria
Park
Albert
Park
C
ook Street
W
ellesley Street
Victoria Street
N
e
l
s
o
n

S
t
r
e
e
t
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
ra
l D
riv
e
Myers
Park
181
Appendix C
182 Appendix C
Pedestrians issues and ideal outcomes
Pedestrian
KEY
Issues

Proposed CRL Route
Barrier to Pedestrian Movement
Desired Pedestrian Link
Important Pedestrian Streets
A
pedestrian link
needed between
Lower Hobson
Street to Queen
Street
Poor
pedestrian
environment on
Fanshawe Street
provides diffculty
for pedestrians
to crossit
GENERAL NOTES
Issues:
- Overly wide roadsand vehicle crossingswithin the
city centre are diffcult to cross. In some instances
removal of slip lanes may increase delays and
provide wide roads / intersections.
- Cluttered footpaths provide undesirable pedestrian
environment within city.
- Poor signal phasing (overly long signal cycles) cause
long pedestrian delays.
- Illegible environment.
- Poor quality footpaths in many locations.
- Side street thresholds are needed to prioritise.
- In some instances zebra crossings can be less safe
(pedestrian warrants).
- Most streetswithin the city centre are historically
traffc focused. However there is an increasing need
for more pedestrian priority (better operation during
off peak period. Barnes Dance e.t.c.).
- Zebra crossings should be provided as an initial
solution on all slip lanes with the removal / redesign of
poorly designed slip lanes as the next step.
- Provide a blanket speed limit of 30km/hr within the
entire city centre.
- Fill gaps in shelter/verandas for pedestrians, espe-
cially between PT stops.
- Consistent world-class way of providing PT waiting
spaces.
- Provide no green signal waves particularly on Quay
Street in order to encourage the use of other traffc
routes and control speed through signal phasing.
- Consistent pedestrian treatment at intersections
within the CBD.
- Policy for pedestrian treatments.
- Pedestrian numbers/modelling may help in under-
standing the ideal pedestrian environment required.
However need to make sure that the solutions/
designs are not entirely based on the modelling
numbers.
The current
signal phasing of 3
minutesat Fanshawe
Street/Beaumont Street
intersection isconsidered
excessive. In addition a
pedestrian crossing is
needed on the east side
and the west needsto
be improved.
A signalised
link on Fanshawe
Street from Daldy
Street to Victoria
Park isneeded
A
pedestrian
crossing on the
western arm of
Fanshawe Street/
Halsley Street
intersection is
required.
Large frequent
drivewayson the
south side of Fanshaw
Street prohibit median
treatmentsand pedestrian
environment improvements.
In addition the existing
double leg pedestrian
crossing needsto be
removed
Barriersand
safety issuesfor
pedestrians
Poor
Quality
pedestrian
provision
despite
signifcant
demand
The
motorway
environment on
Nelson Street and
Hobson Street
provide barriersfor
pedestrians.
The existing slip
lane on Britomart
Place approach at the
intersection of Customs
Street and Britomart
Place need to be
removed.
Missing
pedestrian
crossingsat
a number of
intersections
along Customs
Street East
BarnesDance
type pedestrian
crossing facility
maybe required at the
intersection of Customs
Street and Albert
Street
As
Quay Street
should have the
highest pedestrian
priority, provide a
promenade on
Quay Street
Progressively
pedestrianise
Queen Street (e.g.
shared space,
lunch time/
weekend area
etc.)
Highest
possible
quality amenity
should be
provided along
Quay Street
A pedestrian
link between the
Alten Road/Stanley
Street intersection and
the proposed Parnell
train station should
be provided.
Improving
pedestrian
connectionson
minor streetssuch as
Swanson Street and
Federal Street
Undergrounding
of vehicle
movementson
Quay Street
Victoria
Park
Albert
Park
C
o
o
k Street
W
ellesley Street
V
ictoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
Q
u
ay Street
C
u
stom
s Street
B
e
a
c
h

R
o
a
d
A
n
z
a
c
A
v
e
n
u
e
Fanshawe Street
N
e
l
s
o
n

S
t
r
e
e
t
M
a
y
o
r
a
l
D
r
i
v
e
Possible
zebra crossing
on the slip
lane
Desire
to improve
pedestrian
experience on
Albert Street
following the
implementation
of CRL
Redesign and
rationalise
based on actual
traffc volumes
183
Appendix C
Pedestrian
KEY
Diffucult intersections, poor crossings,
slip lanesetc

Poor pedestrian environment
High Pedestrian prioriy nodes
Key pedestrian connections
Require active frontages
GENERAL NOTES
- Pedestrians should be the frst priority in virtually all
city centre streets
- Institute 30km/hr speed limit zone to ensure pedes-
trian safety
- Zebra crossingsacrossall armsof every unsignalised
intersection
- Most footpathshazardous, cluttered and unkempt
(apart fromisolated high-quality streetscape im-
provements)
-Programme quick low-cost improvementsthrough-
out network, using marking paint, asphalt, trees, clut-
ter removal, signal optimisation, etc
- Design for both able-bodied confdent pedestrians
who crossstreetsmid-block and those who need the
formalised protection of crossing places
Improve
connection
between
University and
Albert Park
Retain
strong
pedestrian
focusfor Alfred
Street.
Highest
pedestrian fows
but poor formal
crossingson the
central section of
Wellesley Street
Keep
double phasing
for pedestrians
at Queen Street
intersections. Be mindful
of the need for bus
throughput. Possible
implicationsfor Queen
Street vehicle
access.
No
footpath
along Wellesley
St from Princes
St to Domain
Two CRL
entrancesat
Wellesley Street/Albert
Street intersection will
require BarnesDance
type pedestrian
crossing
Poor
pedestrian
environment
(inactive frontages,
vehicle crossing
irregularities
Remove
cross-footpath
carparking
Opportunity
for early linear
park stage
between Hobson
and Nelson
Street.
The proposed
linear park could be
extended along market
frontage to more western
crossing to Victoria Park
and Daldy St. Avoids
some of the Victoria/
Wellesley confict
High
quality
pedestrian
treatment for
existing retail
frontage and high
pedestrian
fows
Primary CRL
entrance on
Victoria Street will
need improved
pedestrian
facilities
Need
for active
frontageson
Mayoral Drive Provide
a better
pedestrian link
between Myers
Park and Aotea
Square
A new
pedestrian
crossing will need
to be provided on
Kitchener Street, north
of the Victoria Street/
Kitchener Street
interseection
Poor pedestrian
environment high
vehicle speeds,
poor footpathsand
frontages
Remove
exclusive lane
for carpark
access
Victoria
Park
Albert
Park
C
o
o
k Street
W
ellesley Street
Victoria Street
N
e
l
s
o
n

S
t
r
e
e
t
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
ra
l D
riv
e
Myers
Park
184 Appendix C
Cyclists issues and ideal outcomes
KEY
Issues


Hostile Environment for Cyclists
Cyclist Pinch Points
Potential Cycle Connections
Key Cycle Route
Cycle Highway
Cycle
GENERAL NOTES
Issues:
- The need for dedicated cycle facilitieswithin 30km/
hr zonesneed to be investigated.
- Opportunity for minor cycle routesbetween
Victoria Street and CustomsStreet but need further
investigation to ensure their suitability.
- Cycle facilities should provide for both confdent
and non-confdent cyclists separately.
Quay Street and
Tamaki Drive is
considered a key
cycle route.
An alternative
cycle route along
Gaunt Street, Viaduct
Harbour Avenue and the
water edge connecting
to the shared footpath
on the northern side of
Quay Street could be
provided
Competing traffc
and public transport
functionsalong Fanshawe
Street, CustomsStreet and
Beach Road providesa
hostile environment for
cyclists.
Reduction in
footpath width
due to the planned
cycleway may cause
issues, particularly
near Vector Arena
Cycle pinch
pointson Quay
Street
Cycle connections
to cycle highway
could be provided along
Wellesley Street East and
Bowen Avenue/Waterloo
Quadrant and Alten
Road
The
intersection
of Quay Street
and Queen Street
isconsidered asa
confict area for
cyclists
Victoria
Park
Albert
Park
C
o
o
k Street
W
ellesley Street
Victoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
r
a
l

D
r
i
v
e
Q
uay Street
C
u
stom
s Street
B
e
a
c
h

R
o
a
d
A
n
z
a
c

A
v
e
n
u
e
Fanshawe Street
Myers
Park
N
e
l
s
o
n

S
t
r
e
e
t
185
Appendix C
Cycling
Eastern section of
Wellesley Street not
cyclist friendly and no
cycle connection to/
from the domain
Cycle issueson
Wellesley due to the
busdemand.
If cycle
facilities
provided along
the Linear Park, a
busfacility which
accommodates
cyclistswill be
required
Cycle route
towardsthe west of
the city to provide for
residential area on the
south-west end of
Victoria Quarter.
KEY
Hazardousintersectionsfor cyclists
Hazardousroadsfor cyclists
Prefered cycle way
Steep hillschallenging for cyclists
GENERAL NOTES
- Auckland Plan expectsbig increase in cycling.
Requiresbetter cycle facilities
- Cycling facilitiesand safety should be part of all
streets, not just identifed major routes
- Cycle facilitiesshould provide for both experienced
and inexperienced cyclists(lycra/ frockson bikes)
- Cycle parking isrequired at key destinations.
Enforce thisby adding into Unitary Plan resource
consent requirements
- Dedicated cycle facilitiesto be provided on all ACN
(bus) routes
- Council-supported bicycle sharing scheme in the
city centre (London, Paris models)
- East west routesprovidestopography challenges
for cyclists, particularly uphill on Wellesley Street.
Electro-assisted technology may help
- Wide intersectionswith large slip lanesprovide issues
for cyclists.
Victoria
Park
Albert
Park
C
ook Street
W
ellesley Street
V
ictoria Street
N
e
l
s
o
n

S
t
r
e
e
t
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
ra
l D
riv
e
Myers
Park
186 Appendix C
Public transport issues and ideal outcomes
Public Transport
GENERAL NOTES
Issues:
- Quay Street and CustomsStreetsneed to be looked
at together.
- A number of existing traffc signals are considered
unnecessary during off-peak period.
- Too many movement choices provided for vehicles
at intersections.
- Improved connections between buses, trains and
ferriesare required.
Britomart
area is
considered a
confict area as it is
a meeting point for a
number of movements
(e.g. pedestrians,
buses, trains).
There
are
only a few
opportunitiesfor
busturnaround
within the
Britomart area
Fanshawe
Street is
expected to
be a BusRapid
Transit Route
Appropriateness
of the current Air Bus
terminalslocated on
QueensWharf should
be reviewed
A possible light rail
route along Halsley
Street, Gaunt Street,
Beaumont Street, J ellicoe
Street and Quay Street
to St Heliers
Tramscan be
used to enable
pedestrianisation of
Queen Street
Possible PT
interchange
locations
Possible PT
interchange
locations
Potential bus
routes
Potential bus
routes
Need to
ensure that the
proposed interchange
on Fanshawe Street will
not compromise the RTN
function of Fanshawe
Street and SH1/Harbour
Bridge
All day priority
buslanes(possibly
central buslanes) to be
provided on Fanshaw
Street and Customs
Street
The proposed
CRL tunnel could
be expanded to
accommodate
underground bus
services
Victoria
Park
Albert
Park C
o
o
k Street
W
ellesley Street
Victoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
ra
l D
riv
e
Q
u
ay Street
C
u
stom
s Street
B
e
a
c
h

R
o
a
d
A
n
z
a
c

A
v
e
n
u
e
Fanshawe Street
N
e
l
s
o
n

S
t
r
e
e
t
The proposed
light rail could
be continued to
Dominion Road
KEY
Issues

Proposed CRL Route
Confict Area Near Britomart
All Day Priority Bus Lanes
Delay Pointsfor for Public Transport
Proposed Bus Rapid Transit Route
Potential Bus Routes
Possible PTInterchange Locations
Potential Light Rail
Fanshawe
Street to
CustomsStreet
isa high capacity
route operating at
a low speed
Opportunity
for an
interchange at
Britomart which could
provide connection to
intercity buses, Air Bus,
RTN north busand
ferries
Possible
future
rail station
servicing
North Shore
rail line
187
Appendix C
*
*
Public transport
Steep hills
- diffculties in
getting buses
up to Symonds
Street
The existing
intercity coach
terminal ispoor.
Needsto move to
better location
Bus
interchange
(turnaround and
layover facilities)
required near
Fanshawe Street/
Wynyard Quarter
High demand
for PT from North
Shore to University/
AUT.
Poor quality
busstops
Bus
interchange
(turnaround and
layover facilities)
required near
University/AUT
High quality
buspassenger
facilitiesin the
vicinity of proposed
CRL station to cater
for the expected
demands.
KEY
Major passenger facilitiesto
interchange with CRL and with
Albert St busservices
Delaysto buses
Poor passenger facilities
Steep hills creating diffculty getting
busesup to SymondsSt
GENERAL NOTES
- Poor passenger facilitiesat numerouslocations
within the city
- Buslayover facilitiesneed to be replaced/provided
in strategic locations, especially south-west (Aotea
CRL Station) and north-east (Britomart Station).
- Busreliability affectsbuslayover requirementsand
vice versa
- Buslaneson major corridorsneed to allow for pass-
ing busstop bays
- High quality passenger facilitiesneed to be pro-
vided for all bustripsbegining and ending in the city
centre
*
Victoria
Park
Albert
Park
C
ook Street
W
ellesley Street
Victoria Street
N
e
l
s
o
n

S
t
r
e
e
t
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
ra
l D
riv
e
Myers
Park
Right turn
requirement for
buses(if Wellesley
St wasto be used
asa primary bus
route)
Requirement
for consistent
PT performance
on Wellesley Street
and Victoria
Street corridors
188 Appendix C
Traffc and parking issues and ideal outcomes
P
P
P
P
P
P
P
P
P
P
P
P
P
P
Traffc and Parking
GENERAL NOTES
Issues:
- Increasing pressure for loading bays/ parks
(particularly on Customs Street) due to conficts with
bus lanes, clearways and displacement from shared
zones.
- There is no control over pricing and operation of
privately owned car parks
- Provision for taxi parking, bus parking and mobility
parking should be maintained within the study area.
- Public Transport is not available / useable for
everyone (e.g. trades people).
- Effects of future land use developments within the
city centre need to be taken into account (e.g. Sky
City Convention Centre).
- Optimisation of CBD using quick wins e.g.- more
time for east-west movements.
- Speed zone review.
- With the exception of Customs Street, all arterials
within the CBD should have a branching tree effect
asopposed to being crossroutes.
-A similar amount of traffc to the existing will have to
be accommodated in the future. This could be done
through the identifcation of spare capacity and
removal of alternative routes.
- The maximum cycle time at intersections within the
CBD should be limited to 90 seconds.
- Greater specialisation of different roads.
- Defne effciency for all users, not only for vehicular
traffc.
- The streets should be designed for the all day (off-
peak) traffc demand rather than the peak period
demand.
- Signifcant advantages from using parking assets
more effectively. No earlybird parking should be
provided at AT owned car parking buildings
AsSH16 hasspare
capacity during
interpeak periods,
vehiclesshould be
encouraged to use thisas
an alternative route to
bypassthe city centre
Relieve pressure
on the existing
arterialsby using under-
capacity alternatives
like Wyndham St and
Shortland St
Using alternatives
would require two-
waying at northern
endsof Hobson and
Nelson
Severance
issue acrossThe
Strand due to
increase in truck
use.
Custom
Street is
currently close to
capacity and traffc
reductionson Quay Street
will impact on Customs
Street. Thiswill also have
an adverse effect on
public transport on
Custom Street
AsFanshawe Street and
Cook Street are expected
to provide accessto the
proposed Harbour crossing,
implicationsneed to be
understood
At present most
car parksare located
within the central area
of the CBD. It ispreferred
that these car parks
are located at the
periphery
Queen Street
isconsidered a
constrained traffc
route.
Maintain
east-west
connectivity
acrossthe CBD
from the north
to east.
Quay Street is
undesirable for
driving due to its
signal phasing
The Strand
isconsidered
a weak link at
present
Victoria
Street could
retain a traffc
function with
linear park
KEY
Issues

Constrained traffc route
Alternative traffc route options
East West Connectivity AcrossCBD
Existing Parking
Victoria
Park
Albert
Park
C
o
o
k Street
W
ellesley Street
Victoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
r
a
l
Q
u
ay Street
C
u
stom
s Street
B
e
a
c
h
R
o
a
d
A
n
z
a
c

A
v
e
n
u
e
Fanshaw
e Street
N
e
l
s
o
n

S
t
r
e
e
t
Oportunity for
one way pairs
of High Street and
OConnell Street to
relieve traffc from
CustomsStreet and
Queen Street
D
r
iv
e
P
No West
bound off-
ramp to allow
east-west
access
189
Appendix C
P
P
P
P
P
P
P
P
P
P
P
P
P
P
P
Function of
southern end of
Hobson and Nelson
Streetsimpactson
the wider strategic
transport network
via CMJ
Mayoral Drive is
currently a key east-
west traffc route but
conficts with changing
educational land
uses.
Intersection
doesnot let
general traffc travel
westbound on
Wellesley Street
Operate motorway
to allow accessto
destinationson east and
west. Thiswill allow the
removal of through trips
acrossthe city.
Key streets
for harbour
crossing
Maintain east
end of Wellesley
St askey city
access
Maintain west
end of Victoria
St askey city
access
Modify network to
take advantage of
unused capacity on
parallel streets
Traffc and Parking
KEY
Key pedestrian/shared streets
Parking
GENERAL NOTES
- Reduction in capacity on Quay Street and Customs
Street will affect the east-west routesfurther to the
south - Victoria Street, Wellesley Street etc.
- Connectivity acrossthe city needsto be maintained
at low speeds (but not for 15% through traffc).
- If on-street parking isremoved, car park buildings
may need to be provided at strategic locations.
- There will be more demand for short termparking
(approximately 5000 vehiclesexpected to use short
term parking).
- Manage short termand long termparking.
- Manage on- street and off-street parking.
Victoria
Park
Albert
Park
C
ook Street
W
ellesley Street
V
ictoria Street
N
e
l
s
o
n

S
t
r
e
e
t
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
M
a
y
o
ra
l D
riv
e
Myers
Park
Potential
harbour
crossing
location
P
190 Appendix C
Functional requirements
In order to understand the movement and place needs within the network, and inform the synthesis of the
points of tension within the network, consideration has been given to the functional requirements of each of
the east-west corridors.
For the purpose of understanding each corridors
functional requirements, the individual functional
needs for each travel mode were given
consideration. This approach was frst undertaken
within Workshop 2 of the study process, which
focussed on Wellesley Street, Victoria Street,
Mayoral Drive and Cook Street. Subsequent, this
analysis was expanded to the other east-west
corridors, based on understandings obtained
from Workshop 1A which looked at issues and
overarching goals for the Harbour Edge area.
Some of the key aspects of this analysis include the
following:
Pedestrian connections are important for
all east-west corridors. However Quay and
Queen Streets are seen has having the highest
pedestrian function, while the Mayoral Drive/
Cook Street corridor is seen as having perhaps
a slightly lower level of pedestrian function than
the other east-west corridors, which is refective
of its more removed position with respect to the
highest areas of land use density.
Fanshawe Street/ Customs Street/ Beach Road
and Wellesley Street are both seen as being key
links for public transport, owing to their ability to
facilitate movement.
For similar reasons, these two sets of corridors
are also been as being of major importance for
cyclists.
All corridors are seen as providing some level of
function in terms of traffc accessibility, with the
traffc function highest at the outer parts of these
corridors. However the state highway network is
paramount in terms of providing for traffc related
requirements.
Following assessment of the individual functional
requirements, these were combined to provide
an overall understanding of requirements and
drivers for each corridor. The combined functional
requirements as determined through this process
are summarised in the diagram below.
When the individual functional requirements for each
travel mode are combined, a number of important
features become apparent. These include:
Both Quay Street and Customs Street have a
wide range of functional requirements, refecting
their multi-modal nature. Quay Street critical role
in delivering the Harbour Edge Stitch in seen
as having a particularly signifcant pedestrian
function, and providing for this function may
require reallocation or reduction in the function it
provides to other travel modes.
Of the midtown east-west corridors within the
study area, Wellesley Street has the greatest
range of functional requirements, with it seen as
being important for all travel modes.
Victoria Street is seen to have a lower range
and level of movement functions than Wellesley
Street and this may provide opportunities
to provide increased place function or
accommodate demands redirected from
Wellesley Street
The Mayoral Drive/ Cook Street corridor has the
lowest range of functional requirements. This
suggests that there may be opportunities to
make greater use of this corridor to help reduce
the demands on Wellesley Street in particular.
191
Appendix C
Transport Hierarchies
KEY
TRAFFIC HIERARCHY
Major Importance
Medium Importance
Minor Importance

CYCLING HIERARCHY
Major Importance
Medium Importance
PUBLIC TRANSPORTHIERARCHY
Major Importance
Medium Importance
PEDESTRAIN HIERARCHY
Highest Order
Street for Pedestrians
Major Importance
Medium Importance
Victoria
Park
Albert
Park
C
o
o
k S
tre
e
t
W
ellesley Street
Victoria Street
H
o
b
s
o
n

S
t
r
e
e
t
A
l
b
e
r
t

S
t
r
e
e
t
Q
u
e
e
n

S
t
r
e
e
t
Q
u
ay Street
C
u
sto
m
s Street
B
e
a
c
h

R
o
a
d
A
n
z
a
c

A
v
e
n
u
e
Fanshawe Street
Myers
Park
N
e
l
s
o
n

S
t
r
e
e
t
M
a
y
o
r
a
l D
r
i
v
e
192
193
Appendix D
Appendix D
D
194 Appendix D
Points of tension
D
195
Appendix D
Overview
A review of the ideal outcomes
identifed by stakeholders
revealed a number of instances
where there is tension between
some specifc ideal outcomes for
individual travel modes and for
land use/urban design matters

Signifcant potential points of tension that have been
identifed include the following:
Place and movement
Public transport stopping and urban amenity
Competition for space on Wellesley Street and
Customs Street
Location of linear park
Accessibility for traffc vs. other travel mode
requirements
Car parking provisions
The timing of City Rail Link construction and
implications on other projects.
Careful consideration of these tensions will need
to be provided during the option development and
testing phases to ensure a satisfactory balance
between needs is achieved across the study area.
196 Appendix D
Specifc areas of tension
Place and movement
The study area includes a number of important
places, and the surrounding road corridor should
support these places through provision of good
urban amenities and environment and enhancing
the liveability of these locations.
These existing and future places include:
City parks (Myers, Victoria, Albert)
Cultural facilities (Civic and St J ames Theatres,
Auckland Art Gallery, Auckland Central City
Library)
Skycity complex and tower
Proposed Convention Centre
University entrances
Aotea Station entrances
A number of streets themselves (Queen Street
and laneways).
In most instances, these places abut streets with
important through movement functions. These
include pedestrians and cyclists travelling to, from
and within the city centre and bus passengers
connecting to bus services that provide access to
the wider city.
Clearly, there are signifcant functions to terms of
both movement and place.
The preferred outcomes for the study area manage
these functions so that good place environments
are provided at the appropriate locations, while also
facilitating effcient and easy transport options.
Public transport stopping
and urban amenity/
pedestrian capacity

A key part of the proposed public transport network
plan is a focus on condensing bus routes into a
small number of corridors to improve the networks
simplicity and effciency.
Initial assessments, based on use of Wellesley
Street as a bus corridor suggests a signifcant
length of this corridor would need to be allocated to
bus stopping. Feedback through the workshop and
consultation process has identifed concerns that
extensive bus stop provisions may detract from the
urban amenity of the street. It will also generate
requirements for waiting space within footpath
areas.
With regard to Wellesley Street, its central blocks
contain a number of culturally signifcant buildings
(i.e. Civic and St J ames Theatres, Auckland
Art Gallery and Library) and has been identifed
as an area where urban amenity is important.
To address this area of tension, the preferred
direction seeks to enable improved pedestrian
realm within this cultural core by rerouting traffc
away from the central section of Wellesley Street,
unlocking corridor space for pedestrian/amenity
improvements.
197
Appendix D
Competition for space
on Wellesley Street and
Customs Street
Following the stakeholder discussions on the
functional requirements of each travel mode, these
requirements were amalgamated, from which it
was evident that Wellesley Street has a number of
signifcant functions which may have implications
with respect to competition for space
These functional requirements include:
A key pedestrian desire line, both for through
movement and to cultural attractions and city parks.
A possible location for a key west-east bus
corridor through the CBD.
A key east-west cycle desire line for cyclists
travelling to/from the city centre.
Accessibility requirements for general traffc.
Given these signifcant functional requirements, it is
critical that effective management of the Wellesley
Street corridor be provided to ensure that the needs
of each function are suffciently addressed, while
not unsatisfactorily impacting on the requirements of
the other functions.
Analysis of the functional requirements for each
corridor suggests that other than Wellesley
Street, the corridors with the greatest number of
functions (and potential competition for space)
are Quay Street and Customs Street.
In line with Quay Street being identifed as having
the highest pedestrian function along the east-
west corridors, Quay Street is subject to proposals
to reduce its movement function and increase
its pedestrian/ place making emphasis. With this
change in mind, Customs Street would incur
increased movement based demands, including
reallocated traffc as well as being a key bus
corridor. While Customs Street does not have the
same level of pedestrian function as Quay Street,
the functional requirements for this mode are still
signifcant, refective of its position within the centre
of the city.
Consequently a key point of tension relates
to balancing pedestrian requirements on
Customs Street against vehicle based demands.
Accordingly, the preferred direction identifes a
need to further investigate responses to address
these competing functions.
Location of linear park
The City Centre Masterplan has included within its
key transformation moves a proposal to provide
a green link through the central city that connects
Victoria Park, Albert Park and the Auckland Domain.
The Masterplan has suggested the Victoria
Street be developed to provide this green link,
and there are a number of signifcant benefts
and justifcations for locating a linear park on
this street. In contrast to this, some stakeholders
have suggested that Wellesley Street may be the
preferable location of a linear park, with one of
the key justifcations for this being the improved
connection with key cultural facilities along central
Wellesley Street.
The location and deliverability of a linear park is
a key consideration for the CEWT Study, and has
been subject to a signifcant level of analysis and
discussion. Findings from this work are outlined
later in this report.
198 Appendix D
Accessibility for traffc
vs. other travel mode
requirements
During the stakeholder workshop and consultation
process it was generally agreed that traffc
movement is a lower priority travel mode with the
city centre. However, while speed and capacity of
traffc movement are not seen as critical drivers
it has identifed that some important functions for
traffc should still be provided by the east-west
corridors, namely accessibility i.e. allowing access
to car parking, loading/ service, emergency vehicles
and taxis.
In addition, the lack of a motorway connection from
the east to the western side of the city centre means
that some element of through movement will still
need to be catered for.
Mayoral Drive has been identifed as the preferable
corridor for traffc use, and the challenge will be to
enable this traffc function while not resulting in a
motorway style barrier to pedestrian and cyclist
movement. The Fanshawe Street/ Customs Street/
Beach Road route also provides a signifcant traffc
accessibility function which will also need to be
balanced against the other function requirements for
these corridors.
Car parking provisions
The provision of car parking within the city centre
generates several points of tension with regard to
achieving other objectives for this area.
As outlined elsewhere, there are signifcant
pressures in terms of corridor allocation to
movement and place based functions. Feedback
from stakeholder workshops has suggested that
on-street parking is a lower priority than these
other requirements. That said, there will remain a
need to facilitate loading activities and taxi stands
to enable to city centre to operate effectively, and
consideration will be required to ensure these needs
are still meet.
The removal of on-street car parking is likely to
result in a greater demand for off-street parking. The
implications of this will need to be understood.
CRL construction timing
and implications on other
projects
The City Rail Link construction program will place
signifcant restrictions on the implementation of
other projects within the city centre. For example,
it is unlikely that signifcant changes to the traffc
capacity on Quay Street or some other key
inner city interchanges can be achieved while
construction is also proceeding on CRL.
The timing and funding for the CRL is yet to be
confrmed. Consequently, a key challenge for the
city centre will be to ensure that non-CRL projects
are able to be programmed and realised around the
CRL works (and potential timing changes).
199
Appendix D
200
Appendix E
E
202 Appendix E 202
Option
development
E
203
Appendix E 203
Overview
The development of potential
options was facilitated through
several workshops (Workshops 3
and 3a).

To ensure the number of network
options was condensed to a
number that would allow for a
feasible evaluation and testing
process, individual corridor
options were packaged together
into consistent themes. It should
be noted that in some instance the
individual corridors options are
interchangeable and opportunities
for optimisation in this respect
was examined during option
testing and evaluation.

The option themes are broadly
summarised as follows over the
next section.
Pedestrian Realm
Cyclists
Buses
General Traffc
204 Appendix E
Option Name Key Themes
1 & 1a City Centre
Masterplan/ WP/
ARPTP Aspirations
These options essentially deliver corridors that refect the proposals as proposed by key strategic documents.
2 & 2a High pedestrian
emphasis
These options generally seek to provide uplift in pedestrian provisions throughout the study area, but also
particularly the city centre core.
3 & 3a High public transport
emphasis
These options provide a high quality bus provisions along the key bus corridors identifed by the RPTP
4 & 4a One-way networks
The options seek to provide improved amenity provisions through the implementation of one-way networks,
either for buses and/or traffc operations.
5 Do Minimum
This option essentially refects an optimisation of existing provisions, and general uplift in provisions for
pedestrians, cyclists and public transport.
It does not however provide the same extent of differentiation between corridors as the others i.e. all corridors
have a similar function
Option Summary
205
Appendix E
City Centre Masterplan/
WP/ ARPTP Aspirations
(Options 1 &1a)
This set of options intends to
most directly deliver the key
proposed initiatives of the City
Centre Masterplan, Waterfront
Plan and Regional Public
Transport Plan.

Mode Emphasis Option 1 Option 1a
The following diagrams provide a summary of the
key modal emphasis for each of the east-west
corridors under Option 1 and 1a respectively.
Key aspects of these options include the following:
Quay Street is reduced to four traffc lanes, as
per Concept Design
A Urban busway system is provided along
Fanshawe Street
Option 1 includes a linear park on Victoria
Street, which requires a reduction in number of
vehicle lanes to one lane each way. Option 1a
provides an alternative position for the linear
park on Wellesley Street
Option 1 provides a bus corridor along Wellesley
Street, which is likely to require four bus lanes
to provide suffcient capacity for both bus
stopping and movement. Option 1a provides
an alternative position for this bus corridor on
Victoria Street.
In both options Mayoral Drive and Cook Street
retain a comparatively greater traffc function,
although it would be envisaged that these
streets would be optimised to provide an
improved pedestrian function, particularly for
crossing requirements.
Option 1
Option 1a
Option 2
Option 2a
Option 1
Option 1a
Option 2
Option 2a
206 Appendix E
High pedestrian emphasis
(Options 2 & 2a)
Options 2 and 2a recognise
the paramount importance of
pedestrians within the city centre
and therefore these options seek
to provide greater pedestrian
provisions, particularly within the
Queen Street core.

Both options reduce the impact of bus
operations within the Queen Street core. Option
2 achieves this by redirecting some bus services
around Mayoral Drive, which is facilitated by
the inclusion of bus interchanges on Wellesley
Street adjacent to Mayoral Drive. In contrast,
Option 2a reduces bus impacts by having bus
routes loop back either side of the Queen Street
core
Quay Street is reduced to two traffc lanes,
which is identifed as a potential long term
option by the Quay Street Concept Design
report
A linear park on Victoria Street. Option 2a may
require a reduced linear park provision along
Victoria Street west to facilitate bus movement.
Option 2 would see a reduced traffc provision
along Mayoral Drive, required to enable
suffcient bus capacity
Option 1
Option 1a
Option 2
Option 2a
Option 1
Option 1a
Option 2
Option 2a
207
Appendix E
High public transport
emphasis
(Options 3 & 3a)
Options 3 and 3a seek to provide a
greater public transport provision
along key bus corridors, to help
realise the RPRP bus service
network and its objectives.

Urban busway is provided on Fanshawe Street
under both options
Bus lanes on Quay Street to facilitate effcient
bus movement for services from Tamaki Drive
and the eastern bays
Double bus lanes in each direction of Customs
Street
A linear park on Victoria Street,
A bus corridor along Wellesley Street, with two
lanes for buses in each direction.
Key cycle route redirected from Wellesley Street
East onto Victoria Street (via Lorne Street),
thereby reducing cycle demand within the
majority of the Wellesley Street bus corridor
Option 3a includes the closure of Wellesley
Street central to traffc. This has a number of
benefts including:
1. Enables increased pedestrian amenity within
this high demand area
2. Supports the key cultural facilities on this area
(such as the Civic Centre, and Art Gallery).
3. Removal of turning traffc may enable improved
signal operation at the Queen Street/ Wellesley
Street intersection, reducing delays to both
buses and pedestrians.
4. Potentially unlocks opportunities for amenity
improvements along Queen Street in the vicinity
of Wellesley Street
Option 3
Option 3a
Option 4
Option 4a
Option 3
Option 3a
Option 4
Option 4a
208 Appendix E
One-way networks
(Options 4 and 4a
Options 4 and 4a employ the
use of one-way bus and traffc
networks to reduce the impact of
vehicles on the amenity provided
within the city centre.

Both options include a one-way bus system on
Wellesley Street and Victoria Street (i.e. two
bus lanes total on each corridor). This spreads
the impact of bus operations over both corridors
i.e. it alleviates concerns over amenity issues
resulting from having all buses on a single
corridor
An implication of this one-way bus system is that
it potentially compromises the implementation of
a linear park
One-way bus movement westbound along Quay
Street into Britomart
Option 4a also includes the conversion of
Wellesley Street/ Victoria Street and Customs
Street/ Quay Street into one-way traffc loops.
The intent of such this one-way traffc system
is to provide increased pedestrian amenity
on each of these streets through reduced
kerb-to-kerb widths (as opposed to Nelson/
Hobson type one-way streets where existing
carriageways were simply converted to one-way
for traffc capacity purposes)
Option 3
Option 3a
Option 4
Option 4a
Option 3
Option 3a
Option 4
Option 4a
209
Appendix E
Do Minimum (Option 5)
Option 5 essentially refects
an optimisation of existing
provisions, and general uplift
in provisions for pedestrians,
cyclists and public transport.

corridors under Option 5.
Quay Street reduced to four lanes within the city
centre. Wider cross section with bus lanes to
east.
Bus lanes on both Fanshawe Street and
Customs Street
Bus lanes on both Victoria Street and Wellesley
Street (one bus lane in each direction), with
services split between these two corridors.
Victoria Street reduced to four lanes, with space
to be reallocated to pedestrians and/or cyclists
Insuffcient space to provide a linear park on
either Victoria Street or Wellesley Street
Mode Emphasis Option 5
Option 5
210
Appendix G
F
212 Appendix F
Option evaluation
process
F1
213
Appendix F
Introduction
Following the development of the
various alternative network and
corridor options, these options
were taken through an extensive
evaluation and testing process
in order to obtain a preferred
direction for the study area.

The option testing has been summarised within the
preceding section of this report, and this section is
therefore focussed on the evaluation of options and
selection of the preferred option.
Broadly, the option evaluation process can be
Development of a set of evaluation criteria
Assessment of options against evaluation
criteria
Technical stakeholder evaluation workshop
Selection of the preferred direction
Each of these steps is summarised in turn within the
following section of this report.
214 Appendix F
Evaluation
criteria
F2
In order to assess and evaluate each of the options
developed through the study process, a set of evaluation
criteria were developed.
These criteria were developed based on priorities and objectives identifed within key
planning documents, each of which has been adopted and are therefore considered to
represent an agreed baseline strategic direction. The key planning documents considered
were:
Auckland Plan
City Centre Masterplan
Waterfront Plan
Local Board Plan
Integrated Transport Programme
Following initial development of the evaluation criteria, they were refned through
considerable consultation with technical stakeholders from both Auckland Transport and
Auckland Council.
The evaluation criteria comprises of two levels, summarised as follows:
Overarching goals A focused list of eight goals that cover a range of core issues
and which need to be supported by the preferred direction
Key success factors A more detailed breakdown of factors that need to be
considered when evaluating the performance of options against each desired outcome
The full set of overarching goals and key success factors is presented in the following
table, along with their linkage to priorities and objectives within key planning documents.
215
Appendix F
Overarching
Goals
Key success factors Strategic Alignment
Auckland Plan City Centre
Masterplan
Waterfront Plan Local Board
Plan
Integrated
Transport
Programme
Provides an effcient
and supportive
environment for
economic activity
Avoids severe all-day congestion
Provides capacity for growth in commercial activities
Enhances the potential for CRL integration with major
employment centres
Allows quick access for deliveries and taxis
Facilitates effcient freight movement
High pedestrian capacity and quality to support retail
activation
Provides for the memorable and uniqueness
Chapter 6 (Economy), Priority
1:
Grow a business-friendly and
well-functioning city
Chapter 6, Directive 6.1:
Plan and provide for suffcient
business-zoned land and
infrastructure to achieve
employment capacity targets
and improved economic
opportunity
Outcome 2:
A globally signifcant
centre for business with a
vibrant and vital retail and
commercial core.
Factors:
Changing economic picture.
Goals: A smart working
waterfront
Attracts high-value,
innovative, creative and
green businesses and
investment to achieve
signifcant lift in productivity
Priority Area:
An innovative economic hub
Outcomes framework
impacts:
moves people and goods
effciently
transformational
moves
Unites the Waterfront with the City Centre (Harbour Edge
Stitch)
Connects the Western Edge to Centre (East-West
Stitch)
Promotes the Queen Street valley, CBD and retail
district
Helps nurture the innovation and learning centres
Supports the City Rail Link and promotes its Urban
Design Framework
Connects Victoria Park, Albert Park, Auckland
Domain and waterfront (Blue-Green Network)
Connects the city and the fringe
Helps revitalise the waterfront
Chapter 7 (Environment),
Directive 7.4:
Where appropriate protect
and expand public open
space areas
Chapter 10 (Urban), Priority
2:
Demand good design in all
development
Outcome 1:
A vibrant and engaging
international destination
Factors:
Value of open space, quality
built form
Priority Area:
Places for people
Priority Area:
A distinctive, high-quality
built environment that
Provides easy access
to city centre and
achieves mode share
targets
Minimises bus delays and improves reliability
Signifcant improvement in extent and quality of
provisions for cyclists
Makes allowance for mobility impaired or less
confdent users
Optimises the effectiveness of CRL stations
High quality pedestrian routes that have greater
capacity and effciency
Appropriate level of accessibility for business traffc
and effcient connections to state highways
Chapter 13 (Transport),
Priority 1:
Manage Aucklands
Transport as a single system
Ensure transport is
sustainable in the long term,
minimising negative impacts
on peoples health and
reducing dependence on
fossil fuels
Factors:
Access to and within city
centre
Goals: A connected
waterfront
A place that is highly
accessible, easy to get to
and around, connected
to wider city. Improved
pedestrian and cycling
linkages and fast, frequent
and low-impact passenger
transport
Priority Area:
Connected, healthy transport
options
Outcomes framework
impacts:
Increased access to a wider
range of transport choices
Outcomes framework
impacts:
Aucklands transport
systemeffectively connects
communities and provides
for Aucklands compact
urban form
1
2
3
216 Appendix F
Overarching
Goals
Masterplan
Plan
Integrated
Transport
Programme
Facilitates a
comprehensive, high-
system
Clear and legible system
Minimises public transport delays and improves
reliability
Facilitates required bus volumes
High-quality waiting environments
Stops located in positions to maximise patronage
Provides appropriate capacity and connections in
support of CRL stations
Chapter 13, Priority 1:
Manage Aucklands
Transport as a single system
Integrate transport planning
and investment with land
use development
Outcome 6:
Hub of an integrated
regional transport system,
with a range of public
transport options
Goals: A connected
waterfront
A place that is highly
accessible, easy to get to
and around, connected to
wider city. Fast, frequent
and low-impact passenger
transport
Priority Area:
Connected, healthy
transport options
Outcomes framework
impacts:
Provides a pedestrian-
friendly and place
based city centre
Clear and legible pedestrian routes which minimise
confict with vehicles
Improved pedestrian experience (delays, safety) at
intersections
Provides connections to key destinations and
cultural facilities
Provides for place making improvements (i.e. tree
planting, seating, improved lighting) as well as movement
Redresses the balance between vehicle space and
pedestrian space
Minimises impact of buses and other vehicles on
pedestrians
Chapter 13, Directive 13.1
Achieve the appropriate
balance between
movement and place,
considering capacity and
character and the role of
transport to assist place-
shaping.
Outcome 7:
A walkable and pedestrian-
friendly city centre, well
connected to its urban
villages
Goals: A public waterfront
A place for all
Aucklanders and visitors.
A destination recognised
for outstanding design,
natural environmental
quality, public spaces, and
recreational activities
Priority Area:
Places for people
Outcomes framework
impacts:
Supports increased
land use density
within the city centre,
and effectively
integrates this
growth with transport
infrastructure
Higher quality transport infrastructure near areas with
potential for greater density
Provides high quality connections and spaces that
support adjacent land uses
Facilitates increased retail activation to support
land use change
Encourages strong integration between the Linear
Park and Aotea Station
Realise quality, compact
urban environments
Focus urban intensifcation
in areas with good walking
access to work and
community facilities and
high-frequency public
transport
Integrate transport planning
and investment with land
use development
Outcome 3:
A city centre that meets
the needs of a growing
and changing residential
population
Outcome 5:
An exemplar of urban
living, with a wide choice
of high-quality residential
options
Goals: A liveable waterfront
The location of leading
sustainable urban
transformation and
renewal.
Priority Area:
Places for people
Priority Area:

A distinctive, high-quality
built environment that
Outcomes framework
impacts:
Aucklands transport
systemeffectively connects
communities and provides for
Aucklands compact urban
form
4
5
6
217
Appendix F
Overarching
Goals
Masterplan
Plan
Integrated
Transport
Programme
Reduces vehicle emissions
Maximises use of active modes
Improves pedestrian safety
Improves safety for cyclists
Lower vehicle speeds, which reduces risks to
vulnerable users
Achieves CPTED objectives
Chapter 1 (People), Priority
2:
Improve the education,
health and safety of
Aucklanders with a focus of
those most in need.
Chapter 7 (Environment),
Directive 7.6:
Reduce emissions from
transport to improve air
quality
Factor:
Inclusiveness and child-
friendly city
Goals: A blue-green
waterfront
Integrated systems and
innovative approaches to
minimise environmental
impacts, build sustainably
and respond to climate
change.
Goals: A liveable waterfront
A welcoming and resilient
neighbourhood that is safe,
diverse and attractive.
Priority Area:
Connected, healthy
transport options
Outcomes framework
impacts:
Improved safety of Aucklands
transport system
Outcomes framework
impacts:
Reduced adverse
environmental effects from
Provides value
for money and is
deliverable
Allows early wins
Projects are not overly complex, risky or
unachievable
Staging and implementation is possible
Leverages and/or enhances planned or committed
investments
Encourages strong integration between CRL and
other projects in terms of construction timing
Provides for fexibility in design and construction of
CRL stations
Prioritise and optimise
investment across transport
modes
Optimise existing and
proposed transport
investment. Ensure
transport investment aligns
with growth
Outcomes framework
impacts:
Better use of transport t
resources to maximise return
on existing assets
7
8
218 Appendix F
Option
assessment
against
evaluation
criteria
F3
The assessment of options
against evaluation criteria has
principally been focused at
the higher overarching goals
level, but with reference to the
key success factors to ensure
that performance against each
desired outcome was given robust
consideration.
A summary of this assessment against the
evaluation criteria is provided in the following table.
219
Appendix F
Overarching
Goals
Option 1
CCMP/ WP/ ARPTP
Aspirations
Option 1a
CCMP/ WP/ ARPTP
Aspirations Alternative
Option 2
High pedestrian
emphasis
Provides an effcient and
economic activity
Option 1 achieves the majority of key success factors to
supporting economic activity
Option 1a generally does not support or hinder economic
success factors
Option 2 provides some support to economic activity but this
is outweighed by increased congestion and poorer public
transport integration
Option 1 would help achieve the majority of transformational
move success factors, although it does not support the East-
West Stitch
Option 1a would help achieve the majority of transformational
move success factors, although it provides less support to the
Harbour Edge Stitch, unless the Urban busway on Fanshawe
incorporates good provisions for pedestrians.
Option 2 would help achieve all transformational move
success factors
Provides easy access to city
centre and helps achieve mode
share target
Option 1 does achieve several of the key success factors but
to a lesser extent than some other options
Option 1a is not considered on balance to achieve access and
mode share success factors
Option 2 generally achieves access and mode share related
success factors but does have some issues relating to use of
Mayoral for buses and restrictions along Wellesley
Facilitates a comprehensive,
high-quality public transport
system
Option 1 achieves a number of key success factors but this is
balanced by a poor waiting environment provision along the
Wellesley bus corridor
Option 1a achieves a number of key success factors but this
is balanced by a poor waiting environment provision along the
Victoria corridor
Option 4 performs well against the majority of public transport
success factors, although the use of Mayoral Drive does have
some negative attributes
Provides a pedestrian-friendly
and place based city centre
Option 1 achieves the majority of pedestrian related success
factors but this is balanced by signifcant negative attributes
relating to pedestrian amenity along the Wellesley bus
corridor
Option 1a achieves several success factors but on balance
are considered to be outweighed by negative attributes
relating to Victoria Street and the Fanshawe/ Customs
corridors
Option 2 achieves almost all pedestrian and place related
success factors, although the bus provisions along Wellesley
St West result in lower pedestrian amenity at this location
Supports increased land use
density within the city centre,
and effectively integrates
this growth with transport
infrastructure
Option 1 supports several of the success factors, in particular
good integration of public transport provisions
Option a provides some support to this outcome but this is
balanced by poorer provisions outside the Aotea Station main
entrance
Option 2 and 2a supports the majority of success factors that
relate to supporting land use growth and integrated transport
infrastructure
and sustainable
Option 1 supports some of the safety and environmental
success factors but to a lesser extent than some other options
Cyclist safety issues are also present along Wellesley
Option 1a supports some of the safety and environmental
success factors but to a lesser extent than some other options
Option 2 supports all safety and environmental success
factors
Provides value for money and
is deliverable
This option contains some risks but should be deliverable.
Provides good value for money by delivering an effective
transport strategy, while also facilitating signifcant urban
amenity benefts.
Provides value for money, although the location of the linear
park on Wellesley Street was deemed less effective for place-
making objectives and would provide less support for the
Aotea Station main entrance, reducing its value to the CRL
project.
Value for money is reduced by increased costs associated
with a bus interchange at Wellesley Central and also negative
impacts on bus patronage and bus operating distances.
1
2
3
4
5
6
7
8
220 Appendix F
Overarching
Goals
Option 2a
High pedestrian emphasis
alternative
Option 3
High public transport emphasis
Option 3a
High public transport emphasis
alternative
economic activity
Option 2 provides some support to economic activity but this is
balanced by increased congestion and poorer public transport
integration
Option 2a would help achieve all transformational move
success factors
Option 3 supports some of the transformation moves but
provides lesser support to the Harbour Edge, unless the
Urban busway on Fanshawe incorporates good provisions for
pedestrians
Option 3a supports some of the transformation moves but
provides lesser support to the Harbour Edge Stitch, unless the
Urban busway on Fanshawe incorporates good provisions for
pedestrians
share target
Option 2a generally achieves access and mode share related
success factors but does have issues relating bus operations
Option 3 supports access and mode share success factors,
although it does have issues relating to pedestrian provisions
Option 3a supports access and mode share success factors,
although it does have issues relating to pedestrian provisions
and traffc accessibility
system
Option 2a does not generally achieve public transport success
factors
Option 3 performs well against almost all public transport
success factors but does have an issue with poor waiting
environment provision along the Wellesley bus corridor
Option 3a performs well against almost all public transport
success factors
Option 2a achieves all pedestrian and place related success
factors
Option 3 does not achieve a number of key success factors,
principally due to impact of buses on pedestrian amenity
Option 3a provides some improvement to pedestrian and
place based requirements but will need to address negative
attributes relating to pedestrian amenity along the Wellesley
bus corridor
infrastructure
Option 2 and 2a supports the majority of success factors that
relate to supporting land use growth and integrated transport
infrastructure
Option 3 and 3a supports several of the success factors, in
particular good integration of public transport provisions
Option 3 and 3a supports several of the success factors, in
particular good integration of public transport provisions
and sustainable
Option 2a supports all safety and environmental success
factors
This option supports the majority of safety and environmental
success factors
This option supports the majority of safety and environmental
success factors
is deliverable
Poor support for high-quality public transport will undermine
value for money performance
Bus provisions could have negative implications for place-
making, so would require careful management to ensure
good value for money is achieved by amenity improvement
initiatives.
Provides good value for money by delivering an effective
transport strategy, while also facilitating signifcant urban
amenity benefts.
1
2
3
4
5
6
7
8
221
Appendix F
Overarching
Goals
Option 4
One-way bus loop
network
Option 4a
One-way bus and traffc
loop network
Option 5
Do Minimum
economic activity
Option 4a provides some support to economic activity but this
is balanced by lack of provisions for uniqueness (i.e. no linear
park)
Option 4a provides some support to economic activity but this
is outweighed by complexity of access and lack of provisions
for uniqueness (i.e. no linear park)
Option 5 provides some support to economic activity but this
is outweighed by lack of pedestrian provision and lack of
provisions for uniqueness (i.e. no linear park)
Option 4 would help achieve the majority of transformational
Harbour Edge Stitch, unless the Urban busway on Fanshawe
incorporates good provisions for pedestrians
Option 4a would help achieve the majority of transformational
blue-green network
Option 5 does not achieve any of the transformational move
success factors
share target
Option 4 and 4a supports access and mode share success
factors, but provides a reduced pedestrian provision outside
the principal Aotea Station entrance
Option 4 and 4a supports access and mode share success
factors, but provides a reduced pedestrian provision outside
the principal Aotea Station entrance
Option 5 is not considered on balance to achieve access and
mode share success factors
system
Option 4 and 4a performs well against the majority of public
transport success factors but this is balanced by increased
complexities relating to one-way bus network
Option 4 and 4a performs well against the majority of public
transport success factors but this is balanced by increased
complexities relating to one-way bus network
Option 5 does not achieve any of the public transport success
factors, other than improved connection between stops and
key patronage areas
Option 4 and 4a achieves the majority of pedestrian and place
related success factors
Option 4 and 4a achieves the majority of pedestrian and place
related success factors
Option 5 does not achieve a number of key success factors,
due to generally lower levels of pedestrian and place
provisions across the network
infrastructure
Option 4 and 4a provides some support to this outcome but
this is balanced by poorer provisions outside the Aotea Station
main entrance
Option 4 and 4a provides some support to this outcome but
this is balanced by poorer provisions outside the Aotea Station
main entrance
Option 5 does not achieve the majority of these success
factors
and sustainable
Option 34supports the majority of safety and environmental
success factors
Option 4a supports some of the safety and environmental
success factors but this is balanced by risks relating to private
vehicle use (i.e. speeds and mode share)
Option 5 does not support the majority of the safety and
environmental success factors
is deliverable
The non-delivery of the linear park under Option 4 will
signifcantly reduce place-making benefts and also result is
loss of integration benefts between this project and CRL.
Option 4a, with the implementation of one-way streets
contains signifcant risks and may not be deliverable.
The considerable risks associated with this option also
endanger the achievement of good value for money
outcomes.
Option 5 represents the lowest level of change from existing
provisions and therefore would likely be easier to deliver.
This option is likely to have a lower level of cost but this is
balanced by less beneft to pedestrians, buses, the Aotea
Station main entrance, urban amenity and associated
economic activation.
1
2
3
4
5
6
7
8
222 Appendix F
Stakeholder
evaluation
workshop
F4
Introduction
To facilitate the evaluation of each option and to
confrm the preferred direction for the study area, a
major stakeholder evaluation workshop was held.
This workshop occurred on the 2nd of May 2013 and included over 25
stakeholders from Auckland Transport, and Auckland Council representing
a wide range of technical stakeholder teams and disciplines including the
following:
City transformations
Regional and local planning
City Rail Link project team
Harbour edge developments programme
Transport strategy
Public transport operations
Cycling and walking specialists
Road corridor and traffc operations
Investigation and design
Corridor and centre plans
In addition, stakeholders from both the NZ Transport Agency and Waterfront
Auckland were also present.
223
Appendix F
Process
The process conducted during
the evaluation workshop can be

Short listing
1. A summary of the high level fndings from
the project teams assessment of options
against evaluation criteria were presented and
discussed
2. This was followed by a multi-voting process
to provide an indication of which options were
preferred or disliked
3. Following the voting process, a plenary
discussion was held and then options to be
taken forward to the next phase of the workshop
process were confrmed.
Detailed evaluation
4. More detailed discussions were held for each
of the shortlisted options, including a more
comprehensive assessment of the options
against evaluation criteria.
5. A further multi-voting process was conducted to
confrm which options had the greatest support,
as well as provide an opportunity to identify any
defciencies in the selected options
6. This second round of voting was followed
by a further plenary discussion on the voting
outcomes
Preferred direction
7. Finally the workshop focused on defning the
preferred direction, based on the outcomes of
the detailed evaluation stage.
8. This was supported by discussions on
optimisation of the preferred direction, lock
down of areas of agreement and defnition of
areas and issues that would require further
investigation.
224 Appendix F
Selection of
the preferred
direction
F5
Overview
The direction provided by
stakeholders through the
evaluation workshop has
enabled a preferred strategy to
be selected. In some locations,
a clear and simple direction
was established, while in other
instances, it was confrmed that
further investigations would be
required to full establish the
strategy.
This section of the report summarises key outcomes
from the short listing and detailed evaluation
processes that led to the selection of the preferred
direction are summarised in turn as follows:
Short listing
The options that were eliminated during the
shortlisting process were Options 1a, 2a, 3, 4a and
5. Key reasons for the elimination of these options
are summarised in the table adjacent:
225
Appendix F
Eliminated options Key reasons for elimination
Option 1a CCMP/ WP/ ARPTP
Aspirations Alternative
Both analysis undertaken by the project team and technical stakeholder
feedback indicated that Wellesley Street is a lesser preferable location
for a linear park than Victoria Street
As other shortlisted options provided similar provisions to Option 1a,
but located the linear park in the preferred Victoria Street location, this
option was selected for elimination
Option 2a High pedestrian emphasis
alternative
Does not provide suffcient public transport accessibility into city centre
core
Also provides insuffcient connectivity for bus services across city centre
Has operational issues relating to termination of bus services
Option 3 High public transport
emphasis
Option 3 and 3a were deemed to be too similar to warrant shortlisting
both options
Option 3a provides additional benefts in terms of pedestrian and
amenity provisions within the central section of Wellesley Street and for
this reason was selected for shortlisting in preference to Option 3
Option 4a One-way bus and traffc loop
network
Does not achieve the transformation moves proposed by the City Centre
Masterplan and other key planning documents
Signifcant public acceptance and deliverability risks
Risks in terms of traffc operations and performance
Option 5 Do Minimum Does not achieve the transformation moves proposed by the City Centre
Masterplan and other key planning documents.
Potentially insuffcient width for pedestrians on Victoria Street to provide
a quality main entrance to the future Aotea Station.
It should be noted that while the above options were eliminated, the remainder of workshop process still allowed for individual elements of these options to be
considered in optimisation of the shortlisted options.
226 Appendix F
f
Eliminated options Key reasons for elimination
Option 1 CCMP/ WP/ ARPTP
Aspirations
Generally well supported by technical stakeholders, but owing to the
improved pedestrian realm provisions offered by Option 3a, on balance
it was decided that Option 1 be eliminated.
Option 2 High pedestrian emphasis

Mayoral Drive bus corridor would be too indirect, and would add
signifcant additional bus operating costs and delays
Single traffc lane in each direction on Fanshawe Street does not
provide suffcient traffc accessibility into city from motorway connection
Single lane in each direction on Quay Street was considered insuffcient
(unless Hobson Street Flyover is removed)
Option 4 One-way bus loop network

Does not achieve the transformation moves proposed by the City Centre
Masterplan and other key planning documents
Potentially insuffcient width for pedestrians on Victoria Street to provide
a quality main entrance to the future Aotea Station.
Bus slop system reduces connectivity for bus interchange and provides
a less legible system
Detailed evaluation
Options 1, 2, 3a and 4 were all taken forward for more detailed evaluation. This was followed by a second
round of voting, with this voting strongly favouring Options 1 and 3a.
Based on the detailed evaluation, voting and subsequent plenary discussions, those options selected for
elimination were Option 1, 2 and 4, with key reasons for this decision summarised in the table below:
227
Appendix F
f
Preferred direction
Following both the shortlisting and detailed evaluation phases, the Option 3a was selected as the preliminary
preferred direction. A short summary of key reasons for Option 3as selection is provided in the following
table:
Selected options Key reasons for selection
Option 3a High public transport
emphasis alternative
Achieves transformation moves proposed by the City Centre Masterplan and
other key planning documents
Includes linear park in the preferred location as determined through analysis and
stakeholder feedback
Unlocks opportunities for amenity improvements near key cultural facilities on
Wellesley Street Central.
Provides safe cycle routes within both the harbour edge and mid-town areas
Provides high quality bus corridors that support the Regional Public Transport
Plan approach of a more simplifed bus network
Retains accessibility for traffc
The shortlisting and detailed evaluation processes have led to a number of refnements
to Option 3a, and this refned option is refected in the fnal preferred direction strategy
outlined in detail within the frst part of this report.
In addition, workshop discussions identifed a number of areas within the preferred
option that could not be fully locked down and agreed. These areas of investigation also
discussed in detail within the frst part of this report.
228
Technical Appendix F
TA
230 Technical Appendix
Option testing
TA
231
Technical Appendix
Introduction
to option
testing
In order to inform the option
development and evaluation
process and consideration of
the preferred direction, technical
analysis has been undertaken for
a number of key issues within the
study area.
It is important to note that this testing does not
necessarily provide a comprehensive analysis of all
aspects relating to these issues, but rather seeks
to give consideration to some important aspects or
metrics which are helpful in allowing comparison
between options.
Those issues considered during this testing process
included the following:
Testing against transformational moves An
examination of how different corridor options
may facilitate or impede the achievement of the
transformational moves identifed by the City
Centre Masterplan
Linear park analysis A more detailed
consideration of the proposed mid-town linear
park; in particular whether it would be better
positioned on Victoria Street or Wellesley Street
Pedestrian analysis Consideration of
metrics around existing and future provision for
pedestrians
Cycling analysis Review of key metrics
around proposed cycle provisions
Public transport analysis Examination
of bus network simplicity and assessment of
alternative bus network options
Traffc modelling outputs A summary
of results obtained from preliminary traffc
modelling for alternative network options
Testing against
transformational
moves
TA1
233
Technical Appendix
Transformational Moves
01 02 03

04
THE STRATEGY:
EIGHT TRANSFORMATIONAL MOVES
The strategy is based on the previous 10
factors. It is placed-based and involves eight
transformational moves, which have been
identied or their abi|ity to progressive|y
unlock the potential of the city centre. They are
shown below. They will meet the outcomes of
the masterplan by:
1. Developing a fully-functioning Engine Room
and exploiting the waterfront opportunities
2. Reinforcing Aotea Quarters role as the civic
and cultural hub
3. Enabling growth around the City Rail Link
stations
4. Creating a better-dened networ| o Creen
Rooms through street-based green links
5. Exploiting the assets and attributes of
particular villages, quarters and precincts,
and creating better connections between
them
6. Improving public transport opportunities,
with the addition of the City Rail Link,
more cycling facilities, and the creation of a
higher-quality, more walkable public realm
7. Allowing innovation and a creative culture
to grow and touch all aspects of the city
centre
8. Adding greater depth and choice to the
retail, visitor, cultural and residential
offering
9. Developing a compelling value proposition
and climate for individuals and business to
invest in the city centre.
HARBOUR EDGE STITCH
- uniting the waterfront
with the city centre
THE EAST-WEST STITCH
- connecting the western
edge of the city to the
centre
THE ENGINE ROOM
- Queen Street valley,
the CBD and retail
district
INNOVATION CRADLE
- nurturing the innovation
and learning cradle
76
05 06 07 08
77
The implementation of these moves will
need to be carefully staged to ensure they
are mutually reinforcing, respond to the
economic situation and acknowledge the
challenge of embracing public transport as
the new way of moving about the city. Not all
transformational moves will be pursued at the
same time, as it is better to do a few things
well. This is particularly relevant in the context
of the current economic situation and the
constraints on spending.
Implementation and delivery information is
contained in Section 4: Masterplan Delivery.
A PARTNERSHIP APPROACH
The strategy is based on the public, private and
tertiary education sectors working together
in partnership. The public sector is envisaged
to have a facilitating role and will focus on
removing obstacles, better revealing assets,
and enhancing the public realm. The ensuing
opportunities will be available to be realised by
the private sector.
This partnership approach will require
Auckland Council to be responsive to the
private sector, by regulating what needs to be
regu|ated, whi|e a||owing a degree o exibi|ity
where appropriate. The private sector will be
expected to respond by meeting the quality
expectations established in the masterplan.
CITY RAIL LINK
- new public transport
stations and development
opportunities at
Karangahape Road, Newton
and Aotea Quarter
THE GREEN LINK
- connecting Victoria
Park, Albert Park and
Auckland Domain with
the waterfront as part of
a blue-green network
CITY TO THE VILLAGES
- connecting the city
and the fringe
WATER CITY
- revitalising the
waterfront
Comparative Analysis Summary
The City Centre Masterplan sets out 8
Transformational Moves, identifed for their ability to
progressively unlock the potential of the city centre,
illustrated in the extract from the Masterplan above.
A detailed evaluation was undertaken of each option
against the 8 Transformational Moves, to consider
the extent to which any option would facilitate or
impede the vision and key drivers for all or any of
the transformational moves.
Key Messages arising from the option testing are:
Option 2 and 2A would most strongly facilitate
the Harbour Edge Stitch (TM1), with Options 1,
4 and 4A also meeting the desired outcome for
this transformational move.
Options 2, 2A and 4 and 4A are the only options
that on balance achieve the overarching goals
for the East-West Stitch (TM2).
Options 2, 2A and 4A are most strongly aligned
with the overarching goals for the Engine
Room (TM3). The other options do not provide
adequate pedestrian space allocations to
support the objectives for the Engine Room on
Customs Street and in some cases Wellesley
and Victoria Streets.
TM4 Innovation Cradle is not a strong
differentiator, with all options (with the exception
of Option 5 Do Minimum) achieving the desired
outcome to help nurture the innovation and
learning centres.
Options 1, 1A, 2, 2A and 3A are most strongly
aligned with the Masterplan strategy for
enabling growth around the CRL stations (TM5),
with options 3, 4 and 4A achieving this to a
lesser degree. Option 5 (Do Minimum) does not
facilitate the overarching goals for TM5.
While the placement of the linear park on either
Victoria or Wellesley Street has a number of
implications for how the Blue-Green Network is
realised, all of the options (other than Option 5
Do Minimum) work towards the desired outcome
for TM6.
Option 2 and 2A make the strongest connections
between the city centre and the fringe (TM7).
All other options, with the exception of Option
5 (Do Minimum) equally meet the objective of
connecting the city and the fringe although to a
lesser degree than 2 and 2A.
Most options (other than Option 5) are broadly
consistent with the vision and objectives for the
Waterfront Plan (TM8).
Linear park
analysis
TA2
235
Technical Appendix
Linear Park
Victoria & Wellesley Street Key
Attributes Comparative Analysis
Consideration of the optimal route for the proposed
linear park, on either Victoria or Wellesley Street,
has been a clear theme identifed at the outset of
the study through the Issues and Ideal Outcomes
phase. Key attributes of each street in relation to
the linear park proposition have been analysed in
order to inform the option development, testing and
evaluation phases.
The following factors were measured/analysed as
a basis for understanding how the two streets differ
in terms of attributes considered relevant to the
establishment of a linear park:
Topography, elevation and gradient
Block Size
Pedestrian Linkages
City Centre Catchment Analysis
Block Attributes (Number of blocks, block
length, number and type of controlled/
uncontrolled intersections, frequency of
vehicle crossings)
Adjacent Ground Floor Land Uses and
Frontage Conditions
Memorability and Uniqueness
The table below presents a summary of this
comparative analysis for each street:
While there is no strong differentiation between
Victoria and Wellesley Streets in terms of
topography, land use and frontages, and
memorability and uniqueness factors, Victoria Street
is assessed as being more suitable for a linear park
in terms of the balance of the attributes.
Key Messages for Option Testing
Victoria Street is on balance the preferred location
for the linear park based upon consideration of
the range of key attributes considered relevant to
achieving a linear park.
Options 1, 2, 3 and 3A provide for a linear park on
Victoria Street for the full length between Albert and
Victoria Parks;
Option 2A provides for a linear park within the
central sections of Victoria and Wellesley Street
only (between Albert Park and park, but on
Wellesley Street. Based upon the comparative
analysis this is considered to meet the space
allocation requirements for a linear park but to not
perform as highly as Victoria Street in terms of the
full range of key linear park attributes tested.
Options 4, 4A and 5 do not achieve the space
allocation required for a linear park on either street,
and are considered defcient relative to the ability to
provide for a linear park.
For the purposes of the CEWT Study, a linear park
has been defned as a contiguous pedestrian space/
public realm that extends uninterrupted from one
building edge to the centre line of the street corridor
(as depicted in the section).
LINEAR PARK ANALYSIS SUMMARY
Victoria Street Wellesley Street
TOPOGRAPHY,
ELEVATION &
GRADIENT
BLOCK ATTRIBUTES
CITY CENTRE
CATCHMENT
PEDESTRIAN
LINKAGES

BLOCK ATTRIBUTES
LAND USE &
FRONTAGES
MEMORABILITY &
UNIQUENESS
SUMMARY
OPTION EVALUATION SUMMARY VICTORIA & WELLESLEY STREET ATTRIBUTES SUMMARY
1
1a
2
West
Central
2a
West
Central
West
Central
3
3a

West
Central
4
4a
5
LINEAR PARK EVALUATION
VICTORIA PARK >
HEADLAND PARK
ALBERT PARK >
TAMAKI DRIVE
CENTRAL WHARVES
< THE DOMAIN
<
<
<
3
4
5
1
2
Our 2032 vision is to de|iver the rst
phase of a city centre-wide, blue-green
open space network from the eastern
waterfront and the Auckland Domain
through to Albert and Victoria Parks,
and on to the Wynyard Quarter and the
western waterfront. It will involve:
Turning Daldy Street in the Wynyard
Quarter into a linear park, connecting
the quarter's agship Head|and lar|
with Victoria Park at its southern end
Transforming Victoria Street into a
high-amenity green link that will
connect Victoria and Albert Parks
Achieving better links for pedestrians
and cyclists across Grafton Gully, and
better connection of the Domain to
the city.
VISION
0
6 M
O
V
E
KEY
1 The Domain to City Connection
2 Victoria Green Link
3 Daldy Street Linear Park
4 Quay Street Waterfront Boulevard
5 The Strand (future green link)
AC_BEU_CCMP_3_TM5_8_FD.indd 156 20/07/12 12:31 PM
BLUE-GREEN NETWORK VISION
Our 2032 vision is to deliver the frst phase of a city centre-wide, blue-green open space network from the eastern waterfront and the Auckland Domain through to Albert and Victoria
Parks, and on to the Wynyard Quarter and the western waterfront. It will involve:
Turning Daldy Street in the Wynyard
Quarter into a linear park, connecting the quarters fagship Headland Park with Victoria Park at its southern end
Transforming Victoria Street into a high-amenity green link that will connect Victoria and Albert Parks
Achieving better links for pedestrians and cyclists across Grafton Gully, and better connection of the Domain to the city.
Auckland City Centre Masterplan, Auckland Council (2012)
Draft Linear Park Corridor Options Pros and Cons, Auckland Council (2013)
REFERENCES
Typi cal Exi st i ng St r eet Sect i on / Spat i al Ar r angement Mi ni mum Li near Par k St r eet Sect i on / Spat i al Ar r angement
*Minimum space allocation to be considered a linear park has been defined as
continugous pedestrian space/public realm from one building edge to the centreline of
street corridor
Key Success Factor/s: 2.5 Connects Victoria Park, Albert Park, Auckland Domain and Waterfront (Blue-Green Network); 6.4 Encourages strong integration between the Linear Park and Aotea Station
Linear Park : Strategic Direction & Defnitions
237
Technical Appendix
EVALUATION SUMMARY
ALBERT PARK ALBERT STREET
Victoria Street is noticeably steeper than Wellesley
Street within the Queen Street Valley to the
immediate east and west of Queen Street (between
Kitchener Street and Albert Streets). This difference
in gradient is noticeable as a pedestrian walking
along each street at ground level.
NELSON HOBSON STREETS
Victoria Street starts to level off around Federal
Street with a relatively level elevated plateau-like
gradient between Federal and Nelson Streets past
the Skytower Plaza and TVNZ blocks.
Wellesley Street by contrast is more up and down in
this central section; it continues to rise at a constant
Linear Park : Topography and Gradient
LINEAR PARK ELEVATION AND GRADIENT
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VICTORIA PARK
ALBERT PARK
VICTORIA PARK
ALBERT PARK
STEEP FALL STEEP RISE
GENTLE PLATEAU
GRADUAL FALL
GRADUAL FALL GRADUAL RISE
STEADY RISE AND FALL
GRADUAL FALL
STEEP FALL
Fi le Ref: A12182_El evati onAnalysis_A3_RevB.mxd
City East-W
est Transport Study
E
levation A
nalysis
Date: 30 April 2013
Revision: B
Plan Prepared by Boffa Miskell Limited
Author: john.watt@boffamiskell.co.nz
Checked: Stuart Houghton
0
200 m
1:6,000 @ A3
L
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g
e
n
d
This graphic has been prepared by Boffa Miskell Limited on
the specific instructions of our Client. It is solely for our
Clients use in accordance with the agreed scope of work.
Any use or reliance by a third party is at that partys own
risk. Where information has been supplied by the Client or
obtained from other external sources, it has been assumed
that it is accurate. No liability or responsibility is accepted
by Boffa Miskell Limited for any errors or omissions to the
extent that they arise from inaccurate information provided
by the Client or any external source.
El evation
m
asl
High : 63.89
Low : 0
Projection: NZGD 2000 New Zealand Sources: Cadastral data sourced from Land
Information New Zealand, Crown Copyright
Reserved. Elevation data sourced from
Auckland Council.
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VICTORIA PARK
ALBERT PARK
VICTORIA PARK
ALBERT PARK
STEEP FALL STEEP RISE
GENTLE PLATEAU
GRADUAL FALL
GRADUAL FALL GRADUAL RISE
STEADY RISE AND FALL
GRADUAL FALL
STEEP FALL
ALBERT
PARK
WELLESLEY STREET
VICTORIA STREETPARK
VIC
PARK
gradient between Albert and a pronounced highpoint
on the Hobson Street ridge higher in elevation than
the same point on Victoria Street, before sloping
down to Nelson Street.
NELSON STREET VICTORIA PARK
Victoria Street falls away from Nelson Street at a
fairly steady gentle gradient down to the former
foreshore line at Halsey Street beside Victoria Park.
Wellesley Street falls more steeply from Nelson
Street to Sale Street before fattening off in a
localized valley between Sale and Drake Streets,
turning the corner to meet Victoria Street and
Victoria Park.
KEY MESSAGES
SLOPE PROFILE & STEEP GRADIENTS ARE
NOT A KEY DIFFERENTIATOR
Victoria and Wellesley Streets have different, but
broadly comparable elevation and slope profles
from east to west. While existing steep gradients
are a barrier to east-west pedestrian movement
on both streets, this disincentive to cross city-
centre journeys could be overcome equally on both
streets through the creation of the linear park with a
generous and high quality walking environment.
LINEAR PARK : BLOCK SIZE AND PEDESTRIAN LINKAGES
Fi le Ref: A12182_Bl ockSizeAnalysis_A3.mxd
City East-West Transport Study
Block Size Analysis
Date: 17 April 2013
Revision: 0
0
200 m
1:6,000
@ A3
L
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g
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Reserved. Aerial photography sourced from
Auckland Council.
Block Area (m)
45001 - 1011552
40001 - 45000
35001 - 40000
30001 - 35000
25001 - 30000
20001 - 25000
15001 - 20000
10001 - 15000
5001 - 10000
1 - 5000
Park Area
CITY CENTRE CORE
DOWNTOWN
MIDTOWN
AOTEA
VICTORIA
QUARTER
WYNYARD
QUARTER
VICTORIA
PARK
WESTERN EDGE
EVALUATION SUMMARY
GIS Mapping has been prepared that classifes the relative size of city centre blocks along Victoria and
Wellesley Streets and within close proximity to the north and south of both streets.
The purpose of this mapping is to quantify the relative size of the blocks in order to evaluate any differences
in the fneness or coarseness of the block pattern or urban grain that may infuence the degree of pedestrian
accessibility as well as the frontage and character conditions of a linear park on either street.
KEY MESSAGES
200m SEPARATION DISTANCE BETWEEN
VICTORIA & WELLESLEY STREETS
Victoria and Wellesley Streets may be adjacent
east-west routes that end up at the same point at
Halsey Street beside Victoria Park but in the city
centre core between Nelson Street and Kitchener
Street/Albert Park they are 200 metres apart,
separated by a consistent pattern of long North-
South aligned blocks. This 200metre separation
distance results in distinctly different catchments
and key destinations within easy walking distance
of either street corridor. This has signifcant
implications for the accessibility of the linear park in
the city centre core (refer adjacent page).
FINER GRAIN PATTERN TO THE NORTH OF
VICTORIA STREET IN THE CORE & WEST
Within the city centre core, the blocks along the
North side of Victoria Street and further north are
generally smaller and more porous than the longer
and larger blocks south of Victoria Street. This
means a linear park on Victoria Street would have
very strong accessibility to those parts of the Engine
Room to the North.
COARSE PATTERN TO THE SOUTH OF
WELLESLEY STREET WEST OF NELSON
STREET
The block pattern south of Wellesley Street in the
Victoria Quarter is very large and coarse, resulting
in very poor North-South connectivity for pedestrian
movement.
Linear Park : City Centre Catchment Analysis - Block Size
239
Technical Appendix
LINEAR PARK : CITY CENTRE CATCHMENT ANALYSIS
City East-West Transport Study Block Size Analysis
Date: 17 April 2013
Revision: 0
0
200 m
1:6,000 @ A3
L e g e n d
Auckland Council.
Block Area (m)
45001 - 1011552
40001 - 45000
35001 - 40000
30001 - 35000
25001 - 30000
20001 - 25000
15001 - 20000
10001 - 15000
5001 - 10000
1 - 5000
Park Area
CITY CENTRE CORE
DOWNTOWN
MIDTOWN
AOTEA
VICTORIA
QUARTER
WYNYARD
QUARTER
VICTORIA
PARK
WESTERN EDGE
City East-West Transport Study Block Size Analysis
Date: 17 April 2013
Revision: 0
0
200 m
1:6,000 @ A3
L e g e n d
Auckland Council.
Block Area (m)
45001 - 1011552
40001 - 45000
35001 - 40000
30001 - 35000
25001 - 30000
20001 - 25000
15001 - 20000
10001 - 15000
5001 - 10000
1 - 5000
Park Area
CITY CENTRE CORE
DOWNTOWN
MIDTOWN
AOTEA
VICTORIA
QUARTER
WYNYARD
QUARTER
VICTORIA
PARK
WESTERN EDGE
Block Size Analysis
Date: 17 April 2013
Revision: 0
0
200 m
1:6,000 @ A3
L e g e n d
Auckland Council.
Block Area (m)
45001 - 1011552
40001 - 45000
35001 - 40000
30001 - 35000
25001 - 30000
20001 - 25000
15001 - 20000
10001 - 15000
5001 - 10000
1 - 5000
Park Area
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ADDITIONAL AREAS WITHIN EASY WALKING
DISTANCE OF VICTORIA ST
Block Size Analysis
Date: 17 April 2013
Revision: 0
0
200 m
1:6,000 @ A3
L e g e n d
Auckland Council.
Block Area (m)
45001 - 1011552
40001 - 45000
35001 - 40000
30001 - 35000
25001 - 30000
20001 - 25000
15001 - 20000
10001 - 15000
5001 - 10000
1 - 5000
Park Area
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ADDITIONAL AREAS WITHIN EASY REACH OF WELLESLEY ST
Linear Park : City Centre Catchment Analysis - Precincts & Destinations
EVALUATION SUMMARY
GIS Mapping has been employed to
generate walking catchments of 400 metres
(approximately 5 minutes walk) measured by
street distance, to understand the difference
the 200 metre separation distance in the city
centre core makes to accessibility to a linear
park route on either street.
KEY MESSAGES
MIDTOWN AREAS EQUALLY SERVED BY
BOTH STREETS
The core blocks of midtown are the blocks
located between Victoria and Wellesley
Streets, which would be within easy proximity
of a linear park on either street.
VICTORIA STREET IN CLOSER PROXIMITY
TO THE CBD ENGINE ROOM
Victoria Street is 200 metres closer to the core
of the CBD Engine Room with the highest
concentration of offce workers and retail
space in Auckland. It is also at the centre
of the growing western commercial offce
precinct that has added thousands of new
offce workers to Victoria and Graham Street
areas in recent years with further signifcant
development in the pipeline.
WELLESLEY STREET IN CLOSER PROXIMITY
TO UNIVERSITIES & AOTEA QUARTER
Wellesley Street is 200 metres further south in the
core, which would more strongly serve the Learning
Quarter & Aotea Quarter to the east and south.
VICTORIA STREET HAS GREATER
ACCESSIBILITY TO MORE KEY DESTINATIONS
On balance, Victoria Street is the more accessible
midtown east-west route, reaching out to the core
of the CBD Engine Room to the North as well as to
the Aotea Quarter to the South. This puts it within
easy reach of a large part of the city centre core,
as well as much of the Victoria Quarter and within
striking distance of the southern edge of the Viaduct
Harbour and Wynyard Quarter at its western end.
Linear Park : City Centre Catchment Comparison
241
Technical Appendix
EVALUATION SUMMARY
The 200 metre difference between Victoria and
Wellesley Streets in the midtown core between
Albert Park and Nelson Streets has signifcant
implications to the accessibility to the range of key
city centre destinations.
Victoria Street is more accessible to the highest
concentration of commercial and retail activity in the
CBD Engine Room to the north of Victoria Street,
while Wellesley Street has strong pedestrian links
to the Universities in the East and the art galleries,
performing arts venues and other cultural facilities
of the Aotea Quarter to the south.
KEY MESSAGES
BOTH STREETS HAVE STRONG NORTH-SOUTH
PEDESTRIAN LINKAGES
The consistent block pattern of long north-south
aligned blocks through midtown between Victoria
and Wellesley Streets means that both streets have
strong north-south pedestrian links at frequent
intervals that provide direct links to destinations in
the Engine Room to the North and Aotea Quarter to
the south.
VICTORIA STREET IN CLOSER PROXIMITY TO
THE CBD ENGINE ROOM
Victoria Street is 200 metres closer to the core
of the CBD Engine Room with the highest
concentration of offce workers and retail space in
Auckland.
WELLESLEY STREET IS CLOSER TO THE
UNIVERSITIES & CULTURAL FACILITIES
Wellesley Street is 200 metres further south in the
core, which would more strongly serve the Learning
Quarter & Aotea Quarter to the east and south.
VICTORIA STREET IS THE TRUE MIDTOWN
EAST-WEST ROUTE
On balance, Victoria Street is the more accessible
midtown east-west route, reaching out to the core of
the CBD Engine Room to the North as well as to the
Aotea Quarter to the South.
KEY MESSAGES CONTINUED
VICTORIA STREET IS THE MORE LEGIBLE
CROSS-MIDTOWN WALKING ROUTE
Victoria Street is also the more legible and easily
understandable east-west walking route through
midtown, having a clearer and more direct
connection on the ground between Victoria Park
and Albert Park than Wellesley Street.
VICTORIA STREET IS THE MORE LOGICAL
WALKING ROUTE FROM WYNYARD QUARTER
TO MIDTOWN
Victoria Street is the more logical and legible choice
of a walking route heading to the Queen Street
Valley from the Wynyard Quarter, being the closer
and more visible connection from Victoria Park and
from the Queen and Victoria intersection affording
the widest possible choice of destinations in the
city centre core within easy reach compared to the
Queen and Wellesley Street intersection 200 metres
further south.
Linear Park : Pedestrian Linkages
LINEAR PARK : VICTORIA STREET PEDESTRIAN LINKAGES
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Linear Park : Victoria Street Pedestrian Linkages
243
Technical Appendix
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LINEAR PARK : WELLESLEY STREET PEDESTRIAN LINKAGES
Linear Park : Wellesley Street Pedestrian Linkages
59
88
59
58
118 66 66
143 56 46
50 50
147
64 66 67 66 119
309
LINEAR PARK : BLOCK ATTRIBUTES
19
138 99
118
67 64
139 51
56
283
203
50 51 146
66 66
64 67 118
271
102
Number of
Blocks
16 14
Total Distance
on Southern
Side of Road
1015m 1100m
Number
and Type of
Pedestrian
Crossings on
Southern Side
of Road
Controlled
Uncontrolled
10
1
9
4
Number
of Vehicle
Crossings
19 25
KEY
Block Frontage
Signalised Crossing
Pedestrian Crossing
Barnes Dance Crossing
Uncontrolled Crossing
Vehicle Crossing
Shared Space Vehicle Crossing
Shared Space
Linear Park : Intersections & Vehicle Crossings
245
Technical Appendix
EVALUATION SUMMARY
Key block attributes including block length, number
of blocks, block length, number and type of
controlled and uncontrolled intersections along and
across each street, and the frequency of vehicle
crossings, have been mapped and analysed for
both Wellesley and Victoria Streets.
These have been analysed to determine whether
there are any key differentiators that may make one
route more favourable than the other for a linear
park.
KEY MESSAGES
NUMBER AND LENGTH OF BLOCKS
AND INTERSECTIONS ARE NOT A KEY
DIFFERENTIATOR
Analysis indicates that on balance and taken
across their whole lengths, both routes are broadly
comparable n terms of the number of blocks, block
length, and number of controlled and uncontrolled
intersections along and across the street.
VEHICLE CROSSINGS AN ISSUE ON BOTH
STREETS IN THE WEST
Victoria Street has no vehicle crossings in the
blocks between Albert and Kitchener Streets,
however the frequency of crossings in the same
stretch of Wellesley is low and not considered to
pose an issue for the creation of a linear park.
West of Nelson Street both streets have a much
higher frequency of vehicle crossings which is a
characteristic of the whole of the Victoria Quarter.
While this is reducing and will likely reduce further
over time as the blocks are redeveloped for more
intensive mixed use purposes, this could pose
challenges to the development of the linear park in
the west on either street.
MOTORWAY INTERCHANGE & SYMONDS
STREET UNDERPASS PROBLEMATIC TO
LINEAR PARK ON WELLESY STREET EAST
The Grafton Gully motorway on/off ramps and
Symonds Street underpass provide direct vehicular
connections to and from Wellesley Street from the
State Highway network that make the development
of a linear park on Wellesley Street more
problematic.
LINEAR PARK : LAND USE AND FRONTAGES
Good Frontage
Poor Frontage
Key
VICTORIA STREET
WELLESLEY STREET
LAND USE & FRONTAGES
EVALUATION SUMMARY
Observed ground foor land uses and frontage
conditions have been mapped and analysed for
the length of Victoria and Wellesley Streets to
determine whether there are more favourable land
use interface conditions on one street or the other.
KEY MESSAGES
LAND USE & FRONTAGES NOT A KEY
DIFFERENTIATOR IN THE CITY CENTRE CORE
Both streets have a relatively fne grain pattern
of active frontages abutting the street edge in the
Queen Street Valley, with similar ground foor land
use profles. Victoria Street perhaps has a stronger
concentration of retail and commercial activity, and
Wellesley a stronger concentration of cultural and
community facilities and restaurants, bars and cafes
but these distinctions do not make a difference to
their suitability for a linear park.
VICTORIA STREET BETTER SUITED IN THE
WEST
Wellesley Street west of Nelson Street is currently
a virtual no-mans land in terms of active uses
fronting the street and pedestrian activity. While
there is signifcant development potential it is likely
to be of a lower intensity nature, with a residential
or mixed-use emphasis with a lesser destination
pull factor than the very large foorplate corporate
offces fast developing on Victoria Street West that
have added thousands of new offce workers to the
Western fringe. These developments such as the
Telecom Headquarters have signifcantly improved
the frontage conditions to Victoria Street with new
active uses and have contributed to much higher
pedestrian activity at the western end of Victoria
Street between Nelson and Halsey Streets.
Linear Park : Land Use & Frontages
Good Frontage
Poor Frontage
KEY
Retail
Residential
Hotel / Visitor Accommodation
Service / Hospitality
Commercial Offce / Lobby
Civic, Community & Cultural Uses
Car Parking / Driveway Access
Open Space
247
Technical Appendix
EVALUATION SUMMARY
Both streets have a number of attributes some
inherent in the topography, urban pattern and the
views and visual sequences this creates as well
as landmark buildings and public spaces.
In the city centre core, Wellesley Street is more
memorable for the landmark cultural facilities and
other heritage buildings to either side of Queen
Street.
Victoria Street is more memorable in the core for
the dramatically steep rise and fall either side of
Queen Street, lined by tall buildings and the picture
postcard views to Albert Park and the Sky Tower
this affords.
VICTORIA STREET HAS A MORE MEMORABLE
AND DRAMATIC GRADIENT EITHER SIDE OF
QUEEN STREET
While the steeper gradient of Victoria Street
between Albert Park and Albert Street may make it
less attractive for walking than Wellesley Street, this
steepness gives Victoria Street a more memorable
profle viewed from the Queen Street corner than
Wellesley Street.
VICTORIA STREET TERMINATES
DRAMATICALLY AT ALBERT PARK
Aucklands urban form has very few dramatic set
pieces where multiple elements streets, buildings
and open spaces - come together to create a striking
and highly memorable visual image. The way
Victoria Street terminates physically and visually at
the foot of Albert Park is one of these. The steep rise
of the street, enclosed by buildings on both sides,
Chris Booth stone arch sculpture, aligned on axis,
backdropped by the sudden rise of the volcanic
landform of the park, its mature trees, and viewed
further back from Hobson Street west, the University
clock tower rising above the treescape, is one of the
most memorable views in Auckland.
Wellesley Street does visually terminate strongly at
the Auckland Art Gallery to the east of Queen Street,
but the visual relationship and pedestrian access
into Albert Park is much weaker from Wellesley
Street compared to Victoria Street.
VICTORIA STREET VIEWS TO SKY TOWER
Victoria Street affords some of the most dramatic
and photographed views of the Sky Tower,
Aucklands undeniable city centre landmark.
WELLESLEY STREET HAS MORE LANDMARK
BUILDINGS
Wellesley Street has a higher concentration of
landmark public buildings the Art Gallery, Central
Library, and Civic Theatre as well as other fne
heritage buildings such as Smith and Caugheys
and St Matthews in the City, compared to Victoria
Street.
VICTORIA STREET HAS VIEWS TO VICTORIA
PARK
While not nearly as strong as the connection to
Albert Park, Victoria Street between Nelson and
Halsey Streets does afford views to the tall tree
canopy of Victoria Park, the landmark tower of
Victoria Park Market and more distance Ponsonby
skyline. By contrast, Wellesley Street feels hidden
away from Victoria Park until the last moment
when one turns the corner to face it besides Drake
Street.
Linear Park: Memorability & Uniqueness Comparison
LINEAR PARK : MEMORABILITY AND UNIQUENESS COMPARISON
Linear Park : Memorability and Uniqueness Comparison
249
Technical Appendix
LINEAR PARK : MEMORABILITY AND UNIQUENESS COMPARISON
Linear Park : Memorability and Uniqueness Comparison
Pedestrian Analysis
TA3
251
Technical Appendix
Pedestrian
Analysis
Comparative analysis of the space
allocation for pedestrians and
opportunities for placemaking
Many of the overarching goals and success factors
relate to increasing the amount of pedestrian
capacity (space allocation) as well as the quality of
pedestrian spaces (including opportunities for place-
making as well as movement and the development
of landmark streets (harbour edge boulevard/linear
park) envisaged by the City Centre Masterplan.
PEDESTRIAN CAPACITY
Options have been measured in terms of the space
allocation for pedestrians/amenity versus road space
for vehicular traffc on each street corridor. This is set
out in the table overleaf, alongside key messages
pertaining to the provision of pedestrian space on
specifc streets.
In summary Option 2A and 4A provide the greatest
additional pedestrian capacity. All other options do
provide additional pedestrian capacity to varying
degrees, although Option 5 does not achieve suffcient
additional capacity (space allocation) for pedestrians
other than at Quay Street.
PLACE-MAKING OPPORTUNITIES
Opportunities for placemaking are a relatively strong
differentiator amongst the options. This relates to
both the general increase in space allocation for
pedestrians that more strongly provides for seating,
other street furniture elements, planting and amenity
improvements to support pedestrian activity as well as
movement, as well as the ability to facilitate or impede
the desired development of landmark public spaces of
the harbour edge boulevard and midtown linear park.
Option 2A provides for the greatest place-making
opportunities, followed closely by Option 2.
Placemaking opportunities are a key differentiator of
Option 2A from Option 2, given that 2A provides new
placemaking opportunities along the western end of
Wellesley Street (west of Hobson St) by reducing from
6 traffc lanes to 4.
Options 1, 4 and 4A also strongly provide for
increased place-making opportunities. In the case
of 4 and 4a this is achieved through the across-the-
board increases in space allocation for pedestrians
that a one-way system permits. However, in practice
the positive impact of this space allocation may be
countered by the reduced amenity of the higher
speed, traffc-oriented road corridor adjacent to the
footpaths.
Other options on balance are considered to not
adequately provide for increased place-making
opportunities.
PEDESTRIAN CAPACITY
Central East West Transport Study (CEWTS) Urban Design Evaluation Sheets Prepared by Boffa Miskell Limited for Aurecon
PEDESTRIAN CAPACITY
1 1a 2 2a 3 3a 4 4a 5
Quay Street
Quay Street East
Fanshawe Street
Customs Street
Beach Road
Victoria Street
Wellesley Street
Mayoral Drive /
Cook Street
AVERAGE
23% 77%
Pedestrian / Amenity Vehicular
23% 77% 23% 77% 23% 77% 23% 77%
46%
54%
46% 54% 46% 54%
Pedestrian / Amenity
46% 54%
46% 54%
46% 54% 34% 66% 31% 69% 63% 37%
36% 64% 64% 36% 44% 56% 44% 56% 64% 36% 64% 36% 44% 56% 44% 56% 62% 38%
63% 37% 69% 31% 46% 54% 46% 54% 69% 31% 69% 31% 69% 31% 46% 54% 63% 37%
32% 68% 48% 52% 32% 68% 32% 68% 48% 52% 48% 52% 48% 52% 48% 52% 48% 52%
36% 64% 36% 64% 23% 77% 36% 64%
26% 74% 70% 30% 26% 74%
39% 61%
26% 74% 26% 74% 48% 52% 39% 61% 51% 49%
70%
30%
26% 74%
70% 30%
51% 49%
W
C C
51% 49%
W
70% 30%
52% 48%
63% 37%
C
W
52% 48% 39% 61% 71% 29%
66% 34%
66% 34%
66% 34%
66% 34% 66% 34%
69% 31%
66%
34%
66% 34%
66%
34%
66% 34%
66%
34%
66%
34%
66% 34%
66% 34%
66% 34%
66% 34%
66% 34%
66% 34%
26% 74%
C
W
45% 55% 51% 49% 44% 56%
26% 74%
41% 59% 53% 47% 52% 48% 47% 53% 42% 58% 57% 43%
Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular
Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular Pedestrian / Amenity Vehicular
Option
1
Option
1a
Option
2
Option
2a
Option
3
Option
3a
Option
4
Option
4a
Option
5
253
Technical Appendix
KEY MESSAGES
PEDESTRIAN CAPACITY ON
WELLESLEY STREET WEST
Option 2A is the only option (other than the
Wellesley Street linear park options) to provide an
enhancement to pedestrian capacity on Wellesley
Street west of Hobson Street.
IMPROVING PEDESTRIAN CROSSING
EXPERIENCE ON CUSTOMS STREET
Reducing the number of traffc lanes on Customs
Street may not be possible which means fnding
other means to improve the pedestrian crossing
experience and reduce the severance between the
north and south sides of Customs Street (a key
route between the Engine Room and the waterfront)
is critical to achieving the Harbour Edge Stitch.
IMPROVE QUALITY THROUGH DESIGN
IMPROVEMENTS WHERE ADDITIONAL SPACE
ALLOCATION NOT POSSIBLE
While additional space allocation for pedestrians/
public realm is the preferred option to grow
placemaking opportunities on all streets, meaningful
additional space (a lane width each side or more)
may not be possible in every case, in particular
Customs Street, Mayoral Drive and Beach Road.
In these cases means to improve quality through
design improvements should be identifed.
PEDESTRIAN SPACE ALLOCATION:
MEMORABILITY & UNIQUENESS FACTOR
One of the evaluation criteria success factors is
Provides for the memorable and uniqueness.
For the purposes of this evaluation this success
factor has been taken to mean achieving the big
transformational changes to streets envisaged in
the City Centre Masterplan Transformational Moves.
For the CEWTs Study, these streets are considered
to be:
Quay Street Harbour Edge
(Transformational Move 1 Harbour Edge Stitch)
Linear Park
(Transformational Move 5 Blue-Green Network)
In simple terms, each of these transformational
projects is about reallocating signifcant space from
traffc lanes to pedestrian-oriented public realm.
The CEWTS options have been evaluated against
these space allocations and the supporting Quay
Street and Linear Park project information to gauge
whether they are achieving these factors.
QUAY STREET VISION ACHIEVED ON ALL OPTIONS
Quay Street is not a key differentiator, as the space
allocation achieved on all options, at no more than
4 traffc lanes, is consistent with the vision and
concept design work undertaken for the Quay Street
Harbour Edge project.
LINEAR PARK ON VICTORIA OR WELLESLEY
STREETS
All options except Options 4, 4A and 5 provide for
a linear park of suffcient width on either Victoria,
Wellesley (in the case of Option 1A) or both Victoria
and Wellesley Streets in the core (in the case of
Options 2 and 2A) achieve the space allocations
required to achieve a linear park. The implications of
a linear park on Victoria versus Wellesley Street have
been evaluated in detail elsewhere in this analysis.
PLACEMAKING OPPORTUNITIES
LOOK TO PROVIDE PLACEMAKING
OPPORTUNITIES ALONG WELLESLEY STREET
WEST
Option 2A is the only option that provides for
additional placemaking opportunities on Wellesley
Street to the west of Hobson Street (other than the
linear park options). It may be possible to adopt this
Wellesley Street treatment in other options.
PLACEMAKING OPPORTUNITIES
Typical existing footpath does not provide suffcient
width for placemaking elements (street furniture,
street trees or planting for example) without
adversely impinging on the required width for a
clear and accessible through route for pedestrian
movement or space for pausing and window
shopping on these busy city centre streets. Trees
squeezed betweeen verandahs/building canopies
and passing traffc on kerbside lanes.
Typical existing footpath does not provide suffcient
width for placemaking elements (street furniture,
street trees or planting for example) without
adversely impinging on the required width for a
clear and accessible through route for pedestrian
movement on these busy city centre streets.
Pr ovi des f or Pl acemaki ng Oppor t uni t i es
No Space f or Pl acemaki ng Oppor t uni t i es
Expl anat i on
Expl anat i on
What do we mean by
placemaking opportunities?
Great steets provide
space and conditions for
pedestrian activity and
occupation of space as well
as movement.
What makes a Great
Street?
Memorable streets have
common features. They are
places for people and are
designed with themin mind.
Typically, a good pedestrian
street features:
Generous footpaths
Lighting for people
Trees and shade
Active and open facades
Street furniture
Human scale
Artworks and cultural
markers
Streetscape elements,
including lighting, trees
and planting, street
furniture, artworks and
cultural markers, as well
as activities such as
outdoor dining, require
generous space allocation
for pedestrians in busy
city centre streets to work
successfully.
255
Technical Appendix
MEMORABLITY AND UNIQUENESS
Federal Street | DRAFTConcept Design Report | 9
Federal StreetPrecinct
NATURAL
Landform
Vegetation
Views
Landscape
Landmarks
SOCIAL/ CULTURAL
Expression
Language / dialogue
Relationships
Events& Activities
Behaviour & Interaction
Culture
BUILT
Building scale
Edge activation
Street perspective
Heritage
Movement
Infrastructure
Connections
Icons
PERSONAL
Experience
Memory
Background
Habit
Comfort
Emotions
Familiarity
SENSE
OFPLACE
FIGURE2: Attributesthat contribute to Federal Street Precinct Sense of Place
2.5 Key Moves- Public Realm
The Precinct Plan illustrated on the following pagesincludesthe key movesbelow in response to the Design Principles
articulated in Section 2.2:
1. The use of a Shared Space design approach (incorporating a level surface and accessible route) asa
consistent street treatment asa unifying element providing:
a visual and physical cohesion to Federal Street Precinct asit passesthrough itscomponent
city blocks;
an over-arching order to the diversity of built form;
primacy of Federal Street refected by the continuation of a level surface treatment across
the Kingston/Swanson and Wolfe Street intersections.
2. The development of distinct city blocksto celebrate the diversity of their built form, character and
usage, their identity which collectively defne the sense of place of Federal Street Precinct.
2.6 KEY MOVES TRANSPORT& PARKING
The key move from a transport and parking perspective is to reduce extraneous traffc and vehicle speeds to enable
pedestrian priority to be realised whilst maintaining vehicle accessto property and servicing needs.
Overlaying the Precinctsstreet hierarchy Federal Street, Kingston Street, Swanson Street and Wolfe Street are all local
streets where the primary function is local access and servicing of properties and businesses with limited through traffc
function. Hobson Street and Albert Street in a north-south direction and Wellesley Street, Victoria Street, WyndhamStreet
and Fanshawe Street in an east-west direction are better equipped to provide for through traffc functions.
DesignResponse:
Reconfgure vehicle fow direction in Wolfe Street and Kingston Street to dissuade through traffc assigning it onto the
primary arterial network.
Reduce on-street parking for general public to limit circulation and vehicle fows and reduce the amount of
extraneous traffc using Federal Street. Retaining a degree of on-street parking to support an important and
convenient short stay facility for primary retail and local businessfunction including servicing and delivery
requirements.
Retain and enhance easy accessto public transport services. Existing busservicesalong Victoria Street and Albert
Street and future servicesplanned for Wellesley Street are all within short walking distancesof Federal Street. The
Britomart Transport Centre at the northern end of the Precinct and the future planned City Rail Link will create a
conveniently located station at the Aotea Quarter to service the southern end of the precinct.
Improved pedestrian facilities at key junctions to enable safe and effcient crossing of pedestrians.
DRAFT
1 1a 2 2a 3 3a 4 4a 5
Quay Street Central
Victoria Street
Wellesley Street
23% 77%
23% 77%
23% 77%
23% 77%
23% 77%
36% 64%
36% 64%
23% 77%
36% 64%
26% 74%
70% 30%
26% 74%
39% 61%
26% 74%
26% 74%
48% 52%
39% 61%
51% 49%
70% 30%
26% 74%
70% 30%
51% 49%
W
C C
51% 49%
W
70% 30%
52% 48%
63% 37%
C
W
52% 48%
39% 61%
71% 29%
26% 74%
C
W
26% 74%
POTENTIAL
161
AC_BEU_CCMP_3_TM5_8_FD.indd 161 20/07/12 12:31 PM
Key Success Factor: 1.7 Provides for the memorable and uniqueness
VICTORIA STREET LINEAR PARK UNDERSTANDING SENSE OF PLACE
Albert Street Node a unifying shared surface connects the street to the waters edge and the Grand Harbour Stair and Ferry Basin water space. The openness of the paved nodes contrasts with the more densely planted avenue sections of the street
Ferry Building Light Boxes Street Trees Timber Columns Paved Crossing Area Raingarden Light Column 2 3 4 5 6 7
2
3
4
6
7
1
1
5
3
VIEW 3
QUAY STREET HARBOUR EDGE
CEWTS OPTIONS SPACE ALLOCATIONS ON QUAY STREET / VICTORIA & WELLESLEY STREETS
Cycling Analysis
TA4
257
Technical Appendix
Summary of off-road cycle paths for each study option
The key fndings from this table are as follows:
The off-road cycle lanes proposed under each option represent a considerable uplift on the existing
provisions
All options include off-road cycle lanes on both Quay Street East and Beach Road.
All options have an off-road cycle lane on either Victoria or Wellesley Street, however the reduction in
vehicle capacity through the Queen Street core for Options 2 and 2a could allow a further extension to off-
road cycle provisions
Existing Option 1 Option 1a Option 2 Option 2a Option 3 Option 3a Option 4 Option 4a Option 5
Quay Street X X X X X X X X X X
Quay Street East

a

a

a

a

a

a

a

a

a

a
Fanshawe Street X X X X X X X X X X
Customs Street X X X X X X X X X X
Beach Road X

a

a

a

a

a

a

a

a

a
Victoria Street X

a
X

a a

a

a
X X

a
Wellesley Street X X

a a

a
X X

a

a
X
Mayoral/ Cook X X X X X X X X X X
Total 1 3 3 3 3 3 3 3 3 3
Off-road cycle provisions
The following table provides a summary of the off-road cycle paths
provided within the east west corridors for each option.
259
Technical Appendix
Corridor allocation to cycling
The following table provides a summary of the corridor allocations
provided to cycles for each option based on their preliminary cross
section designs.
Percentage allocation for cyclists for each study option
Existing Option 1 Option 1a Option 2 Option 2a Option 3 Option 3a Option 4 Option 4a Option 5
Quay Street 0% 7% 7% 7% 7% 7% 7% 7% 7% 7%
Quay Street East 4% 10% 10% 10% 10% 10% 10% 10% 10% 10%
Fanshawe Street 0% 8% 8% 8% 8% 8% 8% 8% 8% 8%
Customs Street 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Beach Road 0% 7% 7% 7% 7% 7% 7% 7% 7% 7%
Victoria Street 0% 7% 7% 7% 0% 7% 7% 0% 0% 11%
Wellesley Street 0% 7% 7% 7% 7% 7% 0% 11% 11% 0%
Mayoral/ Cook 0% 0% 7% 11% 11% 0% 0% 0% 0% 0%
Total 1% 6% 6% 7% 6% 6% 4% 5% 5% 5%
The key results are:
All options have a signifcantly greater allocation of corridor space to cycling than is currently provided
The allocation of space for cyclists is relatively consistent across the options, with slightly higher provision
for Option 2a (High pedestrian emphasis) and slightly lower provision for Options 4, 4a and 5 (One way
options and Do Minimum)
Public Transport
Analysis
TA5
261
Technical Appendix
TA5.1 Simplicity of bus system
A key aspect of the Regional Public Transport Plan approach is to provide
a more simplifed bus network, based around fewer bus corridors. The
following is a summary of the number of bus corridors required under each
option.
Option 1 Option 1a Option 2 Option 2a Option 3 Option 3a Option 4 Option 4a Option 5
Quay Street 0 0 0 0 1 1 1 1 1
Fanshawe/
Customs Street
1 1 1 1 1 1 1 1 1
Victoria Street 0 1 1 0 0 1 1 1
Wellesley Street 1 0 0 1 1 1 1 1 1
Mayoral Drive 0 0 1 0 0 0 0 0 0
TOTAL 2 2 3 2.5 3 3 4 4 4
Key fndings from the above analysis are listed as follows:
Options 1 and 1a require the lowest number of bus corridors
Options 2, 2a, 3 and 3a have a slightly greater number of bus corridors, as a result of additional use of either
Mayoral Drive, Quay Street or Victoria Street
Options 4, 4a and 5 require the greatest number of bus corridors, using all major east-west roads except
Mayoral Drive
TA5.2
Comparative
analysis of
bus operation
options for
Wellesley
and Victoria
Streets
During the option development are
a variety of options that have been
identifed for bus operations along
either Victoria and/or Wellesley
corridors. The following table
provides a brief assessment of these
alternative bus network options.

Wellesley bus corridor Victoria St Bus corridor
Use of Mayoral Drive
Loop bus system
One-way bus system Split bus system
Comparative analysis of bus operation options for Wellesley and
Victoria Streets
Option 5
Option 1
Option 3
Option 3a
Option 1a
Option 2
Option 2a
Option 4
Option 4a
Option 1
Option 3
Option 3a
Option 1a
Option 2
Option 2a
Option 4
Option 4a
Option 1
Option 3
Option 3a
Option 1a
Option 2
Option 2a
Option 4
Option 4a
Option 1
Option 3
Option 3a
Option 1a
Option 2
Option 2a
Option 4
Option 4a
Option 1
Option 3
Option 3a
Option 1a
Option 2
Option 2a
Option 4
Option 4a
263
Technical Appendix
Bus network
type
Relevant
Options
Bus stop
type**
Bus stop-
ping length* Pr os Cons
Wellesley bus
corridor
Option 1, 3, 3a Type 3 6 blocks Shorter (1.3km) route through central
city
More direct movement corridor to
University and Central Connector
(Symonds St)
Located closer to key cultural activities
on Wellesley St
Located on edge of highest density
employment areas (see land use
density analysis)
Victoria St
Bus corridor
Option 1a Type 3 6 blocks Located on edge of highest density
employment areas (see land use
density analysis)
Longer route (2.1km) through central
city
Adverse impact on location for the
linear park
Use of Mayoral
Drive
Option 2 Type 3 3 blocks (due
to off-street
interchange)
Reduces impact of buses on Wellesley
Street near Queen Street core
More complex bus system
Loop bus system Option 2a Type 2/3 6 blocks Reduces impact of buses near Queen
Street core
More complex bus system
Greater distance from stops to high
density Queen Street core
Ability of maximize network effciency
using through routes is compromised
Available street length may not be
suffcient for required number of stops
One-way bus
system
Option 4, 4a Type 3 5 blocks (but
one side of road
only)
Reduces impact on individual corridors More complex bus system
Split bus system Option 5 Type 2 3 blocks Reduces impact on individual corridors More complex bus system
Two corridors requires more effort/ cost
to provide infrastructure of a higher
standard
* Type 2 Bus stops located in bus lane, Type 3 Kerbside bus lane with bus stops and second adjacent bus lane
** Based on City Centre Bus Infrastructure Study fndings (and assumes 2 stops per block)
Overall the above analysis suggests that on balance the use of Wellesley Street for a bus corridor would be preferable to Victoria Street.
Other bus network options all reduce the amenity impacts of the bus operations either on one corridor or in the vicinity of the
Queen Street core, but have drawbacks such as requiring a more complex system and/or increased infrastructure requirements.
Traffc
Analysis
TA6.1 State
highway
connections
A clear theme through the study
process was the desire to promote
the use of the state highway
network as an alternative route
for through traffc movements.
Notwithstanding this, it is still
important that connections
between the state highway and
local east-west road network are
able to facilitate effcient access
to and from the city centre. The
following analysis examines key
metrics around these connections.
TA6
265
Technical Appendix
Number of lanes on key connecting corridors to
state highway
The following table presents a summary of the number of traffc lanes on
the key east-west corridor connections between the city centre and the
state highway network for each option:
Number of bus corridors for each study option
Direction Route Existing Option 1 Option 1a Option 2 Option 2a Option 3 Option 3a Option 4 Option 4a Option 5
East
Quay Street
East
4 4 2 4 2 2 2 2 2 4
Beach
Street
6 2 4 2 2 4 4 4 4 6
Wellesley
Street East
4 2 2 2 2 2 2 2 2 4
Sub-total 10 6 6 6 4 6 6 6 6 10
West
Fanshawe
Street
4 2 4 2 2 4 4 2 2 4
Cook Street 4 4 4 4 4 4 4 4 4 4
Sub-total 8 6 8 6 6 8 8 6 6 8
Total 18 12 14 12 10 14 14 12 12 18
Key outcomes for this analysis are:
Option 5 (Do minimum) has a signifcantly greater number of traffc
lanes amongst the options.
Option 2 (High pedestrian emphasis alternative) has the least number
of traffc lanes
Amongst the other options the provisions are generally similar, with
locations of variation being Quay and Beach Streets to the east and
Fanshawe Street to the west
Forecast traffc volumes on key connecting corridors to state highway
The table below provides a summary of outputs from the city centre traffc model that indicate the predicted
levels of traffc demands that may occur on the key east west corridors that connect to the state highway
network
Forecast traffc volumes, Year 2021
Direction Route 2021 Morning Peak 2021 Evening Peak
In Out Total In Out Total
East
Quay Street East 2,157 1,335 3,492 2,142 2,120 4,262
Beach Street 1,503 907 2,410 1,202 856 2,058
Wellesley Street East 2,011 745 2,756 1,775 622 2,397
West
Fanshawe Street 2,116 1,264 3,380 1,152 2,051 3,203
Cook Street 1,695 - 1,695 1,441 - 1,441
Key outcomes for this analysis are:
Of the key east west roads that provide connection to the state highway network, those that are predicted
to carry the greatest volumes are Quay Street and Fanshawe Street
For these two roads, the provision of two traffc lanes (both ways) as proposed in some options may
impact of the quality of connections to the motorway
The Wellesley Street East inbound movement would also ideally be provided with two lanes
267
Technical Appendix
TA6.2 Preliminary traffc
modelling outputs
Below are tables summarising preliminary traffc modelling undertaken
for the CEWT Study. It is important to note that these modelled options
do not directly refect the exact cross sections included within each of
the CEWTS options, but rather provide a broad indication of expected
network results for each of these options
Network statistics, AM Peak
Modelling
Test
Test Details Relevant
Options*
Vehicle Travel
Time (hrs)
Person Travel
Time (hrs)
Vehicle Travel
Distance (km)
Average Speed
(km/hr)
1 Existing layout Reference Case 7,428 8,914 173,118 23.3
2 Quay Street Project (4 lanes) +
Option 1, 1a 7,491 8990 173,416 23.1
Victoria Street Linear Park +No
general traffc through central
Wellesley
Option 3 7,650 9,180 173,665 22.7
Option 2, 2a 7,671 9,205 173,492 22.6
5 One way street network Option 4a 7,222 8,666 173,279 24.0
Table Network statistics, PM Peak
Modelling
Test
Test Details Relevant Op-
tions*
Vehicle Travel
Time (hrs)
Person Travel
Time (hrs)
Vehicle Travel
Distance (km)
Average Speed
(km/hr)
2 Quay Street Project (4
lanes) +Victoria Street
Linear Park
Option 1, 1a 11,200 13,440 189,859 17.0
3 Quay Street Project
(4 lanes) +Victoria
Street Linear Park +No
general traffc through
central Wellesley
Option 3 11,175 13,410 189,919 17.0
Linear Park
Option 2, 2a 11,382 13,658 189,977 16.7
5 One way street network Option 4a 10,816 12,979 190,109 17.6
269
Technical Appendix
Modelling
Test
Test Details Relevant
Options*
Vehicle Travel
Time (hrs)
Person Travel
Time (hrs)
Vehicle Travel
Distance (km)
Average Speed
(km/hr)
Linear Park
Option 1, 1a 4,643 5,572 142,579 30.7
3 Quay Street Project
(4 lanes) +Victoria
Street Linear Park +No
general traffc through
central Wellesley
Option 3 4,682 5,618 142,963 30.5
Linear Park
Option 2, 2a 4,680 5,616 142,663 30.5
5 One way street network Option 4a - - - -
Network statistics, Interpeak
Value for Money
Assessment
TA7
A core part of the study was an
extensive option development and
testing process that considered
various alternatives and enabled
the selection of an effective
preferred direction. This inherently
provides a process than works
towards maximising benefts and
effectively managing costs and
therefore the selection of a good
value for money strategy.

Notwithstanding the above, In
order to assess the value for
money provided by the preferred
option, an assessment has been
made of the benefts and costs
associated with the direction
for each corridor. A qualitative
analysis has been completed
using descriptive beneft and
cost categories, and evaluation
through a value for money matrix.
The cost and beneft category
defnitions, the value for money
matrix and assessment are
271
Technical Appendix
Cost categories
Cost ratings Characteristics
Low Minor street works, signal optimisations
Medium Surface treatments such as kerb widening, landscaping, bus stop infrastructure
High Major new infrastructure such as bridges or tunnels
Beneft categories
Beneft rating Characteristics
Minor Provides some limited support to some users and strategy policy directions
Moderate Benefts a range of user types and strategic policy directions
Major Provides critical support for strategic policy directions, key infrastructure
investments (i.e. CRL) and overarching goals of the CEWT Study
Value for money matrix
Cost rating Benefts rating
Minor benefts Moderate benefts Major benefts
Low cost Moderate value for
money
Good value for money Excellent value for
money
Medium cost Poor value for money Moderate value for
money
Good value for money
High cost Poor value for money Poor value for money Moderate value for
money
Benefts Costs Value for money
Quay Street
Provides high quality pedestrian connections
between City Centre/ Britomart and both Ferry
Terminal and Waterfront areas
Increased public space
Place-making improvements and public realm
activation
Rating: Major benefts
Kerb build outs
New street furniture
Landscaping
Lane marking changes
Rating: Medium cost
Rating: Good value
for money
Fanshawe Street
Major improvements to bus performance, in
line with this corridors role as part of the RTN
network
Supports pedestrian connections to Wynyard
Quarter/ Waterfront areas and city centre
Supports increased land use density and
associated travel demands
Surface treatments and reconfguration of
corridor to include urban busway
New bus stop infrastructure
At-grade pedestrian improvements (crossings
and potential footpath extensions)
Rating: Medium cost
Rating: Good value
for money
Customs Street
Provides strong multi-modal movement function,
which maintains accessibility into city centre
Improved north-south pedestrian connections
Enables other corridors to be more focussed
towards place-making priorities
Rating: Moderate benefts
Minor lane marking changes
New median
De-cluttering of street furniture
Rating: Low cost
Rating: Good value
for money
Beach Road
Provides important section of future cycle
highway network
Provides strong multi-modal movement function,
Enables other corridors to be more focussed
towards place-making priorities
New cycleway infrastructure
Minor street marking changes
Rating: Medium cost
Rating: Good value
for money
273
Technical Appendix
Benefts Costs Value for money
Victoria Street
Inner city amenity and economic activation
opportunities
Leverage and enhancement opportunities
between linear park and Aotea Station main
entrance
Strong pedestrian connection between Aotea
Station, city centre and university areas
Supports east-west cycle function
Kerb changes
New street furniture
Linear Park landscaping treatments
Potential art works
Rating: Medium/ high cost
Rating: Good value
for money
Wellesley Street
Central
Improved capacity for bus services
Integrates with new public transport network
plan
Provides high-quality and capacity footpaths for
pedestrians and to support important cultural
facilities
Footpath widening
Urban design treatments
New bus stop infrastructure
New street markings
Rating: Medium cost
Rating: Good value
for money
Wellesley Street
East/ West
Improved capacity for bus services
Integrates with new public transport network
plan
New bus facilities and infrastructure
Pedestrian and cycle facilities
New street markings
Rating: Low/ medium cost
Rating: Good value
for money
Mayoral Drive/
Cook Street
Moderate improvements for pedestrians
Provides strong vehicle movement function,
Enables other corridors to be focussed towards
place-making priorities
Rating: Moderate benefts
Minor intersection treatments
Signal optimisation works
Rating: Low cost
Rating: Good value
for money
Aurecon New Zealand Limited
Level 4, 139 Carlton Gore Road
Newmarket Auckland 1023
PO Box 9762
Newmarket Auckland 1149
New Zealand
T +64 9 520 6019
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