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Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Part B: Description of the Project
3 Project Design and Operation
Overview
The purpose of this Chapter is to provide a description of the Project’s overall design.
It includes descriptions of the proposed
transport network and the urban design and landscape components that form part of
the mitigation package to integrate the bridge structure into its surrounding urban
context.
This Chapter should be read in con
� Technical Report 1:
documents;
� Technical Report 3: Urban & Landscape Design Framework
documents; and
� The Plan and Drawing Set
A description of the design process sets out the iterative and responsive approach to
the design development of this Project. The core design team has adopted a multi
disciplinary approach and contributed geometric, architectural, CPTED, urban design
and landscape responses to issues and feedback raised by technical specialists, peer
reviewers, stakeholders, members of the public, and affected landowners.
The Project has been developed in general accordance with the relevant design
standards, guidelines, and manuals.
safety audit.
The design principles for the Project are consistent across the inner city RoNS in order
to provide a sense of continuity along SH1 through Wellington City and enables
consideration of the under
Architectural, urban design and landscape elements significantly contribute to the
way the Project will look and interact with the resulting streetscape, adjacent land
uses, and overall townscape. Six zones across th
define the design intent for each specific area.
Overall, the proposed transport infrastructure is core to achieving the objectives of
the Project and the design components and treatments to the bridge and adjacent
land are essential to the integration of the bridge structure into the surrounding
landscape. The design approach has focus
of the Project in order to avoid and minimise
Volume 2: Assessment of Environmental Effects
ridor RoNS
Part B: Description of the Project
Project Design and Operation
The purpose of this Chapter is to provide a description of the Project’s overall design.
It includes descriptions of the proposed bridge structure, related improvements to the
transport network and the urban design and landscape components that form part of
the mitigation package to integrate the bridge structure into its surrounding urban
should be read in conjunction with:
Technical Report 1: Design Philosophy Statement in Volume 3 of these
Urban & Landscape Design Framework in Volume 3 of these
Plan and Drawing Set in Volume 5 of these documents.
on of the design process sets out the iterative and responsive approach to
the design development of this Project. The core design team has adopted a multi
disciplinary approach and contributed geometric, architectural, CPTED, urban design
sponses to issues and feedback raised by technical specialists, peer
reviewers, stakeholders, members of the public, and affected landowners.
The Project has been developed in general accordance with the relevant design
standards, guidelines, and manuals. It has also been subject to peer review and a
The design principles for the Project are consistent across the inner city RoNS in order
to provide a sense of continuity along SH1 through Wellington City and enables
consideration of the underlying context for each section of SH1.
Architectural, urban design and landscape elements significantly contribute to the
way the Project will look and interact with the resulting streetscape, adjacent land
uses, and overall townscape. Six zones across the Project Area have been identified to
define the design intent for each specific area.
Overall, the proposed transport infrastructure is core to achieving the objectives of
the Project and the design components and treatments to the bridge and adjacent
land are essential to the integration of the bridge structure into the surrounding
approach has focussed on refining and optimising the design
of the Project in order to avoid and minimise adverse effects wherever possible
35
The purpose of this Chapter is to provide a description of the Project’s overall design.
bridge structure, related improvements to the
transport network and the urban design and landscape components that form part of
the mitigation package to integrate the bridge structure into its surrounding urban
in Volume 3 of these
in Volume 3 of these
on of the design process sets out the iterative and responsive approach to
the design development of this Project. The core design team has adopted a multi-
disciplinary approach and contributed geometric, architectural, CPTED, urban design
sponses to issues and feedback raised by technical specialists, peer
reviewers, stakeholders, members of the public, and affected landowners.
The Project has been developed in general accordance with the relevant design
It has also been subject to peer review and a
The design principles for the Project are consistent across the inner city RoNS in order
to provide a sense of continuity along SH1 through Wellington City and enables
Architectural, urban design and landscape elements significantly contribute to the
way the Project will look and interact with the resulting streetscape, adjacent land
e Project Area have been identified to
Overall, the proposed transport infrastructure is core to achieving the objectives of
the Project and the design components and treatments to the bridge and adjacent
land are essential to the integration of the bridge structure into the surrounding
refining and optimising the design
effects wherever possible
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
3.1 Introduction
The development of the Project design has been iterative, responsive and
collaborative in order to address the complexities of the values held in the natural
and built environment around the Project Area.
in local, regional and national policy and strategy documents and have been given
significant consideration throughout the design process, as have the
outcomes being sought to address those issues.
The issues identified relate to a range of environmental
outcomes sought for Wellington City and have
aspirations for growth and development.
for the Project are transport, urba
issues raise further detailed matters for consideration in the Project design
example, transport includes public transport, State highway traffic, local traffic,
walking and cycling.
Other significant inputs to the Project design have
feedback and focused feedback from stakeholder
and WCC (refer to Part F, Consultation and Engagement).
The Project aims to address traffic congestion, delay and journey time reliability
the high number of crashes
Basin Reserve. These issues are primarily caused by the conflicting traffic
movements between two key transport corridors in Wellington City.
corridor services the national SH1 route from Wellington International Airport to
Levin and beyond. The north/south arterial and principal road
local traffic (and SH1 traffic between Vivian Street/Kent Terrace to Rugby Street)
and from the CBD to the sou
have been identified for growth and intensification in WCC
Wellington City. Grade-separation of
of traffic movements at th
relieve congestion at the Rugby Street and Adelaide Road junction.
In the townscape context, the proposed grade separated solution is to introduce a
bridge structure between the two minor ridges that run a
on a north south axis. The
of the guard rail) and approximately 2
Buckle Street (refer to
29 Further data on the traffic volumes, delays, crash history, and journey time reliability are summarised in Part G: Chapter on Traffic and Transportation and detailed data is contained in Volume 3, Technical Report
4)
30 Arterial and Principal Roads as defined in the road hierarc
Volume 2: Assessment of Environmental Effects
ridor RoNS
ion
The development of the Project design has been iterative, responsive and
collaborative in order to address the complexities of the values held in the natural
and built environment around the Project Area. Relevant issues have been identified
regional and national policy and strategy documents and have been given
significant consideration throughout the design process, as have the
outcomes being sought to address those issues.
relate to a range of environmental, social and economic
outcomes sought for Wellington City and have a bearing on regional and national
aspirations for growth and development. More specifically, the key underlying issues
for the Project are transport, urban form and land use and growth. E
detailed matters for consideration in the Project design
example, transport includes public transport, State highway traffic, local traffic,
inputs to the Project design have been received through community
feedback and focused feedback from stakeholders such as tangata whenua, GWRC
and WCC (refer to Part F, Consultation and Engagement).
to address traffic congestion, delay and journey time reliability
gh number of crashes29 that are currently experienced on the roads around the
These issues are primarily caused by the conflicting traffic
movements between two key transport corridors in Wellington City.
national SH1 route from Wellington International Airport to
The north/south arterial and principal road30 corridor services
local traffic (and SH1 traffic between Vivian Street/Kent Terrace to Rugby Street)
from the CBD to the southern suburbs. Newtown and the Adelaide Road area
have been identified for growth and intensification in WCC’s plans for growth in
separation of westbound SH1 traffic will remove the conflict
of traffic movements at the Paterson Street / Dufferin Street junction,
relieve congestion at the Rugby Street and Adelaide Road junction.
In the townscape context, the proposed grade separated solution is to introduce a
bridge structure between the two minor ridges that run alongside the Basin Reserve
The proposed bridge would be up to 10.5m high
and approximately 263m in length between Paterson Street and
Figure 3-1 below) (approximately 320m long including
affic volumes, delays, crash history, and journey time reliability are summarised in
Part G: Chapter on Traffic and Transportation and detailed data is contained in Volume 3, Technical Report
Arterial and Principal Roads as defined in the road hierarchy of the Wellington City District Plan
36
The development of the Project design has been iterative, responsive and
collaborative in order to address the complexities of the values held in the natural
elevant issues have been identified
regional and national policy and strategy documents and have been given
significant consideration throughout the design process, as have the mitigation
, social and economic
bearing on regional and national
More specifically, the key underlying issues
n form and land use and growth. Each of these
detailed matters for consideration in the Project design. For
example, transport includes public transport, State highway traffic, local traffic,
en received through community
such as tangata whenua, GWRC
to address traffic congestion, delay and journey time reliability and
currently experienced on the roads around the
These issues are primarily caused by the conflicting traffic
movements between two key transport corridors in Wellington City. The east/west
national SH1 route from Wellington International Airport to
corridor services
local traffic (and SH1 traffic between Vivian Street/Kent Terrace to Rugby Street) to
Newtown and the Adelaide Road area
s plans for growth in
remove the conflict
which will also
In the townscape context, the proposed grade separated solution is to introduce a
longside the Basin Reserve
m high (to the top
between Paterson Street and
(approximately 320m long including
affic volumes, delays, crash history, and journey time reliability are summarised in
Part G: Chapter on Traffic and Transportation and detailed data is contained in Volume 3, Technical Report
hy of the Wellington City District Plan
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
abutments) supported by six
segregated pedestrian and cycleway ramp on the northern side of the bridge.
Figure 3-1: The proposed bridge structure in the view looking east toward Mount Victoria tunnel portal.
The implications of introducing such a structure into the Basin Reserve setting (which
includes a number of internationally significant
wider context of the cityscape has been raised in community feedback. The
sensitivity of an overhead structure in this local context was recognised during the
early scheme development. At the outset an urban landscape design
established the urban design principles and criteria that needed to be incorporated
into the design process (refer Technical Report 3: Urban Landscape Design
Framework).
The primary focus from an urban design and geometric perspective has been on
horizontal and vertical bridge alignments, and the desire to integrate the new
structure into the landscape in a manner that minimises urban impacts.
The proposed design and posted speed limits will achieve the desired transport
benefits and have been reached following a number of Road Safety Audits.
geometric design is based on the Austroads Guide to Road Design
Significant architectural input has gone into the design of the
structure and piers, which has contributed to the ‘sl
that aims to integrate rather than dominate the existing environment.
design of the bridge, and its integration with the surrounding environment that are
31 Such as the National War Memorial, Government House, and the Basin Reserve
32 Austroads Guide to Road Design Parts 3 and 6A
Volume 2: Assessment of Environmental Effects
ridor RoNS
by six sets of bridge piers (eight piers in total)
segregated pedestrian and cycleway ramp on the northern side of the bridge.
: The proposed bridge structure in the view looking east toward Mount Victoria tunnel portal.
The implications of introducing such a structure into the Basin Reserve setting (which
includes a number of internationally significant31 buildings and open space) and the
wider context of the cityscape has been raised in community feedback. The
sensitivity of an overhead structure in this local context was recognised during the
early scheme development. At the outset an urban landscape design
established the urban design principles and criteria that needed to be incorporated
into the design process (refer Technical Report 3: Urban Landscape Design
The primary focus from an urban design and geometric perspective has been on
horizontal and vertical bridge alignments, and the desire to integrate the new
structure into the landscape in a manner that minimises urban impacts.
The proposed design and posted speed limits will achieve the desired transport
en reached following a number of Road Safety Audits.
geometric design is based on the Austroads Guide to Road Design32.
Significant architectural input has gone into the design of the proposed
structure and piers, which has contributed to the ‘slim line’ appearance of the bridge
that aims to integrate rather than dominate the existing environment.
, and its integration with the surrounding environment that are
Such as the National War Memorial, Government House, and the Basin Reserve
Austroads Guide to Road Design Parts 3 and 6A
37
piers in total). There is a
segregated pedestrian and cycleway ramp on the northern side of the bridge.
: The proposed bridge structure in the view looking east toward Mount Victoria tunnel portal.
The implications of introducing such a structure into the Basin Reserve setting (which
ings and open space) and the
wider context of the cityscape has been raised in community feedback. The
sensitivity of an overhead structure in this local context was recognised during the
early scheme development. At the outset an urban landscape design framework
established the urban design principles and criteria that needed to be incorporated
into the design process (refer Technical Report 3: Urban Landscape Design
The primary focus from an urban design and geometric perspective has been on the
horizontal and vertical bridge alignments, and the desire to integrate the new
structure into the landscape in a manner that minimises urban impacts.
The proposed design and posted speed limits will achieve the desired transport
en reached following a number of Road Safety Audits. The
proposed bridge
im line’ appearance of the bridge
that aims to integrate rather than dominate the existing environment. The final
, and its integration with the surrounding environment that are
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
proposed in this NoR is the result of a number of
design and landscape design inputs
Effective integration into the surrounding environment is critical to achieving
design outcome. The Design Philosophy Statement
Landscape Framework (see Volume 3,
engineering considerations and provide a framework for the integration of the bridge
structure into the local context. These documents
design standards and urban design principles
opportunities, constraints and issues
development
In summary, the bridge structure proposes a grade separated transport solution that
will significantly improve transport movements aro
sensitivity of the urban landscape in which it is set, a number of proposed urban
design and landscape treatments are included in the package of works proposed by
the Project. These include terraced landscaping on the co
Cambridge Terrace to reflect the historic use of the area by tangata whenua,
treatment of the spaces under the bridge with plantings, pathways and architectural
lighting.
The Project also includes construction of
vertical vegetated trellis,
building under the bridge on the corner of Kent Terrace and Ellice Street (details on
these elements of the Project are described later
The Project also proposes
screens views of the bridge structure from batsmen playing cricket
enhanced entrance to the Basin Reserve grounds
located between Kent and Cambridge Terrace
in Chapter 3.5 below.
The package of transport, urban design and landscape works are consistent with the
overall design principles for urban RoNS
services, geometric roading design standards, and local, regional and national
strategic objectives.
3.2 Design Process
The information presented in this set of documents is the culmination
and environmental assessments of the wider Basin Reserve area that have been
undertaken since the scheme investigation stages began in early 2009.
investigation builds upon
The environmental assessment undertaken for the Project has entailed an iterative
process of design development with engineering, architectural and landscape design
components responding to one another as well as taking full account of the inputs of
to the full range of technical experts (covering environmental, social and cultural
Volume 2: Assessment of Environmental Effects
ridor RoNS
is the result of a number of architectural, geometric, urban
design and landscape design inputs.
Effective integration into the surrounding environment is critical to achieving
The Design Philosophy Statement and the Urban Design and
Landscape Framework (see Volume 3, Technical Reports 1 and 3) describe the
engineering considerations and provide a framework for the integration of the bridge
structure into the local context. These documents set out the engineering geometric
design standards and urban design principles and criteria. They also
opportunities, constraints and issues that were considered in
In summary, the bridge structure proposes a grade separated transport solution that
will significantly improve transport movements around the Basin Reserve. Due to the
sensitivity of the urban landscape in which it is set, a number of proposed urban
design and landscape treatments are included in the package of works proposed by
the Project. These include terraced landscaping on the corner of Buckle Street and
Cambridge Terrace to reflect the historic use of the area by tangata whenua,
treatment of the spaces under the bridge with plantings, pathways and architectural
The Project also includes construction of a green screen, which is a four
vegetated trellis, which will be attached to the roof of the
building under the bridge on the corner of Kent Terrace and Ellice Street (details on
these elements of the Project are described later in this Chapter).
proposes a new building located within the Basin Reserve that
screens views of the bridge structure from batsmen playing cricket and provides an
the Basin Reserve grounds. In addition, a new pedestri
located between Kent and Cambridge Terraces is proposed. This is further discussed
The package of transport, urban design and landscape works are consistent with the
principles for urban RoNS, including for example, targeted level of
services, geometric roading design standards, and local, regional and national
Design Process
The information presented in this set of documents is the culmination
and environmental assessments of the wider Basin Reserve area that have been
undertaken since the scheme investigation stages began in early 2009.
the extensive history and has been further refined.
environmental assessment undertaken for the Project has entailed an iterative
process of design development with engineering, architectural and landscape design
components responding to one another as well as taking full account of the inputs of
l range of technical experts (covering environmental, social and cultural
38
ctural, geometric, urban
Effective integration into the surrounding environment is critical to achieving a good
Urban Design and
Technical Reports 1 and 3) describe the
engineering considerations and provide a framework for the integration of the bridge
the engineering geometric
and criteria. They also set out the
in the design
In summary, the bridge structure proposes a grade separated transport solution that
asin Reserve. Due to the
sensitivity of the urban landscape in which it is set, a number of proposed urban
design and landscape treatments are included in the package of works proposed by
rner of Buckle Street and
Cambridge Terrace to reflect the historic use of the area by tangata whenua, and the
treatment of the spaces under the bridge with plantings, pathways and architectural
screen, which is a four-storey high
proposed new
building under the bridge on the corner of Kent Terrace and Ellice Street (details on
a new building located within the Basin Reserve that
and provides an
a new pedestrian plaza
. This is further discussed
The package of transport, urban design and landscape works are consistent with the
for example, targeted level of
services, geometric roading design standards, and local, regional and national
The information presented in this set of documents is the culmination of the design
and environmental assessments of the wider Basin Reserve area that have been
undertaken since the scheme investigation stages began in early 2009. This latest
been further refined.
environmental assessment undertaken for the Project has entailed an iterative
process of design development with engineering, architectural and landscape design
components responding to one another as well as taking full account of the inputs of
l range of technical experts (covering environmental, social and cultural
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
experts). The approach has
Project in order to avoid and minimise
The Project team worked c
effects of the Project along with associated measures to ensure that any such effects
are appropriately avoided, remedied or mitigated and
considerations are addressed.
The resulting Project design
effects were also identified and
mitigated is covered in Part H of the AEE. Where avoidance of adverse effects is not
possible, the approach is to develop measures to adequately remedy and/or mitigate
potential adverse effects and, as far as possible create good environmental
outcomes.
A further feature of the process has been the involvement of a wide range of
stakeholders. A number
including:
� WCC;
� GWRC;
� the NZ Historic Places Trust;
� the Basin Reserve Trust and Cricket Wellington;
� tangata whenua;
� network utility providers;
� community organisations (e.g. schools and churches);
� community groups (e.g. residents’ associations);
� directly affected landowners; and,
� the general public.
3.3 Design Principles and Parameters
3.3.1 Project Principles
Inner City Sector Principles have been developed for the Wellington Northern
Corridor RoNS. These are intended to inform the general approach to types of design
treatments at a site wide scale. The principles guide design aspects for works such
as: landscape; earthworks/ landform; civil and building structures; pedestrian and
cyclist facilities; planting; lighting; furniture; and stormwater. They are further
developed in Zone Specific Principles in the ULDF.
The Project design principles are:
Environment and ecology
Volume 2: Assessment of Environmental Effects
ridor RoNS
experts). The approach has focused on refining and optimising the design of the
Project in order to avoid and minimise adverse effects wherever possible.
worked collectively to identify potential adverse environmental
effects of the Project along with associated measures to ensure that any such effects
are appropriately avoided, remedied or mitigated and that relevant Part 2 RMA
addressed.
resulting Project design and technical assessments were then finalised
identified and the basis by which these can be managed or
mitigated is covered in Part H of the AEE. Where avoidance of adverse effects is not
approach is to develop measures to adequately remedy and/or mitigate
potential adverse effects and, as far as possible create good environmental
A further feature of the process has been the involvement of a wide range of
A number of stakeholders have provided input into the process,
the NZ Historic Places Trust;
Basin Reserve Trust and Cricket Wellington;
network utility providers;
community organisations (e.g. schools and churches);
ity groups (e.g. residents’ associations);
directly affected landowners; and,
the general public.
Design Principles and Parameters
Project Principles for the Inner City Sector
Inner City Sector Principles have been developed for the Wellington Northern
rridor RoNS. These are intended to inform the general approach to types of design
treatments at a site wide scale. The principles guide design aspects for works such
as: landscape; earthworks/ landform; civil and building structures; pedestrian and
facilities; planting; lighting; furniture; and stormwater. They are further
developed in Zone Specific Principles in the ULDF.
The Project design principles are:
Environment and ecology
39
on refining and optimising the design of the
effects wherever possible.
to identify potential adverse environmental
effects of the Project along with associated measures to ensure that any such effects
relevant Part 2 RMA
finalised. Residual
these can be managed or
mitigated is covered in Part H of the AEE. Where avoidance of adverse effects is not
approach is to develop measures to adequately remedy and/or mitigate
potential adverse effects and, as far as possible create good environmental
A further feature of the process has been the involvement of a wide range of
of stakeholders have provided input into the process,
Inner City Sector Principles have been developed for the Wellington Northern
rridor RoNS. These are intended to inform the general approach to types of design
treatments at a site wide scale. The principles guide design aspects for works such
as: landscape; earthworks/ landform; civil and building structures; pedestrian and
facilities; planting; lighting; furniture; and stormwater. They are further
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
� Contribute to ecological
� Maximise appropriate amenity in Well
� Respond to the natural and urban
Culture and heritage
� Conserve heritage and cultural elements that
� Ensure the relevance of heritage elements to th
access, adaptation and interpretation.
� Reinforce and promote historical or cultural
Urban Structure
� Maintain and enhance the form, experience and legibility of ridge lines, gri
axes and movement p
� Preserve and enhance the open space network.
Connectivity
� Improve connectivity
� Maximise multimodal transport options including high quality and high
amenity public transp
� Reinforce and repair visual connections.
� Strengthen the processional route through the
Quality of space
� Provide a range of high quali
� Reinforce a diverse sequenc
� Provide active and safe environments.
Activity
� Retain the existing range of positive uses and activities.
� Complement the existing with a greater diversity of activity.
Visual Quality
� Preserve views to landmarks.
Volume 2: Assessment of Environmental Effects
ridor RoNS
ontribute to ecological sustainability and biodiversity.
ppropriate amenity in Wellington’s climate.
espond to the natural and urban topography in a meaningful way.
onserve heritage and cultural elements that provide historical significance.
nsure the relevance of heritage elements to the present through improved
adaptation and interpretation.
einforce and promote historical or cultural narratives through design.
aintain and enhance the form, experience and legibility of ridge lines, gri
axes and movement patterns.
reserve and enhance the open space network.
mprove connectivity within the study area and to the surrounding
aximise multimodal transport options including high quality and high
amenity public transport, pedestrian and cycle links.
d repair visual connections.
trengthen the processional route through the City.
rovide a range of high quality and accessible public spaces.
einforce a diverse sequence of spaces within the City.
d safe environments.
Retain the existing range of positive uses and activities.
Complement the existing with a greater diversity of activity.
Preserve views to landmarks.
40
topography in a meaningful way.
provide historical significance.
e present through improved
through design.
aintain and enhance the form, experience and legibility of ridge lines, grids,
ea and to the surrounding City.
aximise multimodal transport options including high quality and high
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
� Contribute to local and distant views.
Quality of experience
� Reinforce the dramatic experience of the
� Contribute to views within the
Volume 2: Assessment of Environmental Effects
ridor RoNS
ute to local and distant views.
einforce the dramatic experience of the journey through Wellington.
ontribute to views within the City.
41
journey through Wellington.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
3.3.2 Geometric Design
The geometric design is based on the Austroads Guide to Road Design. The key
design parameters33 for the Project geometric design
� design guides Austroads Traffic Management and Road Design Guidelines
(Austroads Guide to Road Design Part 6A: Pedestrian and Cyclist Paths and
the WCC Code of Practice for Land Development,
� design speed;
� horizontal curves;
� vertical curves;
� grade;
� sight distance;
� road width;
� vertical clearance at significant road crossings; and
� bridge structure
3.3.3 Other parameters
3.3.3.1 Issues, Opportunities and Constraints
To inform the Project of the existing environment, assessments
undertaken through an issues, opportunities, and constraints analysis on the
following areas35:
� environment and ecology;
� culture and heritage
� urban structure;
� quality of space;
� activity
� connectivity;
� visual quality; and
� quality of experience.
33 These parameters are also relevant to the design of the proposed bus lanes and walking anpaths
34 Refer to Volume 3, Technical Report
35 The context of each of the listed areas that underwent the issues, opportunities, and constraints
analysis is contained in Volume 3,
Volume 2: Assessment of Environmental Effects
ridor RoNS
Geometric Design
The geometric design is based on the Austroads Guide to Road Design. The key
for the Project geometric design are:
design guides Austroads Traffic Management and Road Design Guidelines
(Austroads Guide to Road Design Part 6A: Pedestrian and Cyclist Paths and
the WCC Code of Practice for Land Development, May 2011;
vertical clearance at significant road crossings; and
Other parameters
Issues, Opportunities and Constraints
To inform the Project of the existing environment, assessments
an issues, opportunities, and constraints analysis on the
environment and ecology;
heritage;
visual quality; and
quality of experience.
These parameters are also relevant to the design of the proposed bus lanes and walking an
Technical Report 2: Urban Landscape and Design Framework.
The context of each of the listed areas that underwent the issues, opportunities, and constraints
Volume 3, Technical Report 2: Urban Landscape and Design Framework
42
The geometric design is based on the Austroads Guide to Road Design. The key
design guides Austroads Traffic Management and Road Design Guidelines
(Austroads Guide to Road Design Part 6A: Pedestrian and Cyclist Paths and
To inform the Project of the existing environment, assessments34 have been
an issues, opportunities, and constraints analysis on the
These parameters are also relevant to the design of the proposed bus lanes and walking and cycling
The context of each of the listed areas that underwent the issues, opportunities, and constraints
an Landscape and Design Framework .
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
This analysis and the overall
principles for Inner City section of the Wellington Northern Corridor
above. These project principles provide a basis for ensuring continuity of design for
the RoNS within Welling
constraining design responses appropriate to location.
3.3.3.2 Response to Project implications
As listed earlier in Section
for the Project, and what the Project needs to achieve
design process has been developed to give consideration to the following key
parameters
� enhancing SH1 through traffic
improve the movement of freight and trips associated with business.
will assist economic growth and transport efficiency. This should include
consideration of the prioritisation of roads of national significance requiring
investment as these a
growth and productivity;
� contribute to a high quality, high capacity, fast and reliable passenger
transport spine from the hospital to the railway station.
from the Project will be min
Basin Reserve area.
dedicated space for buses in the short term and
the future36. The bus lanes will also improve the legibility
transport, making it more permanent and create a perception of high quality;
� to separate SH1 traffic from local traffic and
passenger transport
� to enhance the amenity, safety and con
and cycle. There are already a large number of pedestrians
Project Area due to five schools in the wider area and the high number of
journey to work walking trips. Of particular importance is the potential fo
significant increase in walking trips
development occurs along
� to improve reliability and travel time for people making trips to the hospital
by both passenger transport and private motorca
� to ensure proposals are consistent with and provide strong strategic fit with
the Wellington Northern Corridor
Mount Victoria Tunnel and improve the capacity of Ruahine Street and
Wellington Road. The Project team
36 The NZTA has provided CAD drawing files to the PTSS team to verify that the proposed bridge design and alignment does not hinder future public transport options.
Volume 2: Assessment of Environmental Effects
ridor RoNS
analysis and the overall strategic objectives have contributed to the final
Inner City section of the Wellington Northern Corridor RoNS
above. These project principles provide a basis for ensuring continuity of design for
the RoNS within Wellington’s inner city whilst not unnecessarily or overly
constraining design responses appropriate to location.
Response to Project implications
As listed earlier in Section 0, the context for the Project has a number of
, and what the Project needs to achieve. Consequently, the iterative
design process has been developed to give consideration to the following key
enhancing SH1 through traffic (particularly to and from the airpo
improve the movement of freight and trips associated with business.
economic growth and transport efficiency. This should include
consideration of the prioritisation of roads of national significance requiring
investment as these are seen as having the greatest contribution to economic
growth and productivity;
contribute to a high quality, high capacity, fast and reliable passenger
transport spine from the hospital to the railway station. A good outcome
from the Project will be minimising delays for buses as they pass through the
Basin Reserve area. Consideration should also be given to providing
dedicated space for buses in the short term and a high quality bus system in
The bus lanes will also improve the legibility
transport, making it more permanent and create a perception of high quality;
traffic from local traffic and enable the prioritisation of
passenger transport on the north south corridor;
to enhance the amenity, safety and convenience for those people who walk
and cycle. There are already a large number of pedestrians
rea due to five schools in the wider area and the high number of
journey to work walking trips. Of particular importance is the potential fo
significant increase in walking trips through the Project Area as planned re
development occurs along Adelaide Road;
to improve reliability and travel time for people making trips to the hospital
by both passenger transport and private motorcar; and,
to ensure proposals are consistent with and provide strong strategic fit with
Wellington Northern Corridor RoNS, particularly proposals to duplicate
Mount Victoria Tunnel and improve the capacity of Ruahine Street and
Wellington Road. The Project team have also needed to be mindful of other
The NZTA has provided CAD drawing files to the PTSS team to verify that the proposed bridge design
future public transport options.
43
strategic objectives have contributed to the final project
RoNSas outlined
above. These project principles provide a basis for ensuring continuity of design for
ton’s inner city whilst not unnecessarily or overly
er of implications
. Consequently, the iterative
design process has been developed to give consideration to the following key
the airport) to
improve the movement of freight and trips associated with business. This
economic growth and transport efficiency. This should include
consideration of the prioritisation of roads of national significance requiring
re seen as having the greatest contribution to economic
contribute to a high quality, high capacity, fast and reliable passenger
A good outcome
imising delays for buses as they pass through the
Consideration should also be given to providing
high quality bus system in
The bus lanes will also improve the legibility of passenger
transport, making it more permanent and create a perception of high quality;
enable the prioritisation of
venience for those people who walk
and cycle. There are already a large number of pedestrians who use the
rea due to five schools in the wider area and the high number of
journey to work walking trips. Of particular importance is the potential for a
through the Project Area as planned re-
to improve reliability and travel time for people making trips to the hospital
to ensure proposals are consistent with and provide strong strategic fit with
RoNS, particularly proposals to duplicate
Mount Victoria Tunnel and improve the capacity of Ruahine Street and
have also needed to be mindful of other
The NZTA has provided CAD drawing files to the PTSS team to verify that the proposed bridge design
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
projects in the area including the NWM Park and WCC plans for intensification
along Adelaide Road
3.4 General Project Description
The package of transportation improvements proposed by the
summarised as:
� SH1 westbound route improvements (
� SH1 eastbound route improvements (Vivian Street, Kent Terrace, Ellice Street,
Paterson Street);
� related road network improvements (Ellice Street, Dufferin Street, Adelaide
Road/Rugby Street intersection);
� walking, cycling, and public transport improvements (throughout Project
Area); and
� associated urban design and landscape treatments within the road reserve
(throughout Project Area).
The package of urban design and landscape treatments pr
Project are summarised as:
� Six zones and elements
outline the principles for the proposed
treatments to land adjacent to the road network.
� a new building un
Street; and
� a new Northern Gateway Building
mitigate the effects of
A summary and location of the plans and d
shown in Table 3-1 below.
37 Growth and intensification plans as set out in the Ade
Volume 2: Assessment of Environmental Effects
ridor RoNS
projects in the area including the NWM Park and WCC plans for intensification
along Adelaide Road37.
General Project Description
The package of transportation improvements proposed by the
SH1 westbound route improvements (Paterson Street – Buckle Street);
SH1 eastbound route improvements (Vivian Street, Kent Terrace, Ellice Street,
related road network improvements (Ellice Street, Dufferin Street, Adelaide
et intersection);
walking, cycling, and public transport improvements (throughout Project
associated urban design and landscape treatments within the road reserve
(throughout Project Area).
The package of urban design and landscape treatments proposed
Project are summarised as:
and elements have been developed within the Project Area that
outline the principles for the proposed urban design and landscape
d adjacent to the road network.;
a new building under the bridge at the corner of Kent Terrace and Ellice
Gateway Building and landscaping within the Basin Reserve to
mitigate the effects of the bridge and its use on the Basin Reserve
A summary and location of the plans and drawings for the proposed works are
below.
Growth and intensification plans as set out in the Adelaide Road Framework, 2008
44
projects in the area including the NWM Park and WCC plans for intensification
The package of transportation improvements proposed by the Project are
Buckle Street);
SH1 eastbound route improvements (Vivian Street, Kent Terrace, Ellice Street,
related road network improvements (Ellice Street, Dufferin Street, Adelaide
walking, cycling, and public transport improvements (throughout Project
associated urban design and landscape treatments within the road reserve
oposed as part of the
have been developed within the Project Area that
urban design and landscape
der the bridge at the corner of Kent Terrace and Ellice
and landscaping within the Basin Reserve to
the bridge and its use on the Basin Reserve.
rawings for the proposed works are
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Table 3-1 Summary of transportation improvements proposed by the Project
Transportation
Improvements
Common
descriptors used
by the Project
SH1
westbound
route
The bridge
Paterson Street
intersection
Sussex Street
junction
Buckle Street
three laning
Volume 2: Assessment of Environmental Effects
ridor RoNS
Summary of transportation improvements proposed by the Project
descriptors used
Location Brief description and
Drawing Set and ULDF
Paterson Street
to Buckle
Street on the
north side of
the Basin
Reserve
A bridge structure that is
surface and 263m long
two lane, one way
around the northern side of the Basin Reserve
(Paterson Street – Buckle Street).
Refer to the Plan and Drawing Set in Volume 5:
Section 6: Structures; and
TR3: ULDF - Zone 6: The Bridge Element
Paterson Street Intersection of
Paterson
Street, Dufferin
Street and
Ellice Street (at
the south end
of the Ellice
Street
connection)
Provides access from Mount Victoria Tunnel to
the roads around the Basin Reserv
enables road users from Ellice Street to access
Dufferin Street.
Refer to Plan and Drawing Set in Volume
Section 4: Road Layout Plans; and
TR3: ULDF - Zone 4: Paterson/Ellice/Dufferin
Interface Zone
Sussex Street Buckle Street
(SH1)/Sussex
Street junction
Provides access from Sussex Street to the
Buckle Street underpass, and access from
Sussex Street to Cambridge Terrace. The
bridge joins Buckle Street to the west of this
junction.
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans
TR3: ULDF - Zone 1: Cambridge/Buckle Bridge
Interface Zone
Buckle Street Buckle Street,
between
Sussex Street
and Taranaki
Street
Provides a third lane along Buckle Street, from
the Buckle Street underpass
A third lane from the
to the Buckle Street/Taranaki
intersection will become operational once the
bridge is in place
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
45
Brief description and reference to Plan and
that is 9m to the road
surface and 263m long. This will provide a new
two lane, one way SH1 westbound route
around the northern side of the Basin Reserve
Buckle Street).
Refer to the Plan and Drawing Set in Volume 5:
; and
Zone 6: The Bridge Element
Provides access from Mount Victoria Tunnel to
the roads around the Basin Reserve and
enables road users from Ellice Street to access
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans; and
Zone 4: Paterson/Ellice/Dufferin
Provides access from Sussex Street to the
underpass, and access from
Sussex Street to Cambridge Terrace. The
bridge joins Buckle Street to the west of this
Plan and Drawing Set in Volume 5:
Road Layout Plans; and
Zone 1: Cambridge/Buckle Bridge
Provides a third lane along Buckle Street, from
Buckle Street underpass to Taranaki Street.
A third lane from the Buckle Street underpass
the Buckle Street/Taranaki Street
will become operational once the
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Transportation
Improvements
Common
descriptors used
by the Project
Taranaki Street
improvements
SH1 eastbound
route
SH1 Eastbound
re-alignment
Vivian and Pirie
Street
improvements
Kent/Cambridge
Basin Gateway
Volume 2: Assessment of Environmental Effects
ridor RoNS
descriptors used
Location Brief description and
Drawing Set and ULDF
Taranaki Street
Buckle Street
(SH1)/Taranaki
Street
intersection
This intersection will be altered to provide
additional capacity for SH1 westbound traffic
off the bridge and
proposed Buckle Street three laning.
improvements include
in Taranaki Street. All works would occur in
the existing road reserve.
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
SH1 Eastbound SH1 eastbound
re-alignment
between Hania
Street to
Brougham
Street
Re-alignment of the SH1 between Hania Street
and Brougham Street to tie in with Paterson
Street. Provides access from Kent Terrace to
the Mount Victoria Tunnel.
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans
TR3: ULDF - Zone 3: Kent/Ellice Street Corner
Zone and Zone 4: Paterson/Ellice/Dufferin
Interface Zone
Pirie
Pirie Street and
Kent/Cambrid
ge Terrace and
Vivian Street
(SH1)
Provision of an additional
Street (within road reserve), Provides additional
capacity from Pirie Street and Vivian Street
onto Kent and Cambridge Terraces.
to lane markings and operational conditions at
Vivian Street to provide peak hour clearways
Refer to Plan and Drawi
Section 4: Road Layout Plans.
Kent/Cambridge
Kent/Cambrid
ge Terrace and
Buckle Street
intersection
Traffic signals and crossing to move south
toward the Basin Reserve on Kent/Cambridge
Terraces. Two lanes provide access
Mount Victoria Tunnel and one lane provides
access toward Newtown and southern suburbs.
The speed outside the Basin Reserve
entranceway would be reduced to 10kph
road component of Buckle Street
to the predominant
environment. Pedestrian and cycling routes
through this area are maintained or enhanced.
46
Brief description and reference to Plan and
This intersection will be altered to provide
additional capacity for SH1 westbound traffic
off the bridge and to accommodate the
eet three laning. These
include additional turning lanes
All works would occur in
the existing road reserve.
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
alignment of the SH1 between Hania Street
and Brougham Street to tie in with Paterson
Street. Provides access from Kent Terrace to
the Mount Victoria Tunnel.
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans; and
Zone 3: Kent/Ellice Street Corner
Zone and Zone 4: Paterson/Ellice/Dufferin
Provision of an additional turning lane on Pirie
Street (within road reserve), Provides additional
capacity from Pirie Street and Vivian Street
onto Kent and Cambridge Terraces. Changes
and operational conditions at
to provide peak hour clearways.
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
Traffic signals and crossing to move south
toward the Basin Reserve on Kent/Cambridge
Terraces. Two lanes provide access toward
Mount Victoria Tunnel and one lane provides
access toward Newtown and southern suburbs.
The speed outside the Basin Reserve
entranceway would be reduced to 10kph (local
Buckle Street) in response
pedestrian and cyclist
Pedestrian and cycling routes
through this area are maintained or enhanced.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Transportation
Improvements
Common
descriptors used
by the Project
Ellice Street link
Related future
local road
network
improvements
Adelaide Road
improvements
Dufferin Street
improvements
Walking,
cycling, and
public
Walking and
cycling paths
Volume 2: Assessment of Environmental Effects
ridor RoNS
descriptors used
Location Brief description and
Drawing Set and ULDF
The space between Kent and Cambridge
Terrace will be widened
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans
TR3: ULDF - Zone 2: Kent/Cambridge Basin
Gateway
Ellice Street link Ellice Street to
Paterson Street
Low speed link road from Ellice Street to
Dufferin Street/Paterson Street intersection.
Includes shared pedestrian and cycleway path
Refer to Plan and Dra
Section 4: Road Layout Plans; and
TR3: ULDF - 4: Paterson/Ellice/Dufferin
Interface Zone
Adelaide Road
Adelaide Road
and Rugby
Street
intersection
Designed to operate as a f
with on-demand pedestrian and cycle signals
forming the only phase control. Bus lane
begins at the corner of Dufferin and Rugby
Street and extends through Adelaide Road and
Rugby Street intersection (see ‘Dedicated bus
lanes’ below).
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans; and
TR3: ULDF – Zone 5: Dufferin/Rugby Streets,
Schools/Church/Govt. House Interface Zone
Dufferin Street
Dufferin Street
and Rugby
Street corner
Works to modify the layout of the road space
for traffic, and bus drop off zones for the
schools. Also provides space for amenity
planting.
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
TR3: ULDF – All Zones
Walking and Existing
pedestrian and
cycling routes
Existing at-grade pathways through the Project
Area are retained. In some locations these
pathways are enhanced. There are two
proposed new routes
47
Brief description and reference to Plan and
The space between Kent and Cambridge
be widened to become a plaza.
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans; and
Zone 2: Kent/Cambridge Basin
Low speed link road from Ellice Street to
Dufferin Street/Paterson Street intersection.
Includes shared pedestrian and cycleway path
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans; and
4: Paterson/Ellice/Dufferin
Designed to operate as a free flow intersection
demand pedestrian and cycle signals
forming the only phase control. Bus lane
begins at the corner of Dufferin and Rugby
Street and extends through Adelaide Road and
Rugby Street intersection (see ‘Dedicated bus
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans; and
Zone 5: Dufferin/Rugby Streets,
Schools/Church/Govt. House Interface Zone
layout of the road space
for traffic, and bus drop off zones for the
schools. Also provides space for amenity
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
pathways through the Project
In some locations these
pathways are enhanced. There are two
proposed new routes – one on the bridge and
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Transportation
Improvements
Common
descriptors used
by the Project
transport
Dedicated bus
lanes
Volume 2: Assessment of Environmental Effects
ridor RoNS
descriptors used
Location Brief description and
Drawing Set and ULDF
the other on the proposed Ellice Street link.
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
TR3: ULDF – Zone 5: Dufferin/Rugby Streets,
Schools/Church/Govt. House Interface Zone
Dedicated bus Specific points
around the
Basin Reserve
on Dufferin
Street, Sussex
Street and
Buckle Street.
Dedicated bus lanes at specific points around
the Basin Reserve -
Street, Sussex Street.
Refer to Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
48
Brief description and reference to Plan and
oposed Ellice Street link.
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
Zone 5: Dufferin/Rugby Streets,
Schools/Church/Govt. House Interface Zone
Dedicated bus lanes at specific points around
Dufferin Street, Rugby
Plan and Drawing Set in Volume 5:
Section 4: Road Layout Plans.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
3.4.1 SH1 westbound route
The main component of the SH1 westbound route is the proposed bridge structure
that would be located between Mount Victoria Tunnel and the NWM Park (see
3-2 below).
SH1 westbound road users entering the Pro
will access the proposed bridge along Paterson Street, travel around the north side of
the Basin Reserve and join Buckle Street near the northern end of Sussex Street.
bridge will have two lanes for vehicular t
pathway on its northern edge
Figure 3-2: Drawing showing the bridge structure in bold as it extends from Paterson St
the north west corner of the Basin Reserve to the re
the Plan and Drawing Set in Volume 5)
From the eastern suburbs,
Reserve will be via a left slip lane from Paterson
SH1 westbound traffic will
bridge. The Project include
accommodate the merging of SH1 westbound bridge
Sussex Street upon entry to the Buckle Street underpass
The Buckle Street/Taranaki Street intersection will be modified to alter the lane
configuration. The proposed intersection capacity improvements
SH1 lanes continuing from the
although the Project Area
Volume 2: Assessment of Environmental Effects
ridor RoNS
SH1 westbound route
The main component of the SH1 westbound route is the proposed bridge structure
that would be located between Mount Victoria Tunnel and the NWM Park (see
road users entering the Project Area from the Mount Victoria Tunnel
access the proposed bridge along Paterson Street, travel around the north side of
the Basin Reserve and join Buckle Street near the northern end of Sussex Street.
have two lanes for vehicular traffic and a segregated walking and cycling
edge.
: Drawing showing the bridge structure in bold as it extends from Paterson St
f the Basin Reserve to the re-located Crèche on Buckle Street (refer to
the Plan and Drawing Set in Volume 5)
From the eastern suburbs, westbound access to the at-grade roads around the Basin
be via a left slip lane from Paterson Street to Dufferin Street.
will pass through the Buckle Street underpass
bridge. The Project includes the opening of the third lane in the tunnel in order to
the merging of SH1 westbound bridge traffic with local traffic from
upon entry to the Buckle Street underpass.
The Buckle Street/Taranaki Street intersection will be modified to alter the lane
configuration. The proposed intersection capacity improvements will
ontinuing from the Buckle Street underpass through to Karo Drive
rea does not extend past the Taranaki Street intersection
49
The main component of the SH1 westbound route is the proposed bridge structure
that would be located between Mount Victoria Tunnel and the NWM Park (see Figure
ject Area from the Mount Victoria Tunnel
access the proposed bridge along Paterson Street, travel around the north side of
the Basin Reserve and join Buckle Street near the northern end of Sussex Street. The
raffic and a segregated walking and cycling
: Drawing showing the bridge structure in bold as it extends from Paterson Street (right) around
located Crèche on Buckle Street (refer to Section 6 of
grade roads around the Basin
Street to Dufferin Street.
pass through the Buckle Street underpass once off the
the opening of the third lane in the tunnel in order to
local traffic from
The Buckle Street/Taranaki Street intersection will be modified to alter the lane
will result in three
through to Karo Drive -
the Taranaki Street intersection.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Works beyond the Taranaki Street intersection are being undertaken as part of the
wider T2T package of impro
The existing access from
lanes to one, given the significant reduction in traffic making this movement
3.4.1.1 The Bridge
The height of the bridge from the ground will be approximately 7.
up to 9.4m to the road surface and
The minimum height of the
which occurs at the abutments
underneath.
The bridge is 263m long and extends between Paterson Street and Buckle Street. It
includes a segregated pedestrian and cycleway ramp on the northern side of the
bridge. The bridge has two abutments
structure meets ground leve
cross sections and visualisations are provided in Volume 5.
The pedestrian and cycle path on the bridge begins to separate from the main bridge
structure above the corner
on the northern side of Paterson Street. The ramp lands adjacent to the St Joseph’s
Church car park (see Figure
ramp enables the safe continuation for pedestrian and cyclist journeys onto the
existing footpath on Paterson Street. The pedestrian and cycleway also provides a
thin edge along the northern face of the bridge structure and reduces the visual
impact of the bridge from northern views up Kent and Cambridge Terraces and the
NWM Park.
Lighting poles on the bridge are e
the bridge and retain as much of a slimline appearance as possible. Consequential
lower pole heights require closer spacing than a typical streetscape to meet the
required level of illumination. The spacing of the poles respond to the rhythm of the
structural elements of the bridge such as the cantilever ribs.
The pedestrian and cycling ramp separates from the main bridge structure and is
supported by six piers (SA
(S9) is located on Paterson Street and the western bridge abutment (S1
Buckle Street. There are six
two abutments at either end (S1 and S9).
Volume 2: Assessment of Environmental Effects
ridor RoNS
Works beyond the Taranaki Street intersection are being undertaken as part of the
wider T2T package of improvements.
existing access from Sussex Street onto Buckle Street will be reduced from two
the significant reduction in traffic making this movement
The Bridge
The height of the bridge from the ground will be approximately 7.3m to
m to the road surface and up to 10.5m high to the top of the guard rail.
of the soffit above the proposed ground level is 2.4 metres,
at the abutments, and will ensure that pedestrians can safely pass
The bridge is 263m long and extends between Paterson Street and Buckle Street. It
pedestrian and cycleway ramp on the northern side of the
The bridge has two abutments (also called joins) at either end
structure meets ground level. Drawings showing the design of the bridge, including
cross sections and visualisations are provided in Volume 5.
The pedestrian and cycle path on the bridge begins to separate from the main bridge
structure above the corner of Ellice Street and Hania Street and rejoins the footpath
on the northern side of Paterson Street. The ramp lands adjacent to the St Joseph’s
Figure 3-2 above). The separation of the pedestr
ramp enables the safe continuation for pedestrian and cyclist journeys onto the
existing footpath on Paterson Street. The pedestrian and cycleway also provides a
thin edge along the northern face of the bridge structure and reduces the visual
impact of the bridge from northern views up Kent and Cambridge Terraces and the
on the bridge are eight metres high to minimise the visual impact of
the bridge and retain as much of a slimline appearance as possible. Consequential
require closer spacing than a typical streetscape to meet the
required level of illumination. The spacing of the poles respond to the rhythm of the
structural elements of the bridge such as the cantilever ribs.
ling ramp separates from the main bridge structure and is
by six piers (SA – SF) (see Figure 3-3.below). The eastern bridge abutment
(S9) is located on Paterson Street and the western bridge abutment (S1
There are six sets of bridge piers (S2, S3, S4, S5, S6, S7,
two abutments at either end (S1 and S9). Pier S8 and Pier S3 are double piers.
50
Works beyond the Taranaki Street intersection are being undertaken as part of the
onto Buckle Street will be reduced from two
the significant reduction in traffic making this movement.
m to the soffit,
10.5m high to the top of the guard rail.
above the proposed ground level is 2.4 metres,
that pedestrians can safely pass
The bridge is 263m long and extends between Paterson Street and Buckle Street. It
pedestrian and cycleway ramp on the northern side of the
at either end where the
. Drawings showing the design of the bridge, including
The pedestrian and cycle path on the bridge begins to separate from the main bridge
of Ellice Street and Hania Street and rejoins the footpath
on the northern side of Paterson Street. The ramp lands adjacent to the St Joseph’s
above). The separation of the pedestrian and cyle
ramp enables the safe continuation for pedestrian and cyclist journeys onto the
existing footpath on Paterson Street. The pedestrian and cycleway also provides a
thin edge along the northern face of the bridge structure and reduces the visual
impact of the bridge from northern views up Kent and Cambridge Terraces and the
ight metres high to minimise the visual impact of
the bridge and retain as much of a slimline appearance as possible. Consequentially,
require closer spacing than a typical streetscape to meet the
required level of illumination. The spacing of the poles respond to the rhythm of the
ling ramp separates from the main bridge structure and is
The eastern bridge abutment
(S9) is located on Paterson Street and the western bridge abutment (S1) is located on
bridge piers (S2, S3, S4, S5, S6, S7, and S8) and
Pier S8 and Pier S3 are double piers.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-3: Bridge pier locations taken as an excerpt of 6A
The primary focus of the urban design
geometric design perspective
alignment. There were diff
The constraints relevant to the design of the
Minimising the amount of land needed to be acquired
Regional Wines and Spirits).
the at-grade component of the SH1 eastbound alignment.
Alignment with the historic and existing street pattern
around the Basin Reserve that was first indicated in the early town plans for
Wellington need to be taken into account
historically square; the corners have become rounded over time and
round cricket oval in the centre.
of Kent/Cambridge Terraces and Ellice/Buckle Streets and has adhere
pattern where possible.
Proximity to the Basin Reserve
to be considered as increased separation is desir
shade effects on the Basin Reserve. The design also seeks to reinforce the outer
‘square’ surround of the Basin R
Effective use of Ellice Street frontage
city is important where the
across Kent/Cambridge as far to the east as possible. This
street edge and enables
block. It will also make a positive outcome for the sp
location easier to achieve.
Volume 2: Assessment of Environmental Effects
ridor RoNS
ations taken as an excerpt of 6A.01 R0 of the Project drawing set.
The primary focus of the urban design perspective on the one hand
geometric design perspective on the other has been the horizontal and vertical
. There were differing constraints for each perspective.
relevant to the design of the horizontal alignment are:
amount of land needed to be acquired (St Joseph’s Church and
Regional Wines and Spirits). This is particularly in regard to minimising the impact of
of the SH1 eastbound alignment.
Alignment with the historic and existing street pattern. The historic street pattern
around the Basin Reserve that was first indicated in the early town plans for
d to be taken into account. The roads around the Basin Reserve
historically square; the corners have become rounded over time and
round cricket oval in the centre. The design recognises the perpendicular corridors
erraces and Ellice/Buckle Streets and has adhere
Proximity to the Basin Reserve. The separation distance from the Basin Reserve
ncreased separation is desirable to reduce any visual, noise, or
ade effects on the Basin Reserve. The design also seeks to reinforce the outer
Basin Reserve.
Effective use of Ellice Street frontage. The effective integration of the bridge with the
where the objective has been to extend the straight alignment
across Kent/Cambridge as far to the east as possible. This will reinforce the historic
the bridge structure to form an integral part
also make a positive outcome for the space under the bridge in this
easier to achieve.
51
of the Project drawing set.
perspective on the one hand and the
has been the horizontal and vertical
horizontal alignment are:
(St Joseph’s Church and
imising the impact of
he historic street pattern
around the Basin Reserve that was first indicated in the early town plans for
The roads around the Basin Reserve were
historically square; the corners have become rounded over time and now reflect the
the perpendicular corridors
erraces and Ellice/Buckle Streets and has adhered to this
he separation distance from the Basin Reserve needs
to reduce any visual, noise, or
ade effects on the Basin Reserve. The design also seeks to reinforce the outer
he effective integration of the bridge with the
to extend the straight alignment
reinforce the historic
to form an integral part of the city
ace under the bridge in this
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Home of Compassion Crèche
another project (and is consented by the
key design consideration for the b
relationship and frontage for the relocated Crèche
constraint for the vertical alignment see below
Coordination with adjacent projects
with the current proposals for the
Tunnel Duplication.
As drivers exit Mount Victoria Tunnel they currently descend into the valley and back
up the other side to Buckle Street.
Victoria tunnel portal to the valley floor
the minor ridge near the National War Memorial
proposed vertical bridge alignment spans the valley reducing the height differential
by approximately 8m.
Figure 3-4: Vertical profile showing Mount Victoria Tunnel on the left to the NWM on the right.
The key constraints that have determined the vertical alignment are:
Vertical Clearances – Public
headroom under the structure for traffic,
contemplated in the PTSS.
Visual Impact – Pohutukawa Trees.
bridge particularly to the east of
building where two trees are lost to provide for the structure
ensure that the bridge will
Basin Reserve outside of
from inside the Basin Reserve.
Volume 2: Assessment of Environmental Effects
ridor RoNS
Home of Compassion Crèche (former) – While this structure is relocated as part of
another project (and is consented by the NWM Park (Pukeahu) Empowering Act
y design consideration for the bridge has been to ensure that an appropriate street
relationship and frontage for the relocated Crèche is provided. This is
constraint for the vertical alignment see below.
Coordination with adjacent projects. This is relevant to the design being co
with the current proposals for the Buckle Street underpass and the Mount Victoria
As drivers exit Mount Victoria Tunnel they currently descend into the valley and back
up the other side to Buckle Street. This involves a drop in elevation from the Mount
Victoria tunnel portal to the valley floor of 17m and then a rise back up of 15m
the minor ridge near the National War Memorial as illustrated in Figure
alignment spans the valley reducing the height differential
: Vertical profile showing Mount Victoria Tunnel on the left to the NWM on the right.
hat have determined the vertical alignment are:
Public Transport Spine. This is relevant to providing sufficient
headroom under the structure for traffic, buses, and for all modes being
.
kawa Trees. This is in relation to the visual impacts of the
to the east of the proposed Basin Reserve Northern
building where two trees are lost to provide for the structure. The design aims to
will not be visible above the Pohutukawa trees that line the
this location. This reduces the visual impact of the Project
from inside the Basin Reserve.
52
this structure is relocated as part of
(Pukeahu) Empowering Act), a
an appropriate street
is provided. This is also a
. This is relevant to the design being coordinated
nderpass and the Mount Victoria
As drivers exit Mount Victoria Tunnel they currently descend into the valley and back
from the Mount
of 17m and then a rise back up of 15m up to
Figure 3-4. The
alignment spans the valley reducing the height differential
: Vertical profile showing Mount Victoria Tunnel on the left to the NWM on the right.
This is relevant to providing sufficient
for all modes being
to the visual impacts of the
Basin Reserve Northern Gateway
. The design aims to
kawa trees that line the
. This reduces the visual impact of the Project
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Proposed Drainage. This is relevant to ensuring that the bridge has a gradient that
enables any stormwater flow to proposed collection devices. It is necessary to
provide some longitudinal fall (minimum of 1%) on the bridge to do so. The Project
proposes stormwater treatment devices in two locations (within the park west of
Cambridge Terrace and under the bridge south of Ellice Street). The high point for
the bridge has therefore been set to deliver stormwater by gravity to these locations.
Buckle Street Underpass.
adjacent Buckle Street underpass
bridge down in to the underpass.
Former Home of Compassion Crèche.
another project (and is consented by the
design consideration is to maintain
location between the bridge and the underpass. Key factors have been the street
level at Buckle Street and access to the building both from Buckle Street and the
proposed new lane from Tory Street.
the Crèche where the vertical road alignment is as level as possible with the footpath
and building without barriers or retaining structures being required.
As shown in Figure 3-3 and explained earlier
bridge will separate from the main bridge structure
(above the proposed building under the bridge)
footpath on Paterson Street and the connecting pathway to the Mount Victoria
Tunnel.
With regard to design speed, t
to achieve:
� maximum separation of the
Reserve;
� the best possible urban design outcomes; and
� an appropriate transition on
road users emerging from the Mount Victoria Tunnel turn off SH1 before the
Terrace Tunnel).
The bridge is to have a design s
It was determined that the
design speed would endanger road users
designed curves would be unforgiving for dri
coming down the hill from the Mount Victoria Tunnel
considered that the frequency and severity of
result the design speed used
a posted speed limit of 50km/h
vicinity.
3.4.1.2 Sussex Street junction
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This is relevant to ensuring that the bridge has a gradient that
les any stormwater flow to proposed collection devices. It is necessary to
provide some longitudinal fall (minimum of 1%) on the bridge to do so. The Project
proposes stormwater treatment devices in two locations (within the park west of
and under the bridge south of Ellice Street). The high point for
the bridge has therefore been set to deliver stormwater by gravity to these locations.
This is relevant to the integration of the Project with the
eet underpass. The vertical alignment needs to drop from the
bridge down in to the underpass.
Former Home of Compassion Crèche. While this structure is relocated as part of
another project (and is consented by the NWM Park (Pukeahu) Empowering Act
to maintain a street frontage for the Crèche in its new
location between the bridge and the underpass. Key factors have been the street
level at Buckle Street and access to the building both from Buckle Street and the
ane from Tory Street. The design aims to have a street frontage for
the Crèche where the vertical road alignment is as level as possible with the footpath
and building without barriers or retaining structures being required.
and explained earlier, the pedestrian and cycle
will separate from the main bridge structure just to the west of
the proposed building under the bridge). This enables users to access
footpath on Paterson Street and the connecting pathway to the Mount Victoria
With regard to design speed, the aim has been to keep this as low as
maximum separation of the proposed bridge from the edge of the Basin
the best possible urban design outcomes; and
an appropriate transition on to the local road network (approximately 60% of
road users emerging from the Mount Victoria Tunnel turn off SH1 before the
The bridge is to have a design speed of 60km/h and a posted speed limit of 50km/h.
the road safety risks associated with designing to
n speed would endanger road users. The critical risk factor is
designed curves would be unforgiving for drivers travelling over the speed limit
coming down the hill from the Mount Victoria Tunnel. As a consequence,
the frequency and severity of crashes would be unacceptable.
used for the SH1 westbound alignment is to be
posted speed limit of 50km/h reflecting the urban speed environment in the
Sussex Street junction
53
This is relevant to ensuring that the bridge has a gradient that
les any stormwater flow to proposed collection devices. It is necessary to
provide some longitudinal fall (minimum of 1%) on the bridge to do so. The Project
proposes stormwater treatment devices in two locations (within the park west of
and under the bridge south of Ellice Street). The high point for
the bridge has therefore been set to deliver stormwater by gravity to these locations.
This is relevant to the integration of the Project with the
. The vertical alignment needs to drop from the
this structure is relocated as part of
NWM Park (Pukeahu) Empowering Act) a key
rèche in its new
location between the bridge and the underpass. Key factors have been the street
level at Buckle Street and access to the building both from Buckle Street and the
The design aims to have a street frontage for
the Crèche where the vertical road alignment is as level as possible with the footpath
the pedestrian and cycle way on the
just to the west of Hania Street
users to access the
footpath on Paterson Street and the connecting pathway to the Mount Victoria
as low as safely possible
from the edge of the Basin
road network (approximately 60% of
road users emerging from the Mount Victoria Tunnel turn off SH1 before the
peed of 60km/h and a posted speed limit of 50km/h.
designing to 50km/h
factor is that 50km/h
vers travelling over the speed limit
As a consequence, it was
crashes would be unacceptable. As a
to be 60km/h, and
reflecting the urban speed environment in the
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Sussex Street will continue to have access to the SH1 westbound route (
Street) and to Cambridge Terrace.
The Sussex Street approach to Buckle Street (SH1)
one. The residual road space
the Sussex Street approach
access Cambridge Terrace.
Figure 3-5: Proposed layout of Sussex Street and Buckle Street intersection and the relationship to the Crèche
3.4.1.3 Buckle Street (SH1)/Taranaki Street intersection
The Project proposes minor imp
Street/Taranaki Street to facilitate the traffic flows created by the bridge.
additional traffic volumes along Buckle Street
capacity improvements at the Buckle Street/Ta
The works involve providing three lanes from the
Buckle/Taranaki Street intersection and additional dedicated left and right turning
lanes into Taranaki Street.
local traffic from Sussex Street merging with the two lanes of traffic from the
All works will be undertaken within the existing road reserve.
improve capacity at a key intersection of SH1 with a local ar
traffic flows.
Sussex Street
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continue to have access to the SH1 westbound route (
Street) and to Cambridge Terrace.
Sussex Street approach to Buckle Street (SH1) will be reduced from
space will become a dedicated bus lane. The right lane of
the Sussex Street approach will continue around the western bridge abutment to
dge Terrace.
: Proposed layout of Sussex Street and Buckle Street intersection and the relationship to the Crèche
Buckle Street (SH1)/Taranaki Street intersection
The Project proposes minor improvement works to modify the intersection of Buckle
Street/Taranaki Street to facilitate the traffic flows created by the bridge.
additional traffic volumes along Buckle Street will be accommodated through
capacity improvements at the Buckle Street/Taranaki Street intersection.
The works involve providing three lanes from the Buckle Street underpass
Buckle/Taranaki Street intersection and additional dedicated left and right turning
lanes into Taranaki Street. The third lane is required in order to safely accommodate
local traffic from Sussex Street merging with the two lanes of traffic from the
All works will be undertaken within the existing road reserve. These changes will
improve capacity at a key intersection of SH1 with a local arterial road with high
Buckle Street
Sussex Street Bus l
Cambridge Terrace
Pedestrian
54
continue to have access to the SH1 westbound route (i.e. Buckle
from two lanes to
The right lane of
continue around the western bridge abutment to
: Proposed layout of Sussex Street and Buckle Street intersection and the relationship to the Crèche
Buckle Street (SH1)/Taranaki Street intersection
rovement works to modify the intersection of Buckle
Street/Taranaki Street to facilitate the traffic flows created by the bridge. The
be accommodated through
ranaki Street intersection.
underpass to the
Buckle/Taranaki Street intersection and additional dedicated left and right turning
r to safely accommodate
local traffic from Sussex Street merging with the two lanes of traffic from the bridge.
These changes will
terial road with high
Bus lane to
Cambridge Terrace
strian cycle way on bridge
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Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-6: Proposed layout of Buckle Street and Taranaki Street intersection
3.4.2 SH1 eastbound route
The key works for the SH1 eastbound route are:
� realignment of SH1 ea
� modifications to the intersection of Pirie Street and Kent / Cambridge Terrace
and Vivian Street. This includes the introduction of peak hour
Vivian Street between Tory Street and Cambridge Ter
� treatment of the existing
Terrace. Includes the reducing the speed envrionment and prioritising
pedestrian and cyclist movements from the Basin Reserve toward the CBD.
This link retains an entry p
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: Proposed layout of Buckle Street and Taranaki Street intersection
SH1 eastbound route
The key works for the SH1 eastbound route are:
realignment of SH1 eastbound between Hania Street and Brougham Street;
modifications to the intersection of Pirie Street and Kent / Cambridge Terrace
and Vivian Street. This includes the introduction of peak hour
between Tory Street and Cambridge Terrace; and
the existing Buckle Street link between Sussex Street to Kent
Terrace. Includes the reducing the speed envrionment and prioritising
pedestrian and cyclist movements from the Basin Reserve toward the CBD.
etains an entry point to the re-aligned SH1 eastbound
55
stbound between Hania Street and Brougham Street;
modifications to the intersection of Pirie Street and Kent / Cambridge Terrace
and Vivian Street. This includes the introduction of peak hour clearways on
Sussex Street to Kent
Terrace. Includes the reducing the speed envrionment and prioritising
pedestrian and cyclist movements from the Basin Reserve toward the CBD.
aligned SH1 eastbound route.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
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Figure 3-7: The realigned SH1 eastbound route toward the Mount Victoria Tunnel is shown in the centre
of this illustration. The existing route around the Basin R
The current design speed for the SH1 eastbound route is 50km/h
retained to provide a consistent design speed and
continue to have a posted speed of 50km/h.
The re-alignment of the SH1 eastbound route shifts the current curve alignment to
the east to allow space for the proposed bridge structure.
access to Ellice Street via a left turn.
and responds to the alignment of
alignment begins at Hania Street curving south before rejoining Paterson Street
outside St Joseph’s Church.
that merge into one lane on
design of the bridge has consider
the Mount Victoria Tunnel duplication
including geometric alignmen
lanes in each direction.
Victoria Tunnel Duplication
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: The realigned SH1 eastbound route toward the Mount Victoria Tunnel is shown in the centre
of this illustration. The existing route around the Basin Reserve still exists to the right of the picture.
design speed for the SH1 eastbound route is 50km/h
retained to provide a consistent design speed and promote safety. The road
continue to have a posted speed of 50km/h.
alignment of the SH1 eastbound route shifts the current curve alignment to
the east to allow space for the proposed bridge structure. Kent Terrace retains
access to Ellice Street via a left turn. The at-grade alignment of this section reflects
sponds to the alignment of bridge overhead. The new SH1 eastbound
alignment begins at Hania Street curving south before rejoining Paterson Street
s Church. The new SH1 eastbound will provide two one way lanes
that merge into one lane on the approach to the existing Mount Victoria Tunnel.
design of the bridge has considered, and is compatible with, the future alignment of
the Mount Victoria Tunnel duplication to the immediate north of the existing tunnel,
geometric alignment and road width. When constructed there will be two
lanes in each direction. The preferred alignment for the potential
Duplication is depicted in Figure 3-8 below.
56
: The realigned SH1 eastbound route toward the Mount Victoria Tunnel is shown in the centre
eserve still exists to the right of the picture.
design speed for the SH1 eastbound route is 50km/h. This will be
safety. The road will
alignment of the SH1 eastbound route shifts the current curve alignment to
Kent Terrace retains
grade alignment of this section reflects
The new SH1 eastbound
alignment begins at Hania Street curving south before rejoining Paterson Street
two one way lanes
Mount Victoria Tunnel. The
the future alignment of
to the immediate north of the existing tunnel,
When constructed there will be two
potential future Mount
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-8: Indicative alignment
The Basin Reserve gateway includes enhancements for pedestrian and cyclist
facilities across the island between C
below). This includes widening the island to include wider pathways and space for
plantings. The lane across the front of the Basin Reserve on Buckle Street includes
new traffic calming measures to slow motoris
movements. One of the sets of bridge piers (S3) is located within the Basin Reserve
Gateway.
3.4.3 Vivian/ Pirie Streets/ Kent and Cambridge Terrace intersection
Works at this key intersection
� an additional lane on the Pirie Street approach to Kent Terrace.
modification uses the existing road space
changes the lane markings to create an additional left turning lane into Kent
Terrace; and
� peak hour clearways are proposed fo
Cambridge Terrace
between 7am – 9am and 4pm to 6pm.
All the above works are proposed to take place within the existing road reserve and
are shown in Figure 3-9 below.
The clearways will affect 21 car parking spaces located on the northern side of Vivian
Street that will be unavailable during the clearways operational hours
Volume 2: Assessment of Environmental Effects
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(in blue) for the future connection to the Mount Victoria Tunnel duplication
The Basin Reserve gateway includes enhancements for pedestrian and cyclist
facilities across the island between Cambridge and Kent Terraces (see figure 3.12
below). This includes widening the island to include wider pathways and space for
plantings. The lane across the front of the Basin Reserve on Buckle Street includes
new traffic calming measures to slow motorists and prioritise pedestrian and cycling
movements. One of the sets of bridge piers (S3) is located within the Basin Reserve
Vivian/ Pirie Streets/ Kent and Cambridge Terrace intersection
intersection include:
e on the Pirie Street approach to Kent Terrace.
modification uses the existing road space, removes 5 car parking spaces
changes the lane markings to create an additional left turning lane into Kent
peak hour clearways are proposed for Vivian Street between Tory Street and
Cambridge Terrace. The proposed operational hours for the clearways are
9am and 4pm to 6pm.
All the above works are proposed to take place within the existing road reserve and
below.
The clearways will affect 21 car parking spaces located on the northern side of Vivian
Street that will be unavailable during the clearways operational hours.
St
Joseph’s
Church
57
connection to the Mount Victoria Tunnel duplication
The Basin Reserve gateway includes enhancements for pedestrian and cyclist
ambridge and Kent Terraces (see figure 3.12
below). This includes widening the island to include wider pathways and space for
plantings. The lane across the front of the Basin Reserve on Buckle Street includes
ts and prioritise pedestrian and cycling
movements. One of the sets of bridge piers (S3) is located within the Basin Reserve
Vivian/ Pirie Streets/ Kent and Cambridge Terrace
e on the Pirie Street approach to Kent Terrace. This
, removes 5 car parking spaces and
changes the lane markings to create an additional left turning lane into Kent
r Vivian Street between Tory Street and
The proposed operational hours for the clearways are
All the above works are proposed to take place within the existing road reserve and
The clearways will affect 21 car parking spaces located on the northern side of Vivian
.
Volume 2: Assessment of Environmental Effects
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Wellington Northern Corridor RoNS
Figure 3-9: Proposed layout of the Pirie Street, Kent Terrace, and Vivian Street/Cambridge Terrace
The proposed lane width for the
This width is consistent with the existing road environment
balanced with a reduced footpath width
3.4.4 Related Network Improvements
Related works to the local road
� the Ellice Street link;
� Rugby Street improvements; and
� Dufferin Street improvements.
The Ellice Street link alters the
Paterson Street. Ellice Street will continue to extend from Kent Terrace to Brougham
Street and beyond. The new alignment for Ellice Street begins out
Wine and Spirits building heading south toward Paterson Street.
eastbound route and end at the Dufferin/Paterson Street intersection and each
intersection is proposed to be controlled with traffic lights.
single lane for one way traffic and
is separate to the live traffic lane and shown on
Kent Terrace will be timed with pedestrian crossing signals at this location so as to
provide adequate opportunities for all movements out of Ellice Street, and
disruption to SH1eastbound movements.
Volume 2: Assessment of Environmental Effects
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: Proposed layout of the Pirie Street, Kent Terrace, and Vivian Street/Cambridge Terrace
The proposed lane width for the right and left turning lanes at Pirie Street
with the existing road environment however this has to be
reduced footpath width and the loss of some on street car parking
Related Network Improvements
works to the local roading network are:
the Ellice Street link;
Rugby Street improvements; and
improvements.
alters the alignment of the current Ellice Street connection with
Ellice Street will continue to extend from Kent Terrace to Brougham
The new alignment for Ellice Street begins outside
Wine and Spirits building heading south toward Paterson Street. It will bisect the SH1
eastbound route and end at the Dufferin/Paterson Street intersection and each
intersection is proposed to be controlled with traffic lights. The conn
single lane for one way traffic and include a shared pedestrian/cycle shared path that
is separate to the live traffic lane and shown on Figure 3-10 below.
d with pedestrian crossing signals at this location so as to
provide adequate opportunities for all movements out of Ellice Street, and
eastbound movements.
58
: Proposed layout of the Pirie Street, Kent Terrace, and Vivian Street/Cambridge Terrace
at Pirie Street is 3.0 m.
ver this has to be
and the loss of some on street car parking.
current Ellice Street connection with
Ellice Street will continue to extend from Kent Terrace to Brougham
side the Regional
It will bisect the SH1
eastbound route and end at the Dufferin/Paterson Street intersection and each
The connection will be a
pedestrian/cycle shared path that
The signals on
d with pedestrian crossing signals at this location so as to
provide adequate opportunities for all movements out of Ellice Street, and minimise
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-10: Proposed layout of Ellice Street link
The Dufferin Street improvements alter the layout within the current road from
Dufferin Street around to Rugby Street
Reserve. This includes:
� tree plantings along the traffic Island on
� a new location for a school bus stop
on Rugby Street outside the Government House entry; and
� a dedicated bus lane from Rugby Street into Adelaide Road.
Ellice Street
Dufferin
Street
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d layout of Ellice Street link
The Dufferin Street improvements alter the layout within the current road from
Dufferin Street around to Rugby Street – at the south east corner of the Basin
tree plantings along the traffic Island on Dufferin Street;
a new location for a school bus stop drop-off on Dufferin Street and pick
on Rugby Street outside the Government House entry; and
a dedicated bus lane from Rugby Street into Adelaide Road.
Ellice Street
Paterson
Street
59
The Dufferin Street improvements alter the layout within the current road from
at the south east corner of the Basin
off on Dufferin Street and pick-up
Paterson
Street
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-11: Proposed layout and landscaping for Dufferin Street and Rugby
The Rugby Street improvements alter the layout of the Rugby Street and Adelaide
Road intersection to result in:
� two lane access from Rugby Street to Adelaide Road one
dedicated bus lane;
� reduction down to one lane
movements on Rugby Street outside the JR Reid Gate at the Basin Reserve;
� two-lane access from Adelaide Road to Rugby Street; and
� a widened island wi
cyclists movements with pedestrian and cycling lights being demand driven.
3.4.5 Walking Cycling and Public Transport
The Project provides improvements to the pedestrian and cycling pathways
throughout the Project Area.
cycling routes are located on the north side of the Basin Reserve and include:
� a new shared pathway on the corner of Cambridge Terrace and Buckle Street
with planting and landscape trea
� a new shared pathway on the bridge connecting Paterson Street to Buckle
Street and NWM Park
cyclist facilities from the existing Mount Victoria Tunnel and the future
duplication of the tunnel;
� a new shared pathway
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: Proposed layout and landscaping for Dufferin Street and Rugby Street
The Rugby Street improvements alter the layout of the Rugby Street and Adelaide
Road intersection to result in:
two lane access from Rugby Street to Adelaide Road one
dedicated bus lane;
reduction down to one lane (from the current three lanes)
movements on Rugby Street outside the JR Reid Gate at the Basin Reserve;
lane access from Adelaide Road to Rugby Street; and
a widened island within the intersection to better provide for pedestrian and
cyclists movements with pedestrian and cycling lights being demand driven.
Walking Cycling and Public Transport
The Project provides improvements to the pedestrian and cycling pathways
he Project Area. The majority of the works to improve the walking and
cycling routes are located on the north side of the Basin Reserve and include:
a new shared pathway on the corner of Cambridge Terrace and Buckle Street
with planting and landscape treatments;
a new shared pathway on the bridge connecting Paterson Street to Buckle
and NWM Park. This facility is compatible with the pedestrian and
cyclist facilities from the existing Mount Victoria Tunnel and the future
duplication of the tunnel;
new shared pathway from Ellice Street to Dufferin Street;
Dufferin
Street
Rugby
Street
60
treet
The Rugby Street improvements alter the layout of the Rugby Street and Adelaide
of which is a
(from the current three lanes) for east–west
movements on Rugby Street outside the JR Reid Gate at the Basin Reserve;
to better provide for pedestrian and
cyclists movements with pedestrian and cycling lights being demand driven.
The Project provides improvements to the pedestrian and cycling pathways
The majority of the works to improve the walking and
cycling routes are located on the north side of the Basin Reserve and include:
a new shared pathway on the corner of Cambridge Terrace and Buckle Street
a new shared pathway on the bridge connecting Paterson Street to Buckle
. This facility is compatible with the pedestrian and
cyclist facilities from the existing Mount Victoria Tunnel and the future
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Wellington Northern Corridor RoNS
� an additional access lane from Cambridge
Park.
Figure 3-12: Proposed walking and cycling routes
Enhanced crossing facilities are provided to accommodate pedestrian and cyclist
movements and increase safety
� Basin Reserve gateway
� Ellice Street and SH1 eastbound;
� Paterson Street, Dufferin Street and Ellice Street
� Rugby Street and Adelaide Road intersection.
3.5 Urban Design and Landscape
For the purpose of the relevant
divided into six Landscape Zones and Elements (Zone(s)). Technical Report 2:
Landscape and Design Framework
summarised and depicted
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an additional access lane from Cambridge Terrace to the Crèche and the NWM
: Proposed walking and cycling routes
facilities are provided to accommodate pedestrian and cyclist
movements and increase safety at:
Basin Reserve gateway – Buckle Street, Cambridge Terrace, and Kent Terrace;
Ellice Street and SH1 eastbound;
Paterson Street, Dufferin Street and Ellice Street intersection; and
Rugby Street and Adelaide Road intersection.
Urban Design and Landscape
relevant technical assessments the Project Area has been
divided into six Landscape Zones and Elements (Zone(s)). Technical Report 2:
andscape and Design Framework contains further detail on each Zone
depicted in Figure 3-13 below.
61
to the Crèche and the NWM
facilities are provided to accommodate pedestrian and cyclist
Buckle Street, Cambridge Terrace, and Kent Terrace;
intersection; and
he Project Area has been
divided into six Landscape Zones and Elements (Zone(s)). Technical Report 2: Urban
contains further detail on each Zone. These are
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-13: Urban design and landscape
The Zones provide design framework elements
landscape treatments can
individual features within the specific Zones
Zones within the Project Area.
This approach has enabled both attention to detail within individual Zones and co
ordination between Zones to ensure a cohesive and complementary sequence of
spaces is achieved.
The proposals within each Zone form a significant component
mitigation proposed.
3.5.1 Zone 1 - Cambridge/Buckle Bridge Interface Zone
In the Cambridge/Buckle Bridge Interface Zone
land between Cambridge Terrace and the N
gardens for stormwater treatment. These elements have been designed to fit with
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: Urban design and landscape zones and elements outside of the traffic lanes
design framework elements so the proposed urban design and
can respond appropriately to the receiving environment, the
tures within the specific Zones and the interface between different
the Project Area.
This approach has enabled both attention to detail within individual Zones and co
ordination between Zones to ensure a cohesive and complementary sequence of
s within each Zone form a significant component
Cambridge/Buckle Bridge Interface Zone
Cambridge/Buckle Bridge Interface Zone landscape treatments are proposed to
land between Cambridge Terrace and the NWM Park to the west, including rain
gardens for stormwater treatment. These elements have been designed to fit with
62
outside of the traffic lanes
the proposed urban design and
to the receiving environment, the
the interface between different
This approach has enabled both attention to detail within individual Zones and co-
ordination between Zones to ensure a cohesive and complementary sequence of
s within each Zone form a significant component of the overall
Cambridge/Buckle Bridge Interface Zone
landscape treatments are proposed to
WM Park to the west, including rain
gardens for stormwater treatment. These elements have been designed to fit with
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Basin Bridge Project
Wellington Northern Corridor RoNS
and to complement the proposed NWM Park on Buckle Street and to provide a setting
for the relocated Home of Compassion Crèche (Crèche)
The design philosophy of terracing from the minor ridge to the valley floor in
continuation of the NWM Park is reflective of the cultural heritage of the area when
Waitangi Stream was at grade and the Basin Reserve was a wetland area.
3.5.2 Zone 2 - Kent/Camb
In the Kent/Cambridge Basin Gateway, landscaping is proposed between
Kent/Cambridge Terrace to provide an entrance
and cyclist priority.
Figure 3-14: Visualisation of the pedestrian and cyclist area between Kent and Cambridge Teraces. The view is looking north from the Basin Reserve from under the Northern Gateway Building.
The architectural design of the
allow a greater level of transparency and visual connection
Reserve and Kent and Cambridge Terraces. A
piers are intended to maintain a sense of openness to the space under the bridge
Seating is proposed at the base of piers and l
reference to the historic Waitangi Stream.
Soft and hard landscaping elements aim to integrate the bridge into the space in
front of the Basin Reserve and to enhance the entra
cyclists to the Basin Reserve.
3.5.3 Zone 2.1 – Entrance
A new building and landscaping
the bridge and traffic on the bridge from
the proposed structure is proposed to be at least sufficient to shield the view of a
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and to complement the proposed NWM Park on Buckle Street and to provide a setting
for the relocated Home of Compassion Crèche (Crèche)38.
of terracing from the minor ridge to the valley floor in
NWM Park is reflective of the cultural heritage of the area when
Waitangi Stream was at grade and the Basin Reserve was a wetland area.
Kent/Cambridge Basin Gateway
In the Kent/Cambridge Basin Gateway, landscaping is proposed between
to provide an entrance to the Basin Reserve with pedestrian
: Visualisation of the pedestrian and cyclist area between Kent and Cambridge Teraces. The view is looking north from the Basin Reserve from under the Northern Gateway Building.
architectural design of the underside of the bridge and the piers are des
allow a greater level of transparency and visual connection between the Basin
Reserve and Kent and Cambridge Terraces. Attention to the spacing and shape of the
s are intended to maintain a sense of openness to the space under the bridge
at the base of piers and low level and wetland planting
reference to the historic Waitangi Stream.
Soft and hard landscaping elements aim to integrate the bridge into the space in
front of the Basin Reserve and to enhance the entranceway for pedestrians and
cyclists to the Basin Reserve.
Entrance to the Basin Reserve
and landscaping is proposed within the Basin Reserve to
traffic on the bridge from the Basin Reserve. The height a
the proposed structure is proposed to be at least sufficient to shield the view of a
63
and to complement the proposed NWM Park on Buckle Street and to provide a setting
of terracing from the minor ridge to the valley floor in a
NWM Park is reflective of the cultural heritage of the area when
Waitangi Stream was at grade and the Basin Reserve was a wetland area.
In the Kent/Cambridge Basin Gateway, landscaping is proposed between
to the Basin Reserve with pedestrian
: Visualisation of the pedestrian and cyclist area between Kent and Cambridge Teraces. The view is looking north from the Basin Reserve from under the Northern Gateway Building.
underside of the bridge and the piers are designed to
between the Basin
the spacing and shape of the
s are intended to maintain a sense of openness to the space under the bridge.
ow level and wetland plantings provide
Soft and hard landscaping elements aim to integrate the bridge into the space in
nceway for pedestrians and
is proposed within the Basin Reserve to both screen
the Basin Reserve. The height and width of
the proposed structure is proposed to be at least sufficient to shield the view of a
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
right handed batspersons facing
Reserve from traffic on the proposed bridge, as depicted graphically in
below. The visual field of view that is needed is described by Associate Professor
Gordon Sanderson’s report which is supported by visualisations that are attached to
Appendix H to Technical R
Figure 3-15: Section showing how vehicles on the bridge would be visible to batsmen
The proposed building will provide additional player facilities and an expanded
northern gateway entrance that is aligned with the new entrance plaza located
between Kent and Cambridge Terrace.
increased flexibility of use within the ground to complement existing facilities and
the use of the Basin Reserve.
The design approach has been to develop a building that fits into the Basin Reserve
grounds in a manner that responds to its important heritage features and its status
as a premier test cricket venue in New Zealand
Volume 2: Assessment of Environmental Effects
ridor RoNS
right handed batspersons facing a left hand bowler at the northern end of the Basin
from traffic on the proposed bridge, as depicted graphically in
The visual field of view that is needed is described by Associate Professor
Gordon Sanderson’s report which is supported by visualisations that are attached to
Report 3: Urban Landscape and Design Framework
Section showing how vehicles on the bridge would be visible to batsmen
will provide additional player facilities and an expanded
hern gateway entrance that is aligned with the new entrance plaza located
between Kent and Cambridge Terrace. The new building will also provide for
increased flexibility of use within the ground to complement existing facilities and
eserve.
The design approach has been to develop a building that fits into the Basin Reserve
grounds in a manner that responds to its important heritage features and its status
as a premier test cricket venue in New Zealand (see Figure 3-16 below).
64
the northern end of the Basin
from traffic on the proposed bridge, as depicted graphically in Figure 3-15
The visual field of view that is needed is described by Associate Professor
Gordon Sanderson’s report which is supported by visualisations that are attached to
n Landscape and Design Framework.
Section showing how vehicles on the bridge would be visible to batsmen
will provide additional player facilities and an expanded
hern gateway entrance that is aligned with the new entrance plaza located
The new building will also provide for
increased flexibility of use within the ground to complement existing facilities and
The design approach has been to develop a building that fits into the Basin Reserve
grounds in a manner that responds to its important heritage features and its status
below).
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-16: Visualisation of new building
The building will occupy space between the RA Vance and the toilet block and is up
to 65m long39 (see Figure
complemented by planting
Reserve. The building design includes voids at the ground level to enable views to
and from the grounds toward
to the grounds would be located at ground level, and a canopy roof to the building
would achieve screening of moving traffic on the bridge from the view of a
batsperson and to mitigate views of the bri
Reserve.
39 The proposed building has an arc shaped footprint and so the length of the outside edge is up to 72.4m long and inside edge is up to 63.7m long. The length of 65m is therefore a descriptor indicative of the
maximum extent of building that is proposed between the RA Vance and the toile
Reserve.
Volume 2: Assessment of Environmental Effects
ridor RoNS
Visualisation of new building from Dufferin Street
occupy space between the RA Vance and the toilet block and is up
Figure 3-17 below). The building is up to 13m high and is
complemented by plantings that will extend to the north east corner of the Basin
. The building design includes voids at the ground level to enable views to
and from the grounds toward Kent and Cambridge Terraces. New entrance facilities
to the grounds would be located at ground level, and a canopy roof to the building
would achieve screening of moving traffic on the bridge from the view of a
batsperson and to mitigate views of the bridge generally from within the Basin
The proposed building has an arc shaped footprint and so the length of the outside edge is up to 72.4m
long and inside edge is up to 63.7m long. The length of 65m is therefore a descriptor indicative of the
building that is proposed between the RA Vance and the toilet block within the Basin
65
occupy space between the RA Vance and the toilet block and is up
up to 13m high and is
that will extend to the north east corner of the Basin
. The building design includes voids at the ground level to enable views to
Kent and Cambridge Terraces. New entrance facilities
to the grounds would be located at ground level, and a canopy roof to the building
would achieve screening of moving traffic on the bridge from the view of a
enerally from within the Basin
The proposed building has an arc shaped footprint and so the length of the outside edge is up to 72.4m
long and inside edge is up to 63.7m long. The length of 65m is therefore a descriptor indicative of the
block within the Basin
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-17: Visualisation of the new building
A proposed design alternative is for a 55m long building. In the assessment of the
work various alternative forms of the work within the Basin Reserve were
considered and assessed. Details of these alternative balances of built and planting
mitigation, which includes a screen,
also Appendix 3H to TR3) to inform the decision on the required mitigation that is
considered to be reasonably necessary for the realisation of the Project to mitigate
the effects of the Project on the Basin Reserve. This approach responds to the
importance of ensuring that the effects on the Basin Reserve are able to be
appropriately mitigated.
This approach is reflected in the technical reports (Volume 3) and this AEE and the
requested designation provides full scope for the consent authority to determine
what they consider to be appropriate to mitigate the adverse effects of the Project on
the Basin Reserve.
Technical Report 3: Urban and Landscape Design Framework
the design is to be developed for any
reflected in the conditions (
As part of these works, t
boundary to sit alongside the
southern entrance to the Basin Reserve shown in
Volume 2: Assessment of Environmental Effects
ridor RoNS
: Visualisation of the new building from within the Basin Reserve
A proposed design alternative is for a 55m long building. In the assessment of the
work various alternative forms of the work within the Basin Reserve were
considered and assessed. Details of these alternative balances of built and planting
, which includes a screen, are provided in the documentatio
to TR3) to inform the decision on the required mitigation that is
considered to be reasonably necessary for the realisation of the Project to mitigate
the effects of the Project on the Basin Reserve. This approach responds to the
nsuring that the effects on the Basin Reserve are able to be
This approach is reflected in the technical reports (Volume 3) and this AEE and the
requested designation provides full scope for the consent authority to determine
they consider to be appropriate to mitigate the adverse effects of the Project on
Urban and Landscape Design Framework provides details of how
the design is to be developed for any preferred length of a building and
reflected in the conditions (refer to Part H of the AEE).
As part of these works, the CS Dempster Gate will be relocated to
boundary to sit alongside the JR Reid Gate to provide in combination an expanded
e Basin Reserve shown in Figure 3-18 below.
66
A proposed design alternative is for a 55m long building. In the assessment of the
work various alternative forms of the work within the Basin Reserve were also
considered and assessed. Details of these alternative balances of built and planting
are provided in the documentation (see TR3 and
to TR3) to inform the decision on the required mitigation that is
considered to be reasonably necessary for the realisation of the Project to mitigate
the effects of the Project on the Basin Reserve. This approach responds to the
nsuring that the effects on the Basin Reserve are able to be
This approach is reflected in the technical reports (Volume 3) and this AEE and the
requested designation provides full scope for the consent authority to determine
they consider to be appropriate to mitigate the adverse effects of the Project on
provides details of how
and this is then
be relocated to the southern
Reid Gate to provide in combination an expanded
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-18: View of the modified southern entrance to the Basin Reserve showing the CS Dempster Gate adjacent to the JR Reid Gate.
3.5.4 Zone 3 Kent/Ellice
The area under the bridge between Kent Terrace, Ellice Street, and Dufferin Street
has raised particular concerns for urban designers, visual assessors and the Crime
Prevention Through Environmental Design (CPTED) specia
The zone specific principles for this Z
which a major component is repairing the built corner from Kent Terrace to Hania
Street and improving the streetscape under the bridge.
Figure 3-19: Cross section showing the bridge and the building under bridge
The inclusion of a building under the bridge to re
provide a link to the bridge structure overhead is proposed to assist the in
of the bridge into the urban fabric.
3.5.5 Element 3.1 Integrated ‘B
A new corner building under the bridge
building’s footprint, height, form and scale are for a one storey building that
occupies the corner block.
Volume 2: Assessment of Environmental Effects
ridor RoNS
: View of the modified southern entrance to the Basin Reserve showing the CS Dempster Gate adjacent to the JR Reid Gate.
ne 3 Kent/Ellice Street Corner Zone
The area under the bridge between Kent Terrace, Ellice Street, and Dufferin Street
has raised particular concerns for urban designers, visual assessors and the Crime
Prevention Through Environmental Design (CPTED) specialist.
e specific principles for this Zone outline a number of design intentions of
which a major component is repairing the built corner from Kent Terrace to Hania
the streetscape under the bridge.
: Cross section showing the bridge and the building under bridge
he inclusion of a building under the bridge to re-establish the streetscape and
provide a link to the bridge structure overhead is proposed to assist the in
of the bridge into the urban fabric.
Element 3.1 Integrated ‘Building under the bridge’
under the bridge is proposed for the street corner. The
building’s footprint, height, form and scale are for a one storey building that
occupies the corner block.
67
: View of the modified southern entrance to the Basin Reserve showing the CS Dempster
The area under the bridge between Kent Terrace, Ellice Street, and Dufferin Street
has raised particular concerns for urban designers, visual assessors and the Crime
one outline a number of design intentions of
which a major component is repairing the built corner from Kent Terrace to Hania
establish the streetscape and
provide a link to the bridge structure overhead is proposed to assist the integration
uilding under the bridge’
is proposed for the street corner. The
building’s footprint, height, form and scale are for a one storey building that
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
The building detailed design is intended
process (see Part E of the AEE). In doing so the key design intentions for the building
are that:
� the building frontage is fully glazed;
� capable of public entry on all sides;
� link to the service and car parking area accessed from Hania Street;
� integrated with the bridge column that will be located within it’s footprint;
and
� include a vertical landscape screen (green screen) above the building.
By activating the street edge and incorporating a glazed building frontage, the
building will contribute to pedestrian safety through lighting, and go
sight lines for pedestrians.
Figure 3-20: Artist impression
the corner of Kent Terrace and Ellice Street
The ‘green screen’ is a vertical landscape screen that is
the new building under the bridge
the at-grade built form under the bridge (refer to
The green screen is a structured frame that
residential apartment building (Grandstand Apartments) at 80 Kent Terrace.
comprises of living green climbers that are trained onto the frame.
The green screen will provide a visual contrast
form and provides screening for the o
Volume 2: Assessment of Environmental Effects
ridor RoNS
The building detailed design is intended to be finalised through the outline p
process (see Part E of the AEE). In doing so the key design intentions for the building
he building frontage is fully glazed;
e of public entry on all sides;
link to the service and car parking area accessed from Hania Street;
ntegrated with the bridge column that will be located within it’s footprint;
include a vertical landscape screen (green screen) above the building.
y activating the street edge and incorporating a glazed building frontage, the
building will contribute to pedestrian safety through lighting, and good visibility and
or pedestrians.
Artist impression of the green screen and the proposed building under the bridge on
the corner of Kent Terrace and Ellice Street
is a vertical landscape screen that is proposed to be placed
under the bridge to provide a further visual link from the bridge to
grade built form under the bridge (refer to Figure 3-20 above).
is a structured frame that will be attached to the neighbouring
apartment building (Grandstand Apartments) at 80 Kent Terrace.
comprises of living green climbers that are trained onto the frame.
The green screen will provide a visual contrast to the bridge and underlying built
and provides screening for the occupants.
68
to be finalised through the outline plan
process (see Part E of the AEE). In doing so the key design intentions for the building
link to the service and car parking area accessed from Hania Street;
ntegrated with the bridge column that will be located within it’s footprint;
include a vertical landscape screen (green screen) above the building.
y activating the street edge and incorporating a glazed building frontage, the
od visibility and
building under the bridge on
to be placed above
provide a further visual link from the bridge to
).
will be attached to the neighbouring
apartment building (Grandstand Apartments) at 80 Kent Terrace. It
to the bridge and underlying built
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
3.5.6 Zone 4 Paterson/ Ellice/Dufferin Interface zone
This Zone is a blend of streets, pedestrian and cyclist footpaths, the underlying
ground slopes up toward the Mount Victoria Tunnel portal and the eastern bridge
abutment is in this Zone. It is al
St Joseph’s Church and Regional Wines and Spirit’s.
Consequently, the design principles for this Z
adjacent properties, facilitate pedestrian and cyclist movements, cont
landscaping for the treatments of spaces under the bridge and the abutments and
reinforce the planting on the outer edge of the Basin Reserve.
Sculptured bridge piers will land in large surface raingardens and native plantings
will be on the upward slopes of the valley. The bridge abutments will be planted with
self clinging climbers. There will be l
the form of paving and plantings. Pohutukawa trees will be planted on the outer
square of the Basin Reserve.
The design includes amenity planting that would also reduce views from Ellice Street
toward the proposed Project works.
The Project requires land from the St Joseph’s Church property to provide adequate
space for the proposed SH1 eastbound a
land is currently used by the Church for car parking.
similar number of car parking spaces the
Church property (28 Ellice Street) will be
realigned and relandscaped to provide a new car park. New fencing on the southern
boundary will be provided and integrated with the safety barrier to the
pedestrian/cycle path bridge onramp.
3.5.7 Zone 5 Dufferin/Rugby SGovernment House Interface zone
There will be improvements to the Dufferin/Rugby Streets, Schools/Church/
Government House Interface zone where there is a higher demand for access from
these key adjacent land uses. These works incl
roading corridor, layout modification and urban design and landscape treatments.
Volume 2: Assessment of Environmental Effects
ridor RoNS
Zone 4 Paterson/ Ellice/Dufferin Interface zone
one is a blend of streets, pedestrian and cyclist footpaths, the underlying
ground slopes up toward the Mount Victoria Tunnel portal and the eastern bridge
one. It is also adjacent to residential properties on Ellice Street,
St Joseph’s Church and Regional Wines and Spirit’s.
the design principles for this Zone seek to minimise effects to
adjacent properties, facilitate pedestrian and cyclist movements, cont
landscaping for the treatments of spaces under the bridge and the abutments and
reinforce the planting on the outer edge of the Basin Reserve.
Sculptured bridge piers will land in large surface raingardens and native plantings
pward slopes of the valley. The bridge abutments will be planted with
There will be landscaping elements on the Ellice Street link in
and plantings. Pohutukawa trees will be planted on the outer
n Reserve.
The design includes amenity planting that would also reduce views from Ellice Street
proposed Project works.
The Project requires land from the St Joseph’s Church property to provide adequate
space for the proposed SH1 eastbound alignment and shared foot /cycle bridge
land is currently used by the Church for car parking. To ensure the Church retains a
similar number of car parking spaces the existing residential buildi
Ellice Street) will be removed and the resultant area will be
ped to provide a new car park. New fencing on the southern
boundary will be provided and integrated with the safety barrier to the
pedestrian/cycle path bridge onramp.
Zone 5 Dufferin/Rugby Streets, Schools/Church/ Government House Interface zone
There will be improvements to the Dufferin/Rugby Streets, Schools/Church/
Government House Interface zone where there is a higher demand for access from
key adjacent land uses. These works include the re-allocation of space in the
roading corridor, layout modification and urban design and landscape treatments.
69
one is a blend of streets, pedestrian and cyclist footpaths, the underlying
ground slopes up toward the Mount Victoria Tunnel portal and the eastern bridge
erties on Ellice Street,
seek to minimise effects to
adjacent properties, facilitate pedestrian and cyclist movements, continue ground
landscaping for the treatments of spaces under the bridge and the abutments and
Sculptured bridge piers will land in large surface raingardens and native plantings
pward slopes of the valley. The bridge abutments will be planted with
andscaping elements on the Ellice Street link in
and plantings. Pohutukawa trees will be planted on the outer
The design includes amenity planting that would also reduce views from Ellice Street
The Project requires land from the St Joseph’s Church property to provide adequate
and shared foot /cycle bridge. The
To ensure the Church retains a
building within the
and the resultant area will be
ped to provide a new car park. New fencing on the southern
boundary will be provided and integrated with the safety barrier to the
treets, Schools/Church/
There will be improvements to the Dufferin/Rugby Streets, Schools/Church/
Government House Interface zone where there is a higher demand for access from
allocation of space in the
roading corridor, layout modification and urban design and landscape treatments.
Volume 2: Assessment of Environmental Effects
Basin Bridge Project
Wellington Northern Corridor RoNS
Figure 3-21: Illustration of the proposed new layout and plantings for Dufferin Streelooking south toward Government House with the schools on the left and Basin Reserve on the right
The re-allocation of space will entail moving the school drop off zone, car parking,
and lane configuration along Dufferin Street to rationalise th
there can be significant demand particularly at the close of the school day.
Volume 2: Assessment of Environmental Effects
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: Illustration of the proposed new layout and plantings for Dufferin Streelooking south toward Government House with the schools on the left and Basin Reserve on the right
allocation of space will entail moving the school drop off zone, car parking,
and lane configuration along Dufferin Street to rationalise the current situation where
there can be significant demand particularly at the close of the school day.
70
: Illustration of the proposed new layout and plantings for Dufferin Street. View is looking south toward Government House with the schools on the left and Basin Reserve on the right
allocation of space will entail moving the school drop off zone, car parking,
e current situation where
there can be significant demand particularly at the close of the school day.
Recommended