Part B: Description of the Project 3 Project Design …Part B: Description of the Project 3 Project Design and Operation Overview The purpose of this Chapter is to provide a description

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


ridor RoNS

Part B: Description of the Project

Project Design and Operation


It includes descriptions of the proposed bridge structure, related improvements to the



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


sponses to issues and feedback raised by technical specialists, peer



standards, guidelines, and manuals. It has also been subject to peer review and a



consideration of the underlying context for each section of SH1.



uses, and overall townscape. Six zones across the Project Area have been identified to

define the design intent for each specific area.




approach has focussed on refining and optimising the design

of the Project in order to avoid and minimise adverse effects wherever possible

35


bridge structure, related improvements to the



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-


sponses to issues and feedback raised by technical specialists, peer



It has also been subject to peer review and a





e Project Area have been identified to




refining and optimising the design

effects wherever possible




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


ridor RoNS

ion



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


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.


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



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


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


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




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


ridor RoNS

by six sets of bridge piers (eight piers in total)


: The proposed bridge structure in the view looking east toward Mount Victoria tunnel portal.


includes a number of internationally significant31 buildings and open space) and the



early scheme development. At the outset an urban landscape design



The primary focus from an urban design and geometric perspective has been on




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


: The proposed bridge structure in the view looking east toward Mount Victoria tunnel portal.


ings and open space) and the



early scheme development. At the outset an urban landscape design framework



The primary focus from an urban design and geometric perspective has been on the




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




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


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


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


will significantly improve transport movements around the Basin Reserve. Due to the



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,


The Project also includes construction of a green screen, which is a four

vegetated trellis, which will be attached to the roof of the


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


principles for urban RoNS, including for example, targeted level of


Design Process

The information presented in this set of documents is the culmination


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



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


the engineering geometric

and criteria. They also set out the

in the design


asin Reserve. Due to the



rner of Buckle Street and

Cambridge Terrace to reflect the historic use of the area by tangata whenua, and the


screen, which is a four-storey high

proposed new


a new building located within the Basin Reserve that

and provides an

a new pedestrian plaza

. This is further discussed


for example, targeted level of


The information presented in this set of documents is the culmination of the design


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



l range of technical experts (covering environmental, social and cultural




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


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


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


approach is to develop measures to adequately remedy and/or mitigate



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


rridor RoNS. These are intended to inform the general approach to types of design



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


relevant Part 2 RMA

finalised. Residual

these can be managed or


approach is to develop measures to adequately remedy and/or mitigate



of stakeholders have provided input into the process,


rridor RoNS. These are intended to inform the general approach to types of design



facilities; planting; lighting; furniture; and stormwater. They are further




� 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.


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




� Contribute to local and distant views.

Quality of experience

� Reinforce the dramatic experience of the

� Contribute to views within the


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.




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,


ridor RoNS

Geometric Design


for the Project geometric design are:

design guides Austroads Traffic Management and Road Design Guidelines


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


design guides Austroads Traffic Management and Road Design Guidelines


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 .




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.


ridor RoNS

analysis and the overall strategic objectives have contributed to the final

Inner City section of the Wellington Northern Corridor RoNS


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


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


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


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


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


ton’s inner city whilst not unnecessarily or overly

er of implications

. Consequently, the iterative


the airport) to

improve the movement of freight and trips associated with business. This

economic growth and transport efficiency. This should include


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


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


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




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


ridor RoNS


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


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




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


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


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:


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


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






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


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descriptors used



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.



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.



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


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


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.



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.



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.



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.




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


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descriptors used



The space between Kent and Cambridge

Terrace will be widened



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


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).



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.



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


The space between Kent and Cambridge

be widened to become a plaza.



Zone 2: Kent/Cambridge Basin

Low speed link road from Ellice Street to

Dufferin Street/Paterson Street intersection.

Includes shared pedestrian and cycleway path



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



Zone 5: Dufferin/Rugby Streets,


layout of the road space

for traffic, and bus drop off zones for the

schools. Also provides space for amenity



pathways through the Project

In some locations these

pathways are enhanced. There are two

proposed new routes – one on the bridge and




Transportation

Improvements

Common

descriptors used

by the Project

transport

Dedicated bus

lanes


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descriptors used



the other on the proposed Ellice Street link.



TR3: ULDF – Zone 5: Dufferin/Rugby Streets,


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.



48


oposed Ellice Street link.



Zone 5: Dufferin/Rugby Streets,


Dedicated bus lanes at specific points around

Dufferin Street, Rugby






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


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SH1 westbound route


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.


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


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


will result in three

through to Karo Drive -

the Taranaki Street intersection.




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).


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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


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.


structure above the corner of Ellice Street and Hania Street and rejoins the footpath


Figure 3-2 above). The separation of the pedestr





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


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


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


pedestrian and cycleway ramp on the northern side of the

at either end where the

. Drawings showing the design of the bridge, including


of Ellice Street and Hania Street and rejoins the footpath


above). The separation of the pedestrian and cyle





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


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.




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.


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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


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


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




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.


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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


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


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




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



and under the bridge south of Ellice Street). The high point for


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



ane from Tory Street. The design aims to have a street frontage for


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


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


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



and under the bridge south of Ellice Street). The high point for


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



The design aims to have a street frontage for


the pedestrian and cycle way on the

just to the west of Hania Street

users to access the


as low as safely possible

from the edge of the Basin

road network (approximately 60% of


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




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


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


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




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



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



aligned SH1 eastbound route.




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


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


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




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


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(in blue) for the future connection to the Mount Victoria Tunnel duplication


facilities across the island between Cambridge and Kent Terraces (see figure 3.12



new traffic calming measures to slow motorists and prioritise pedestrian and cycling


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


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.


below.


Street that will be unavailable during the clearways operational hours.

St

Joseph’s

Church

57

connection to the Mount Victoria Tunnel duplication


ambridge and Kent Terraces (see figure 3.12



ts and prioritise pedestrian and cycling


Vivian/ Pirie Streets/ Kent and Cambridge Terrace

e on the Pirie Street approach to Kent Terrace. This

, removes 5 car parking spaces and


r Vivian Street between Tory Street and

The proposed operational hours for the clearways are



.




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.


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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


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


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




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


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


at the south east corner of the Basin

off on Dufferin Street and pick-up

Paterson

Street




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


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)


lane access from Adelaide Road to Rugby Street; and

a widened island within the intersection to better provide for pedestrian and


Walking Cycling and Public Transport


he Project Area. The majority of the works to improve the walking and


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


duplication of the tunnel;

new shared pathway from Ellice Street to Dufferin Street;

Dufferin

Street

Rugby

Street

60

treet


of which is a

(from the current three lanes) for east–west


to better provide for pedestrian and



The majority of the works to improve the walking and


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





� 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




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


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


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-


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





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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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


Kent/Cambridge Basin Gateway


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.


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


63


of terracing from the minor ridge to the valley floor in a

NWM Park is reflective of the cultural heritage of the area when



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


nceway for pedestrians and

is proposed within the Basin Reserve to both screen

the Basin Reserve. The height and width of





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


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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


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


eserve.



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


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




below).




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.


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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



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



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




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


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: Visualisation of the new building from within the Basin Reserve


work various alternative forms of the work within the Basin Reserve were


, which includes a screen, are provided in the documentatio

to TR3) to inform the decision on the required mitigation that is



nsuring that the effects on the Basin Reserve are able to be



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


work various alternative forms of the work within the Basin Reserve were also


are provided in the documentation (see TR3 and

to TR3) to inform the decision on the required mitigation that is



nsuring that the effects on the Basin Reserve are able to be



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




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.


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: 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



Prevention Through Environmental Design (CPTED) specialist.

e specific principles for this Zone outline a number of design intentions of


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


occupies the corner block.

67

: View of the modified southern entrance to the Basin Reserve showing the CS Dempster



one outline a number of design intentions of


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





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


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The building detailed design is intended to be finalised through the outline p


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


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




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.


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Zone 4 Paterson/ Ellice/Dufferin Interface zone

one is a blend of streets, pedestrian and cyclist footpaths, the underlying


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


reinforce the planting on the outer edge of the Basin Reserve.


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.


proposed Project works.


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


pedestrian/cycle path bridge onramp.

Zone 5 Dufferin/Rugby Streets, Schools/Church/ Government House Interface zone



key adjacent land uses. These works include the re-allocation of space in the


69

one is a blend of streets, pedestrian and cyclist footpaths, the underlying


erties on Ellice Street,

seek to minimise effects to

adjacent properties, facilitate pedestrian and cyclist movements, continue ground



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



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


treets, Schools/Church/



allocation of space in the





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.


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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


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


Documents

Part B: Description of the Project 3 Project Design …Part B: Description of the Project 3 Project Design and Operation Overview The purpose of this Chapter is to provide a description