Auranga B1 Proposed Plan Change, Bremner Road, Drury. Integrated Transportation Assessment Report

Transcription

1 Auranga B1 Proposed Plan Change, Bremner Road, Drury Integrated Transportation Assessment Report 12 May 2017

2

3 Project: Report title: Document reference: Proposed Plan Change, Bremner Road, Drury Integrated Transportation Assessment Report J00478 Auranga B v6 Modellnig TBA Date: 12 May 2017 Report Status Final Report Prepared By Reviewed By Approved By Hollie Yukich Leo Hills Leo Hills

4 Transportation Assessment Report Table of Contents Executive Summary Introduction Existing Environment Site Location Road Network Bremner and Jesmond Roads Bremner Road overbridge Victoria Street Great South Road State Highway Norrie Road / Firth Street Accessibility Private Vehicles Public Transport Walking Cycling Traffic Volumes Road Safety Record Proposed Development Road Cross Sections Collector Roads Future East-West Road Local Roads Cycling Provision Trip Generation Site Trip Generation Forecast Population Journey to Work Mode Split Non-Work Journey Mode Split Journey Times Summary Wider Area Trip Generation Trip Distribution / Model Generation... 24

5 Transportation Assessment Report 5 Assessment of Effects Tier 1 Assessment Tier 2 Assessment Tier 3 Assessment Recommended Mitigation Wider Structure Plan Parking Unitary Plan Requirements Cycle Parking Accessible Parking Loading Access Site Access Jesmond Road / SH Individual Property Accesses Internal intersections Integration with Future Transport Network Supporting Growth in the South Auckland Plan Auckland Regional Land Transport Strategy Auckland Regional Public Transport Plan Auckland Unitary Plan B3 Regional Policy Statement E27 Transport Appendix 1 Structure Planning Auckland Design Manual Construction Traffic Consultation Implementation Plan Conclusion APPENDIX A: Concept Masterplan APPENDIX B: ART Zone plan... 42

6 Transportation Assessment Report APPENDIX C: South TFUG... 43

7 Transportation Assessment Report Page 1 EXECUTIVE SUMMARY It is proposed to develop approximately 1,300 additional residential dwellings as a consequence of a Private Plan Change (PPC) request to extend the Drury 1 Precinct at Bremner and Jesmond Roads, Drury. The site of the private plan change comprises two additional areas with a total area of approximately 83 ha, being in addition to the existing area of the Drury 1 Precinct of approximately 84.6 ha. The site is located to the north-west of the SH22 / SH1 Drury motorway interchange (Drury Interchange). Bremner Road connects the site to the Drury township, to the east of the site. Jesmond Road currently connects Bremner Road to SH22, to the south of the site. The existing area (including Drury Interchange) generally has spare capacity, apart from issues relating to the Southern Motorway (northbound) during the morning peak. The New Zealand Transport Agency (the Agency) SH1 Southern Improvement project will provide additional northbound capacity and will mean that congestion on the motorway mainline will not affect the performance of the interchange (as it can presently). It is anticipated that the resultant traffic generation associated with 1,300 additional residential dwellings, is generally within the capacity of adjoining roads, based on current network performance, with the exception of some localised mitigation measures identified. This Integrated Transport Assessment (ITA) is provided in support of the Private Plan Change request to rezone the Auranga B1 land. It identifies specific transport improvements required to support the Auranga PPC as well as timing and staging. The ITA prepared for the existing Auranga A area (now known as Drury Precinct 1 and formerly as the Bremner Road SHA) identified the following transport provisions and improvements. Provision of an internal collector road to connect the wider Auranga area with the Drury township. An upgraded Bremner Road will provide this function linking Drury with the site and beyond to Jesmond Road; Upgrades to the intersection of Victoria Street / SH22; Initial upgrade of the intersection of Jesmond Road / SH22 to include a right turn bay and potentially right turn protection. Longer-term development accessed from Jesmond Road would require further improvement, e.g. roundabout or signals post 1,350 lots; The intersection of Great South Road / Firth Street will be nearing capacity in 2021 even without Auranga and only a small number of Auranga lots can be developed before an upgrade is necessary. There are a number of upgrades possible at this intersection and as such this intersection should be re-assessed at each development stage. Of note, the upgrade of Great South Road / Norrie Road roundabout to signals will likely partly reduce the need for this upgrade; Footpaths (and associated lighting) should be provided within all the proposed internal residential roads (including Bremner Road) as part of any initial development; The following upgrades should be undertaken to the wider pedestrian network: o The new pedestrian facilities proposed within the site (including Bremner Road itself) should be linked to the Bremner Road motorway over-bridge and across the Jesmond Road bridge; o Pedestrian / cyclist improvements are required on the Bremner Road motorway overbridge (in various forms);

8 Transportation Assessment Report Page 2 o New / upgraded pedestrian footpaths to link the development (Auranga A) to the Drury township: - on Bremner Road (east of and including motorway overbridge); - Firth Street (Bremner Road to Norrie Road); and - Norrie Road (from Firth Street to Great South Road); o Upgraded pedestrian facilities are required at the Norrie Road / Great South Road roundabout (currently there are no pedestrian facilities provided). Change in priority at the Bremner Road / Firth Street intersection (with the dead-end northern section of Firth Street now being required to give way), in conjunction with the pedestrian upgrades above; Cycle routes should be provided throughout the subdivision. In particular, off-road 3m wide shared paths should be provided linking the residential lots to any potential site identified by Ministry of Education for a proposed primary school. Cycle facilities to be provided in accordance with Auckland Transport (AT) standards, this would include separated cycle facilities on Bremner Road as it is the logical route to the nearest centre, bus routes and a potential train station. According to the latest AT cycling matric a cycle facility across Bremner motorway overbridge should be provided when traffic flows on Bremner Road reach 3,000 vehicles per day which approximates to 400 Auranga dwellings. This is however dependant on the speeds on Bremner Road (lower speeds require lesser provision). The above improvements are also be required to support the Auranga B1 PPC, and have already been triggered by resource consents granted or lodged with Council. The following additional transport improvements are required specifically as a result of the Auranga B1 PPC proposal. These are summarised as follows: Upgrade of the Jesmond Road / SH22 intersection to either signals or a roundabout; Upgrade of Jesmond Road to a collector road status and urbanisation within the Precinct; Safety works on SH22, including possible four-laning, flush medians and intersection upgrades between Jesmond Road and SH1 interchange. Limited public transport infrastructure is currently provided in the area. While the Auranga A and B1 areas are not of sufficient scale on their own to warrant PT infrastructure, the development of this site and other similar developments will all contribute to the process of making such infrastructure more viable. In particular, a rail station at Drury would be greatly beneficial for the site, along with increased frequency in the bus network from the south to Auckland. The costs of the above upgrades are not all considered attributable to the proposed Auranga B1 PPC. An apportionment of costs between the developer and other potential funders is recommended as per Section 12 of this report. Discussions should be undertaken with Auckland Transport / Council / Transport Agency to confirm this cost apportionment, which should ideally occur through a memorandum of understanding. It is concluded that appropriate transport infrastructure can be provided, as recommended above, to ensure that the operation of the transport network near the site will be no worse than the current base situation, when traffic from other consented developments in the area is also included.

9 Transportation Assessment Report Page 3 1 INTRODUCTION Commute Transportation Specialists has prepared an Integrated Transport Assessment (ITA) for a proposed Private Plan Change (PPC) to rezone approximately 83 ha of additional land as Mixed Housing Suburban and Mixed Housing Urban Zones and identify it as an extension to the Drury 1 Precinct in Drury. The subject site currently consists of 20 individual lots and is split into two components, one located to the immediate west of the existing Drury 1 Precinct and the other to the immediate southwest of the Precinct. Current primary access to the lots within the western site is via Bremner Road and to the south-western site is via Jesmond Road. This development is an extension of the Drury 1 Precinct (known as Auranga A and formerly known as the Bremner Road SHA). The proposed development assessed within this report will be complimentary to the Auranga A development and is to be known as Auranga B1. Figure 1 shows the site in relation to the surrounding area, and adjacent development. It is proposed to develop approximately 1,300 residential dwellings on the Auranga B1 sites, at an approximate density of 15 dwellings per gross hectare. Key transportation considerations for this proposal are: the accessibility of the site to the various modes of transport; and the ability of the surrounding road network to safely and efficiently support the proposed development. These and other transportation issues will be addressed in this report. Figure 1: Site in relation to the surrounding area Drury Precinct 1 (Auranga A) B1

10 Transportation Assessment Report Page 4 2 EXISTING ENVIRONMENT 2.1 SITE LOCATION As outlined in Figure 1, the site is located in Drury, approximately 38km south of Auckland s city centre. The site is zoned as Future Urban (FUZ) under the Auckland Unitary Plan Operative in Part (Unitary Plan) and is currently occupied by a small number of residential dwellings and agriculture related activities. The site adjoins the Drury 1 Precinct which is currently under development with numerous applications either consented or with Council for the first stages in the construction of up to 1,350 residential dwellings. The neighbouring properties to the west and south of the site are also zoned FUZ. Within the Drury 1 Precinct are a mixture of Mixed Housing Urban, Mixed Housing Suburban, Terraced Housing and Apartment Buildings, and Local Centre zones. The northern aspect of the site is bounded by Bremner Road to the south, Drury Creek to the north and the Drury 1 Precinct to the east, whilst the southern aspect is bounded by Jesmond Road to the west, the Drury 1 Precinct to the north and east and residential properties to the south. 2.2 ROAD NETWORK It is noted that the Drury 1 Precinct Rules outline a number of specific transport related criteria for development within Auranga A, including and required upgrades of the existing local network, roading cross-sections and typologies. These upgrades will be outlined in greater detail in the following sub-sections. However, it is expected that these will be undertaken prior to the development of the subject site because of the triggers associated with the existing Drury 1 Precinct rules BREMNER AND JESMOND ROADS Adjacent to the site Bremner Road is currently a rural local road, typically 6-7m in width, which provides a single traffic lane in each direction. Bremner Road connects the site to Jesmond Road to the west (which then connects to SH22) and connects to Drury township to the east. The posted speed limit is currently 80km/hr west of the motorway overbridge reducing to the 50km/hr within Drury. Photograph 1 shows the current layout of Bremner Road in the vicinity of the site.

11 Transportation Assessment Report Page 5 Photograph 1: Bremner Road in the vicinity of the site Under the Drury Precinct 1 rules, and within the Precinct, Bremner Road is to be upgraded to a two lane urban collector road. Based on the consented Auranga A plans this would include a speed reduction to 50 km/hr, 3.5m wide lanes and a solid median (with restricted access to side roads), turn bays, on-street cycling and footpaths on both sides of the carriageway. A new signalised intersection is also proposed some 150m west of the Ngakaroa Stream overbridge and a shared path is to be provided over the Ngakaroa Stream bridge. Jesmond Road is a rural local road that connects Bremner Road to SH22. Jesmond Road is typically m in width (seal edge) and provides for one lane in each direction separated by a centreline. Jesmond Road has a posted speed limit of 80km/h. Photograph 2 shows the current layout of Jesmond Road in the vicinity of the site. Photograph 2: Jesmond Road in the vicinity of the site

12 Transportation Assessment Report Page 6 The intersection of Bremner and Jesmond Roads is priority controlled. No upgrades are required in the Drury 1 Precinct rules to either Jesmond Road or its intersection with Bremner Road as a part of the adjacent Auranga A development. Bremner and Jesmond Roads both currently operate well with minimal delay observed in either commuter peak period (7-9am and 4-6pm). Close to the site, both roads currently have unsealed shoulders of varying width and grassed berms. Close to the Drury township, on the eastern side of the Bremner Road overbridge, Bremner Road remains a single traffic lane in each direction but has a kerb and channel profile and a footpath is provided on the southern side of the road. Currently no dedicated cycle facilities are provided, although some will be introduced as a part of the Bremner Road upgrades outlined above BREMNER ROAD OVERBRIDGE The Bremner Road motorway overbridge currently provides one 3.5m traffic lane in each direction and a 1.8m wide footpath on each side of the carriageway. Prior to the development of 50 cumulative dwellings, within the Drury 1 Precinct, the precinct rules require that this is upgraded to provide for pedestrians (on one side of the bridge only), including safety improvements to the footpath and handrail structures. The precinct rules also require that footpaths are provided linking the precinct to the Drury Township, via the overbridge. Prior to the development of 400 cumulative dwelling, within the Drury 1 Precinct, the precinct rules require that a dedicated cycle facility should be preconstructed across State Highway 1, alongside Bremner Road VICTORIA STREET Victoria Street is a public road, although its design is associated with parks infrastructure. It is a two-lane road (with no separation such as a centreline), which links Bremner Road with SH22 and provides access to the park. It is an Over-Dimension route (by-pass of the Drury interchange which has limited height) and typically carries low volumes. The Precinct Plan for Drury 1 requires that the road markings are upgraded in accordance with Figure 2 below at its intersection with SH22 prior to the development of 50 dwellings within precinct.

13 Transportation Assessment Report Page 7 Figure 2: Victoria Street / SH22 intersection upgrades Drury Precinct GREAT SOUTH ROAD Great South Road is the main arterial road through Drury township, providing an arterial link from the Drury Interchange to shops and schools in Drury. It provides a local access function as well as a strategic connection to SH22 and SH1 and is effectively an extension to SH22. Great South Road also connects Drury with the Papakura town centre to the north, and it can be used as an alternative to SH1, particularly in congested conditions. It has a varying width (depending on location) and has a posted speed limit of 50km/h through Drury and 70km/h near the Drury Interchange. The main intersection within Drury township is the roundabout controlled intersection of Great South Road and Norrie Road. Drury 1 Precinct requires the following upgrades to be undertaken on Great South Road: Prior to the development of 50 cumulative dwellings - Pedestrian improvements at the Norrie Road / Great South Road intersection; and Prior to the development of 100 cumulative dwellings - Upgrades to the Firth Street / Great South Road intersection including curve realignment STATE HIGHWAY 22 State Highway 22 (Karaka Road) is the main route that connects Pukekohe to Drury. The Drury Interchange with the Southern Motorway (SH1) is located on SH22 and provides access to all destinations to the north and south. SH22 has a typical carriageway width of 7.5m and provides for a single lane of traffic in each direction separated by a painted centreline. In addition, 1-1.5m wide shoulders are provided

14 Transportation Assessment Report Page 8 on both sides of SH22. SH22 has a speed limit of 100 km/h west of Burberry Road and 70 km/hr east of Burberry Road (including Drury Interchange). Jesmond Road is stop controlled at its intersection with SH22 and no turn facilities are provided DRURY INTERCHANGE The interchange of SH1 / SH22 at Drury is a diamond signal controlled interchange. Surveys were undertaken at the SH22 / SH1 interchange during the days of April and 5-7 May The survey concentrated on the Great South Road / SH22 through movements and the north facing interchange ramps, where traffic from the Bremner Road development is expected. Figure 3 shows the level of service (LOS) assessment for this interchange during both the AM and PM peak periods in LOS is a measure of intersection / movement performance measured from A to F where A is free flowing and F is heavily congested. The LOS is calculated by measuring delay caused by the traffic signals / roundabout / movement. Figure 3: Level of Service (interchange without SH1 queuing back in AM peak) During the AM peak, all movements operate at LOS A-C with the exception of the right turn from the southbound off-ramp to SH22. This operates at LOS D, which is still within acceptable parameters, particularly during peak periods. Site observations indicated that all interchange movements were able to operate relatively free from delay across the entire peak period. On most of the surveyed days, the tail of the motorway queue was observed to extend from the north to within 500m of the interchange. The tail of the motorway queue in the morning peak extended to the Drury Interchange on one morning of the surveyed week. This coincided with a crash at the Mt Wellington Interchange earlier during the peak period. Further observation at the Drury Interchange in the following week (11-18 May 2015) showed this motorway queue can occur between 2-3

15 Transportation Assessment Report Page 9 days per week. More recent observations (March 2016 and March 2017) indicate that the motorway queue now regularly extends past the Drury interchange and has been exacerbated by the roadworks associated with the southern corridor motorway improvements. When the motorway queue reached the Drury Interchange, queues were observed to all interchange movements. It is noted that these delays are attributable to a motorway capacity issue, rather than an issue with the capacity of the interchange itself. This capacity issue relates to both the Takanini and Papakura northbound merge areas where the motorway itself only has two lanes. It is understood that the Southern Corridor motorway improvements, which are under construction (completion expected in 2017/2018), will provide an additional northbound traffic lane between the Papakura and Takanini interchanges. This project will significantly improve the capacity of SH1 in this location and will mean the Drury Interchange will no longer be susceptible to incidents / delays on the Southern motorway. Figure 4 shows these proposed improvements. Figure 4: Southern Corridor Improvements

16 Transportation Assessment Report Page 10 During the PM peak, all movements operate at LOS A-C with the exception of the right turn from the southbound off-ramp and the right turn to the northbound on-ramp. These both operate at LOS D, which is within acceptable parameters. Unlike the morning peak period the operation of the Southern motorway did not appear to cause any adverse operational effects to the Drury interchange on any observed day NORRIE ROAD / FIRTH STREET Within the Drury township (including Firth Street and Norrie road), the speed limit is 50km/hr. Both Norrie Road and Firth Street contain a single traffic lane in each direction with a kerb and channel profile and a footpath is provided generally on one side of the road. No dedicated cycle facilities are provided. On-street kerbside parking is permitted on both these roads. On Norrie Street, approximately 200m west of Great South Road is a one lane bridge. Photograph 2 shows this bridge formation. Priority is given to vehicles travelling in the eastbound direction. Photograph 3: Norrie Street one-lane bridge 2.3 ACCESSIBILITY PRIVATE VEHICLES The site is well located with regard to vehicle connections to and from the wider Auckland region. Jesmond Road connects directly to SH22, which is a strategic route between Drury and Pukekohe. The SH1 Drury Interchange is located approximately 2km from the site. SH1 is a nationally significant route that connects Hamilton to the south and Auckland to the north PUBLIC TRANSPORT Auckland Transport implemented a new bus network in south Auckland in No public bus services will operate through or pass by the site. However, Route 376 will travel

17 Transportation Assessment Report Page 11 between Drury and Papakura Station between 6am-9pm at 30 minutes frequency during peaks and 60 minutes frequency off-peak. As the area develops, Auckland Transport may consider extending this service or providing additional services to connect the site to the wider area. The nearest train station is at Papakura, approximately 7km from the site. The Papakura station serves the Southern line, providing a good connection via train to all stops along this line. Although the train station is some distance from the site, many commuters may choose to use Route 376 from Drury or drive to the Papakura station, park, and ride the train into the City Centre. As part of the Auckland Transport sub-regional area programme (sub-rap) the electrification of the rail line (from Papakura to Pukekohe) as well as a station at Drury and Karaka (South of Jesmond Road) have been identified (identified in the sub-rap as in decade two). When this occurs, train accessibility will be significantly improved for the site WALKING The Drury township is located approximately 1.5km - 2.5km from the site, and outside of the sites walking catchment. A local centre is proposed as a part of the Drury 1 Precinct some 900m 1.3km from the site, and within the sites walking catchment. It is noted that this has yet to be constructed. Currently footpaths are provided on the Bremner Road overbridge and on the southern side of Bremner Road on the eastern side of the overbridge, close to the Drury township. Footpaths are provided, generally on one side of each local road within the Drury township. This route currently represents the shortest distance to reach the Drury township from the site and therefore is preferable as a pedestrian connection. As the Drury 1 Precinct site develops, roads within this will be upgraded to the appropriate standard (including Bremner Road) and footpaths provided on both sides of each road to connect to Drury as well as within the site. The Austroads Guide to Traffic Engineering Practice Part 13 Pedestrians indicates that the practical walking distance for non-recreational walking trips is in the order of 1.5km. Using the practical walking distance of 1.5km and the 15th percentile walking speed of a typical fit, healthy adult of 1.3m/s, gives a journey time of some 20 minutes. This is in line with New Zealand data in the Pedestrian Planning and Design Guide, which states that for walking trips, half are more than 10 minutes and 18% are more than 20 minutes. The primary catchment area for pedestrians has therefore been based on a 20 minute walking time from the proposed site centres. As can be seen in Figure 5, the Drury township, with a range of amenities, is on the edge of walking distance to the site. However the local centre is well within a comfortable walking distance for both the western and south-western aspects of the proposal.

18 Transportation Assessment Report Page 12 Figure 5: Walking catchment of site CYCLING There are currently no dedicated cycle facilities on Bremner Road, Jesmond Road or SH22 near the site apart from some localised on-road cycle lanes through the SH1 / SH22 Drury Interchange. However, the Drury 1 Precinct plans a comprehensive network of cycle facilities on Bremner Road and the two new collector roads. As part of the NZ Transport Agency Southern Corridor project, expected to open in 2018, an off-road shared path will be provided within the motorway corridor between Takanini and Papakura. The Auckland Cycle Network shows a cycle connector route to Drury. As such, it is likely that this facility will extend to Drury in the future. A potential cycling catchment area is shown in Figure 6 below. A 3km distance has been used as the catchment area for cycling trips. This is in line with the NZ Transport Agency Research Report 426. As can be seen the site is within cycling distance of the proposed local centres as well as the existing Drury Town Centre.

19 Transportation Assessment Report Page 13 Figure 6: Cycling catchment of site 2.4 TRAFFIC VOLUMES The following table outlines existing traffic volumes in the area obtained from both NZTA and AT. Table 1: Existing Traffic Volumes Road Location Date 7-Day ADT (veh/day) Peak hour volume (veh/hr) AM PM Bremner Road Approx 70m west of Creek Street (near Bremner Road overbridge) Mar Jesmond Road No data available Victoria Street Approx 180m south of Bremner Road Feb

20 Transportation Assessment Report Page 14 Great South Road Between Norrie Road and Firth Street Feb ,921 1,225 1,422 Norrie Road Approx 240m east of Firth Street Nov , Firth Street Waihoehoe Road Approx 180 m north of Great South Road Between Fitzgerald Road and Appleby Road Feb , Mar , SH22 (Karaka Road) East of Great South Road ,152 NA NA 2.5 ROAD SAFETY RECORD A search of the road safety record across the road network surrounding the site has been undertaken using the New Zealand Transport Agency Crash Analysis System (CAS). This was for the five-year period from 2012 to 2017 inclusive and included the full lengths of Bremner Road and Jesmond Road as well as the intersections of Jesmond Road with SH22. It also includes the SH22 interchange with SH1. In total, 17 crashes were recorded within the search area over the five-year period. Of these, there was 4 serious crashes and 4 minor injury crashes. The remaining crashes had no reported injuries. Crashes were recorded at the following locations: One crash on Bremner Road, One crash on Jesmond Road, Four crashes at the intersection of Jesmond Road with SH22; One crash at the intersection of SH22 and Victoria Street; 10 crashes at the SH22 / SH1 interchange; and There were no common themes among the four crashes within the site itself. At intersections, the common themes were vehicles waiting to turn right on SH22 being hit by vehicles travelling straight ahead on SH22 and right turning vehicles accepting gaps that were too small and being hit by oncoming vehicles on SH22. On SH22, the most common theme is vehicles losing control while overtaking or turning. At the SH1 / SH22 interchange, the most common crash cause is vehicles colliding with the rear end of vehicles stopped at traffic signals. In order to accommodate future demand (including Auranga B1), SH22 is planned to increase to four lanes in the future and become urban in nature. As such, traffic speeds are likely to reduce and traffic signals will be provided at a number of intersections including Great South Road and Jesmond Road, in the future. These changes will likely reduce crashes (particularly serious injury crashes) due to overtaking and turning. With these upgrades (and others described in this report), it is considered that the proposed development will not exacerbate the existing road safety record. 3 PROPOSED DEVELOPMENT It is proposed to rezone the land in Auranga B1 to provide a combination of Mixed Housing Urban and Mixed Housing suburban zones, as follows:

21 Transportation Assessment Report Page 15 Mixed Housing Urban 70 ha Mixed Housing Suburban 13 ha The site is expected to have an overall approximate density of 15 dwellings per gross hectare and provide up to 1,300 residential dwellings (to be constructed in a number of stages to be determined at time of subdivision). It is anticipated that most dwellings will have between three and four bedrooms, and the applicant is providing for the Drury 1 Precinct rules for affordable housing to continue to apply to Auranga B1 (10% affordable). A preliminary Master Plan has been developed for the site (Appendix A). The role and purpose of the master plan is explained in the Neighbourhood Design Statement. It is understood that this is a diagram of one potential development scenario used to inform the PPC. Footpaths and cycle facilities will be provided across the site connecting into the adjacent Auranga A development, and a number of transport infrastructure improvements are proposed to support the development. Figure 7 shows the proposed zoning, and road hierarchy within the site. Figure 7: Proposed zoning and road hierarchy of Auranga B1 (Proposed Precinct Plan 2) Auranga B1 3.1 ROAD CROSS SECTIONS A hierarchy of road types is proposed (in an area identified as proposed Precinct Plan 2), this can be seen in Figure 7 above, and has been designed to complement the existing road hierarchy shown in the Drury 1 Precinct Plan (identified as operative Precinct Plan 1), with the intention of creating a clearly understood movement pattern as well as some variety and character throughout the Auranga A and B1 developments. The street network is generally considered legible and well connected both within the site and to the wider road network. A network of collector roads provide key connections from local roads which provide access to individual lots.

22 Transportation Assessment Report Page 16 The PPC utilises the operative cross-sections from the Drury 1 Precinct Rules (Figures 3 to 9 Road Cross-Sections). Based on this and the anticipated roading layout, it is considered that the proposed cross sections and overall internal street network are appropriate to support the level of development intensity proposed and that each transport mode can be accommodated appropriately within the site. These are outlined in further detail below COLLECTOR ROADS The collector roads will connect the wider area with local roads, and function in a shared access and movement role. The spatial distribution of these over both the existing Precinct Plan 1 and the proposed Precinct Plan 2 can be seen in Figure 7 above. The Drury 1 Precinct cross-sections have been adopted in the Precinct Plan 2 area in order to provide a consistent approach across the Auranga area. These provide a m carriageway, with m raingardens and indented parking bays on both sides along its length. The carriageway width will be dependant on whether it is to be a public transport route (7.0m). A 3.0m footpath (which can be used by inexperienced cyclists) is provided on both sides of the road of the collector (existing) and on one side for the collector road (new) because of its design associated with a park edge road and recreation amenity. A m on-road cycle lane is also provided on both sides of the road for the collector road (new) and opposite side of shared path on the collector road (new)). The exact width of cycle lanes will depend on the buffer treatment required (section 3.2 of this report). Vehicle crossings for driveways are avoided on Collector Road (existing) and over the shared path on the collector road (new). Where shared access lots/lanes cross footpaths, the footpath surface will be continued across the driveway to highlight legal footpath user right-of-way. There are two variants being: Collector road (existing), with two variations being with and without the on-street cycle lane being separated; and Collector road (new) Park edge. Figure 8 and 9 show the overall cross-sections, as per the Drury 1 Precinct Rules.

23 Transportation Assessment Report Page 17 Figure 8: Collector road existing Figure 9: Park edge collector road new

24 Transportation Assessment Report Page FUTURE EAST-WEST ROAD The future east-west road will initially be constructed as a local road with space to widen this in the future as required. Subject to confirmation with Auckland Transport through an infrastructure funding agreement or the like, once widened (likely to 28m) this will provide dedicated bus lanes as well as be an over dimension route. Footpath widths will be consistent with those on the collector roads across the site, with a shared path to be provided on one side of the carriageway (north side). Cyclists will share the bus lane. Parking will be provided on one side of the carriageway (south). The opposite side of the carriageway (north) will provide a 3m wide shared path. No vehicle access is proposed to be obtained across the shared path. Figure 10 shows the anticipated cross-section of this. Figure 10: Proposed future east-west road cross section LOCAL ROADS All local roads have 5.6m carriageways (2.8m traffic lanes). All cross sections will at least have 1.8m footpaths on both sides. Where driveways cross footpaths, the footpath surface will be continued across the driveway to highlight legal footpath user right-of-way. All cross sections provide m width for raingardens, parking and tree build outs. The combination of relatively narrow carriageways and side friction from on-street parking and residential driveways will create a low speed (40km/hr) environment appropriate for a residential area. The lane widths and footpath dimensions that are proposed generally comply with Auckland Code of Practice (ATCOP) guidelines. These are considered appropriate. 3.2 CYCLING PROVISION A comprehensive cycling network will serve the site. The proposed cycling provisions include:

25 Transportation Assessment Report Page 19 Shared off-road (3m) path on both sides of Bremner collector road (existing) together with on-road cycle path ( m). Of note, for higher volume roads (e.g. Collector Roads) the cycle lane is to be separated with a raised 0.8m separator; On-road cycle lane on one side and shared lane on the other (park edge Collector road); Off-road cycleway (3m) throughout the site; and Low speed environment with traffic calming in the local centre. Low speed road design on all local roads. Further, as part of the Drury 1 Precinct Rule 6.5, no crossing will be permitted over the shared use paths on Collector Roads. 4 TRIP GENERATION 4.1 SITE TRIP GENERATION The Auckland Transport Integrated Transport Assessment Guidelines ( ITA Guidelines ) recommends that trip rates for each mode of travel be developed based on the number of people anticipated to be residing within the development and sources such as Census data and other surveys. The results of such analyses can be confirmed by referring to traditional vehicle trip generation rates provided in New Zealand databases and documents such as the RTA Guide to Traffic Generating Developments, October 2002 (RTA Guide). The ITA guidelines also recommend that ART3 model outputs (predicted private vehicle and public transport trips) are considered relative to industry standard data. Differences between industry standard data and ART3 trip estimates should be explained logically. Accordingly, multi-modal trip generation rates for the proposed development have been established according to the approach described in the ITA Guidelines. This section outlines the method and results of this assessment, and is based upon the accepted methodology accompanying the ITA for PV FORECAST POPULATION Given that this ITA supports a PPC application, dwelling types and bedroom numbers across the PPC site are not yet confirmed. Census 2013 data has been used to provide an indication of future resident numbers and demographics (age and employment status) as well as their likely travel behaviours (journey to work travel mode and destination). A review of this Census data shows that the average number of residents per dwelling in the Drury residential area on Census night was 2.96 occupants per household. Based on a proposal of 1,300 households (maximum households anticipated), there are likely to be 3,848 residents in Auranga B1. The 2013 Census data has also been used to establish the existing percentage of people aged 15+ (80%) and the corresponding percentage of children (20%) in the Drury area. It is considered likely that these splits will remain the same in the proposed development. Table 2 summarises these findings. Table 2: Proposed number of adults and children within Auranga Proposed number of adults and children

26 Transportation Assessment Report Page 20 No. of households 1,300 Expected no. adults (15+) 3,078 Expected no. children 770 Total residents 3, JOURNEY TO WORK MODE SPLIT The Census data also provides employment status and journey to work travel mode information. This has been established from the current situation in Drury. Employment status is summarised for the proposed scenario in Table 3. The not in workforce category indicates a relatively high proportion of retirees in this area. We expect this will translate to the proposed development. Table 3: Employment status of people 15 yrs + Employment Status Employed Unemployed Not in Workforce Percent split % 4.0% 25.5% Proposed 2, Table 4 outlines the mode split of residents within Drury and the application of this mode split to the expected population within the Auranga B1 site. The percentages are based on 2013 measured Census data for Drury and are considered to represent a worst-case private car usage scenario, given the limited existing public transport infrastructure. Table 4: Journey to work mode for all employed people within Auranga Mode No. of employed people only % split 2 Proposed Worked from home / did not travel / lifestyle 21.6% 469 Private or company car 71.5% 1,552 Car pool 2.3% 50 PT (bus or train) 2.6% 56 Cycle 0.2% 4 Walk 1.8% 39 Total 100% 2, NON-WORK JOURNEY MODE SPLIT 1 Based on 2013 Census data 2 From 2013 Census data

27 Transportation Assessment Report Page 21 In conjunction with trips generated by employees travelling to their place of work, there are also a number of trips generated by those who are not in the workforce. These are typically mothers or caregivers who may be dropping children off at school as well as retirees, students and beneficiaries. Considering the simplistic breakdown of types of people within this category as mothers, retirees, students and beneficiaries, and with no further information available as to the makeup of this category of trip, based on average unemployment rates, sickness benefits etc., location and attractiveness of the area for each sub-category it has been assumed these are distributed as shown in Table 5 below. Following on from this, it has been assumed that mothers/ caregivers who make a trip in the peak hour are doing so to drop their children at school and thus would generate two trips, and that retirees, students and beneficiaries only generate a small portion of trips during the peak as they are likely to travel outside of the busier periods. The site is zoned for Rosehill College in Papakura. Rosehill College is served by a number of school bus routes, although none currently pass close to the site. In general, the Drury area is not well served by school buses, however it is considered that services could potentially be rerouted through the site if demand warranted it, (although consultation has yet to be undertaken for this). This would improve accessibility for students and further reduce the number of trips likely to be generated external to the site for school drop off / pick up (from bus stops or similar). It is considered likely that Auranga residents would predominantly use the existing local primary schools. The closest primary school, Drury School (years 0-8), is not within walking / cycling distance of the proposed development. There are three existing bus routes for the school, although none travel through the site (which is expected given the current low population). As the Auranga population increases, one of these routes could easily be changed to incorporate the site. Further, a potential primary school site is anticipated in the wider Jesmond Road area. A new school in the Auranga area would mean the majority of school trips would be internal to the site and further, with the excellent provision of cycle / pedestrian facilities, car trips are expected to be reduced. Given all of the above, it is considered that some 60% of mothers / caregivers not in the work force, would make a school related journey during the AM peak hour. Based on our knowledge of travel patterns of retired people, it is considered that some 15% of these would generate a trip in the peak hour. Travel patterns associated with people on beneficiaries are considered to be similar and therefore it is considered that this rate is also applicable for them. For students, this percentage in the peak hour is likely to be higher, at approximately 50%. Table 5: Expected peak hour trips generated (Auranga residents) not in the workforce % split No. of people No. of trips Mother / Care giver 35% Retirees 45% Students 10% Beneficiaries 10% 79 12

28 Transportation Assessment Report Page 22 Total 100% JOURNEY TIMES NZ Transport Agency traffic data on SH22 shows an overall two hour network morning peak period of 7-8am and evening peak period of 5-6pm. Given the location of the site and the variation in travel times to reach typical employment destinations throughout Auckland, Auranga B1 trips will be spread over a greater time period than the surveyed local peak hour of 7am-8am, i.e. many residents will depart prior to 7am. Census data shows the journey to work destinations for current Drury residents. This indicates that travel times to places of employment can vary from 1 minute to over an hour. In addition, varying work start times will also dictate the time in which people leave home to travel to work. It is therefore considered than in reality, the trips generated by the site will be spread over at least a two hour peak period (7am 9am), rather than constrained to the hourly peak. Given that this is all based on the existing habits of residents in the area, it is considered likely that the new residents will also generate a two-hour peak. This is supported by survey data which shows very little variation between the peak hour and the surrounding time periods surveyed. In order to establish the volume of Auranga B1 trips that will actually travel during the local network peak, the proportion of existing trips on SH22 during the peak hour has been established in relation to that across the two hour peak. During the morning peak, this is some 1,827 vehicles (7am-8am) versus 3,650 trips (7-9am), or some 50%. During the evening peak, some 2,556 vehicles (5-6pm) travel vs 3,650 vehicles (4-6pm) or some 52%. Applying these proportions to the expected number of AM peak employment related trips gives an indication of the number of trips the site can be expected to generate during the local network AM peak hour (assuming one trip per person). This is summarised in Table 6. Table 6: Peak hour people trips / mode Journey Mode Two-hour AM peak hour PM peak hour Private or company car 1, Car pool PT (bus or train) Cycle Walk Total 2, SUMMARY Table 7 summarises the trip generation profile calculated by combining the trips generated by each trip category.

29 Transportation Assessment Report Page 23 Table 7: Auranga B1 peak hour trips by mode Mode of Travel AM Peak PM Peak Private or company car Car pool PT (bus or train) Cycle 2 2 Walk Not in workforce (car) Total 1,285 1,319 Based on the number of households proposed (1,300), this result reflects a vehicle trip generation rate of 0.99 in the AM peak hour and 1.01 in the PM peak. This generally aligns with the rates recommended in both the RTA guidelines and the New Zealand Household Travel Survey. Removing the PT / car pool / walking and cycling trips, the car trips are approximately 0.93 and 0.95 trips per dwelling in the AM and PM peak respectively. This is slightly higher than typical rates used in published documents (e.g. RTA Guide). These rates are considered particularly high due to the proposed provision of additional cycling / pedestrian infrastructure within the Auranga B1 site (and within the adjacent Drury 1 Precinct) connecting to the wider area; the location of nearby employment in cycling distance (Drury South) and the potential for a new train station to be provided at Drury. Of note, if the modal splits from a Papakura zone, taken from the 2013 Census, are used private car travel would reduce from 71.5% to 66%. This would reduce the private car traffic generation to around per dwelling. These figures will be used to assess the impact of the development on the surrounding transport network. Inbound and outbound distribution for the AM and PM peak will be estimated based on predicted journey times from the site to the transport network. 4.2 WIDER AREA TRIP GENERATION The ART 3 model uses detailed projections of household and employment growth across the Auckland region. It uses this information to calculate likely traffic volumes on key roads. ART model inputs (forecast projections of households and employment numbers) and outputs (traffic volumes) have been provided by JMAC 4 and have been used to assess likely traffic volumes close to the site, associated with increased residential and employment activity in the wider Auckland area. 3 Auckland Regional Transport 4 Joint Modelling Application Centre, a partnership between Auckland Council, Auckland Transport and the NZ Transport Agency

30 Transportation Assessment Report Page 24 The Auranga B1 site represents approximately a quarter of ART Zone 526. The plan at Appendix B shows the location of this zone. Table 8 summarises the forecast level of household growth to 2046 in this zone. Table 8: Scenario I10 forecast Zone Change Households 1,350 2,188 3,864 2, TRIP DISTRIBUTION / MODEL GENERATION Traffic distribution for the Auranga site as a whole has been derived from the SATURN modelling (Tier 2 analysis in Section 5.2) which in turn has been based on the ART modelling outputs. The distribution of Auranga trips has been directly based on a nearby Drury residential zone in both the 2026 and 2036 models. 5 ASSESSMENT OF EFFECTS 5.1 TIER 1 ASSESSMENT ART 3_2 Scenario I10 outputs have been obtained to understand the quantum of development that is forecast in the southern Auckland area to Auckland Transport has developed a sub-regional area programme (sub-rap) for the southern Auckland area, including Hingaia, Paerata, Pukekohe, Opaheke, Karaka, Kingseat, Takanini and Drury. The purpose of the sub-rap was to investigate the transport infrastructure requirements to accommodate the level of growth predicted in this area. The sub-rap used ART outputs as the starting point for its analysis. As part of the sub-rap, a SATURN model (S3M Wesley Hingaia) was developed and refined. This model was used to determine the capacity and connectivity of the transport networks and to confirm the suitability and timing of identified improvement options. This has then been superseded by the transport network plan needed to support these future urban areas. The programme was formerly known as Transport for Future Urban Growth (TFUG). Appendix C shows Auckland Transports preferred transport network and associated infrastructure improvements for the southern Auckland area. Close to the site, it includes the following major improvements: New north-south arterial road to connect Drury with Pukekohe, to the south of Karaka Road; Karaka Road (SH22) safety improvements, expected to include upgrade to an urban four-lane classification as development progresses with appropriate intersection treatments along its length; Electrification of the rail line from Papakura to Pukekohe and rail upgrades to increase capacity; Potential new rail stations at Drury, Drury West, Paerata and Tironui; and Potential new SH1 interchange at Drury South (with new four-lane arterial.) In addition to these major improvements the following improvements are currently being undertaken as a part of the NZTA Southern Corridor improvements.

31 Transportation Assessment Report Page 25 Upgrades to SH1, including additional lanes in both directions between the SH20 / SH1 connection at Manukau and Papakura. It also includes upgrades to the Takanini Interchange 5.2 TIER 2 ASSESSMENT Since the sub-rap was prepared, master and concept plans for the Auranga area have been developed in more detail. In order to assess the effects of the Auranga B1 site, the sub-rap S3M SATURN model has been obtained and is currently being revised for the updated TFUG as well as refined for a 2,650 lot scenario in the general Auranga area (which includes the Auranga B1 site) by Of note, a base model and development model are being developed. The base model is the original SATURN sub-rap model and the development model represents the base model plus traffic demand associated with 2,650 Auranga residential lots. These two scenarios will be used to form the basis of the Auranga B1 Tier 2 assessment. This updated modelling (using ART I10) is still underway and will be provided as a separate addendum to this ITA once complete. As a part of the earlier Drury 1 Precinct assessments a version of this model (based on ART I9) was prepared for a scenario involving up to 3,000 dwellings. Whilst this previous modelling work does not take into account the updated TFUG in the area, it has been reviewed to provide a general idea of the mitigation measures which could be expected to be required as a result of the proposal, until the revised modelling is completed and available to confirm the level of mitigation required. From an initial review of I9 vs the newer I10 model, there are small differences throughout however it appears there is more employment to the south of the model in the newer I10 model. Once complete, the modelling results referenced for this Tier 2 assessment will be used to inform Auckland Transport s Integrated Transport Programme (ITP) and signal transport infrastructure requirements that may need to be provided in the future to enable growth. 5.3 TIER 3 ASSESSMENT The Tier 3 assessment uses traffic volumes extracted from the SATURN model described above. For the purpose of this assessment, development traffic associated with 1,300 lots has been assigned to the 2026 network based on expected land take up. Development traffic was calculated as described in Section 4. Once the model results are obtained for the Tier 2 assessment, the Tier 3 traffic effects of the proposal will be assessed using the intersection analysis package, SIDRA. SIDRA provides an industry standard tool for assessing capacity and delay at priority and signalised intersections. The results of this will be provided as a part of the separate addendum to be prepared once the Tier 2 modelling results are received. Figure 11 shows the location of the intersections that will be assessed.

32 Transportation Assessment Report Page 26 Figure 11: Intersection locations that have been assessed 5.4 RECOMMENDED MITIGATION Those mitigation measures already identified within the Drury 1 Precinct should be completed prior to the development of Auranga B1. The majority of these need to be developed with the first 50 lots from Auranga A. Based on the SATURN model results for the previous Drury 1 Precinct assessment, and in addition to the mitigation measures outlined in the Drury 1 Precinct assessment criteria, the following further mitigation measures are expected to be required. These will be confirmed and detailed further in the separate addendum to be prepared following completion of the updated modelling. This table below summarises the expected mitigation measures required (to be confirmed with the updated modelling addendum), and estimates the likely cost and potential funder for each project. A number of upgrades are required in the Drury 1 Precinct rules and conditions of resource consents, but have been included for completeness in the table below. in the immediate vicinity of the site to improve access for vehicles, pedestrians and cyclists. These are summarised in Table 9. Table 9: Anticipated developer funded transport network improvements Item Upgrade Potential trigger Anticipated cost Funder Stage

33 Transportation Assessment Report Page Bremner Road upgrade to twolane urban road (as required in QD s) including separated cycle Footpaths to link site to Drury township Pedestrian improvements at Norrie Road / Great South Road intersection Pedestrian upgrade, one side of Bremner Road mototrway overbridge (lkikely change to handrail configuration) Right turns banned at Victoria Street (non-public road) / SH22 Bremner Road / Firth Street priority changes Great South Road / Firth Street intersection improvements (no RT) Cycle lane on Bremner Road m/way overbridge 50 du $3 million Developer Auranga A 50 du $0.1 million Developer Auranga A 50 du $0.01 million Developer Auranga A 50 du $0.2 million Developer Auranga A 50 du $0.03 million Developer Auranga A 50 du $0.1 million Developer Auranga A 100 du $0.1 million Developer Auranga A 400 du $2 million Developer Auranga A 9 Great South Road / Norrie Road roundabout upgrade to signals Already triggered in 2021 background growth in old model $2 million Developers / AT TBA 11 Upgrade SH22 / Jesmond Road to signals or roundabout Prior to Auranga B1 occupation of first dwelling $3 million Developer Auranga B1 12 Jesmond Road widening Prior to Auranga B1 occupation of first dwelling $2 million Developer Auranga B1 In a number of instances, the transport network near the site is forecast to experience increased delay because of future committed development, without additional traffic from the Auranga development. As such, these improvements are likely to be required even if no development occurs on the Auranga site. A number of more strategic improvements to the wider transport network are currently planned by others. Although not specifically triggered by Auranga, these improvements would reduce delay and improve mode choice in the Drury area. Table 10 summarises these improvements. Table 10: Auckland Transport / KiwiRail / NZTA funded transport network improvements Item Upgrade Potential trigger Anticipated cost Funder 1 Train station at Drury / Drury West / Paerata Dependant on PT demand, not necessarily triggered by subject site however site likely to aid business case $10 million AT / KiwiRail

34 Transportation Assessment Report Page 28 2 Bremner Road / Norrie Road to have connector PT service Dependant on PT demand. Likely after subject 1,350 lots Unknown AT 3 Great South Road / SH22 signals Drury South Plan Change Unknown Drury South 4 SH22 (west of Drury) Long-term issue due to potential capacity issues with regard to Wesley SHA and other growth. Unknown NZTA 5 6 SH1 Southern Corridor (Papakura to Takanini three lanes) SH1 Southern Corridor (Papakura to Drury) Currently under construction $270 million NZTA Business case currently underway Unknown NZTA In addition to the improvements described above, a number of other improvements may be triggered in the longer term as developments occur in the wide area surrounding Auranga. These are summarised in Table 11. Table 11: Other long term network improvements Item Upgrade Potential trigger Anticipated cost Funder 1 Drury Interchange upgraded General development in area. Long term. $20 million NZTA 2 New interchange south of Drury General development in area. Long term. unknown AT / NZTA 3 New arterial south of, and running parallel to SH22 General development in area. Long term. unknown AT 4 Norrie Road re-aligned to connect directly to Bremner Road Not necessarily required if Norrie Road bridge is upgraded. Long term growth $10 million AT 6 WIDER STRUCTURE PLAN The PPC includes a Structure Plan report by Ian Munro that addresses the wider framework of the FUZ. The structure plan is shown in Figure 12 below.

35 Transportation Assessment Report Page 29 Figure 12: Wider structure plan 7 PARKING 7.1 UNITARY PLAN REQUIREMENTS The Unitary Plan provides the required parking provision for sites within the Mixed Housing Suburban and Mixed Housing Urban zones. These are shown in Table 12 below. Table 12: Unitary Plan parking requirements Residential Activity Mixed Housing Urban Mixed Housing Suburban Dwellings Studio / 1 bedroom No minimum No maximum 2+ bedrooms 1 / dwelling minimum No maximum 0.5 / dwelling minimum No maximum 1 / dwelling minimum No maximum It is likely that all dwellings will have three or more bedrooms. The details of parking provisions will be provided in later assessments, however parking is able to be provided in terms of the Unitary Plan CYCLE PARKING The Unitary Plan also requires that cycle parking be provided. Table 13 outlines these requirements. Although more than 20 dwellings are proposed in total across this site, they are likely to be standalone dwellings or short terraces, and therefore short stay cycle parking

36 Transportation Assessment Report Page 30 (intended for the use of visitors) is not required. However, some secure parking facilities may be provided close to amenities such as the proposed local centre or parks, within the site. For dwellings without a garage, at least one secure, long stay cycle parking space is required. These facilities should be in a secure location, generally not open to the public, where the cycle does not need to be carried up or down stairs. Long stay spaces are for residents of the development. Table 13: Minimum Unitary Plan cycle parking requirements Activity Visitor (short stay) Secure (long stay) Residential (for developments of >20 dwellings) 1/20 dwellings within a single building 1 per dwelling without a garage More details regarding the exact location of these spaces will be provided during subsequent project development phases ACCESSIBLE PARKING The Unitary Plan requires that accessible parking be provided as per the requirements of the Building Code and NZS The Building Act states that accessible parking is not required for residential dwellings LOADING For all activities other than retail and industrial use, sites with a GFA of less than 5,000 sqm are not required to provide loading spaces. As each individual dwelling on site will have a GFA significantly less than 5,000 sqm, no loading spaces are required for this site. 8 ACCESS 8.1 SITE ACCESS The site will gain access to the wider road network via a number of new and upgraded road intersections. These are as follows: Via Bremner Road to Drury township; and Via Jesmond Road to SH22. As described above, a collector and local road network within the site will provide access to individual dwellings. Figure 13 shows the location of these access points as well as the road network within the site.

37 Transportation Assessment Report Page 31 Figure 13: Wider road network access locations Bremner Road SH1 Jesmond Road Drury SH JESMOND ROAD / SH22 Initially, the intersection of Jesmond Road with SH22 is proposed to be priority controlled as in the existing situation. With any occupation of dwellings in Auranga B1, this intersection will be updated to either signals or a roundabout. In the short term it is expected that NZTA will likely favour a roundabout whilst the nature of SH22 remains rural. However as this area becomes urbanised, signals are considered to be required. Ongoing modelling and discussions are being undertaken with NZTA with regards to the final layout of this intersection. It is however likely the intersection will consist of: Two lane roundabout including two approach lanes in each direction on SH22; or Fully signalised intersection including two approach lanes in each direction on SH INDIVIDUAL PROPERTY ACCESSES All vehicle crossings within the site are able to meet the width and gradient requirements of the Unitary Plan. Rule E of the Unitary Plan requires that access gradients must not be steeper than 1 in 5 for ramps serving dwellings. To avoid the underside of the car striking the ground, access with a change in gradient exceeding 1 in 8 must include transition sections to achieve adequate ground clearance. Typically, a transition section requires a minimum length of 2m, which will be provided if required. Rule E also requires that all vehicle access be designed so that where the access adjoins the road there is sufficient space on-site for a platform to enable vehicles to stop safely and check for pedestrians and other vehicles prior to exiting. The platform must have a maximum gradient no steeper than 1 in 20 (5 per cent) and a minimum length of 4m for residential activities. This is able to be achieved in the proposed design.

38 Transportation Assessment Report Page 32 Rule E describes access provision requirements. For crossings serving adjacent sites, the minimum separation between accesses is 2m. The proposal will comply with this requirement. Rule E indicates that vehicle crossings must not be constructed within 10m of an intersection, measured at the road boundary, unless permitted as a restricted discretionary activity. It is noted that while AS/NZS 2890 has a similar requirement, it specifically excludes residential dwellings from this requirement. The majority of lots across the site will comply with the Unitary Plan requirements but in some instances, particularly at some internal local road intersections this may not be achieved. Detailed designs showing exact vehicle crossing locations have not yet been developed. Pedestrian access will be directly from individual dwellings onto the adjacent footpath network. All roads (except park edge roads) will have footpaths on both sides of the road. There will be no vehicle access to properties across a 3m shared path, to maximise its benefit and safety. Vehicle access to any properties with frontage to the shared path will be via rear lanes (access lots) or will be provided from side roads. The proposed roads and driveways within the site are appropriately located and, subject to additional provisions noted above, are considered appropriate for their intended use. 8.3 INTERNAL INTERSECTIONS The exact formation of individual internal intersections should be considered as part of each detailed development application. 9 INTEGRATION WITH FUTURE TRANSPORT NETWORK The following section provides a review of established policy and plans in relation to the development enabled by the proposed Plan Variation. The documents reviewed comprise: Auckland Transport Supporting Growth in the South, 2016; Auckland Plan 2012; Auckland Regional Land Transport Strategy 2010; Auckland Regional Public Transport Plan 2013; Sustainable Transport Plan ; Auckland Unitary Plan 2016; and Auckland Design Manual SUPPORTING GROWTH IN THE SOUTH As a result of urban development resulting from the Auckland Unitary Plan and Special Housing Area processes, there is a corresponding need for transport infrastructure improvements within the Auckland Region to accommodate this planned growth. Supporting Growth is a recommended transport infrastructure strategy for the next 30 years. The key measures near the site are summarised in Figure 14. Figure 14: Excerpt from Supporting Growth in the South, Auckland Transport

39 Transportation Assessment Report Page 33 Auranga SHA Site

40 Transportation Assessment Report Page 34 As shown above, nearby transport infrastructure works include: Safety improvements on SH22; A new north-south arterial road between Manukau and Pukekohe located to the south of the site; A high frequency bus corridor running along Opaheke Road to the east of the site (connecting Manukau and Drury and train stations); Future business zoning in south Papakura and Drury providing employment and promoting shorter distance trips from nearby residential activities; and New train station at Drury, Drury West and Paerata with Park and Ride facilities. The consented Auranga A and proposed B1 is in full accordance with these proposals. 9.2 AUCKLAND PLAN The Auckland Plan 2012 is Auckland Council s 30-year strategy to create the world s most liveable city. It shows how Auckland will prepare for an expected one million additional people by 2040 and the additional 400,000 new homes needed to accommodate this increased population. The Auckland Plan also provides guidance with respect to the location and timing of investment in infrastructure, such as transport facilities. The Auckland Plan comprises 13 chapters, of which Chapter 11 outlines the transport vision. The strategic direction for transport is to achieve the following five targets by 2040: Increase non-car trips in the peak period from 23% to 37%; Increase PT mode share of traffic travelling into the City Centre during the morning peak from 47% to 69%; Reduce road deaths from 61 p.a. to no more than 40 p.a. and serious injury accidents from 483 p.a. to no more than 283 p.a.; Reduce freight congestion in peak periods by 20%; and Increase the number of centres with Quality Transit Network or Rapid Transit Network services from 44% to 80%. The Drury / Karaka area is identified as a location where new dwellings can be located outside the baseline 2010 Metropolitan Urban Limit (but within the 2013 Rural Urban Boundary). These areas either have existing infrastructure, or are viable areas for the provision of new infrastructure. They are close to or can provide new employment and new homes, and are relatively unconstrained by environmental factors. The investigation of these areas is a priority for plan implementation. Development of this site will positively contribute to a number of the Auckland Plan targets and the ITA has been developed in a way that considers and supports all the outcomes and strategic directives in the Plan. 9.3 AUCKLAND REGIONAL LAND TRANSPORT STRATEGY The Auckland Regional Land Transport Strategy 2010 ( RLTS ) sets the direction for the region s transport system for the next 30 years. The RLTS identifies what is needed to achieve an affordable, integrated, safe, responsive, and sustainable land transport system that can cope with population growth and the changing economic environment. The main outcomes of the strategy are:

41 Transportation Assessment Report Page 35 improved regional and interregional freight efficiency; improved transport system safety; improved public transport accessibility for all; reduced exposure to the negative impacts of transport pollution on human health; increased walking and cycling; reduced greenhouse gas emissions from the transport network; improved public transport links to and between identified higher density growth centres; and improved value for money from transport investment. The provision of intensified residential housing near the Drury centre will promote walking and cycling to the township, thus removing some vehicles making short trips from the network. Of further note, it is likely that the site will be in close proximity to a new rail station at Drury and Karaka (Jesmond Road) in the near future significantly improving access to public transport and reducing reliance on private car travel. 9.4 AUCKLAND REGIONAL PUBLIC TRANSPORT PLAN The Auckland Regional Public Transport Plan 2013 ( RPTP ) seeks to deliver an improved public transport network in Auckland by increasing public transport frequency along key transport corridors and simplifying ticketing to improve user experience. The vision of the RPTP is to deliver An integrated, efficient and effective public transport network that offers a wider range of trips and is the mode of choice for an increasing number of Aucklanders. To achieve this vision, Auckland s public transport system needs to deliver: services that align with future land use patterns; services that meet customer needs; increased passenger numbers; increased public transport mode share; and improved value for money. Great South Road at the Drury township, is part of the All Day Bus Connector Network. This means bus services will be of moderate frequency, (generally half-hourly) with connections to metropolitan and town centres, employment and activity centres. More intensive housing development within close proximity of these services will assist in encouraging their use and increasing passenger numbers. The proposal is thus supportive of the vision of the RPTP. 9.5 AUCKLAND UNITARY PLAN The following are key traffic and transport objectives included within the Unitary Plan B3 REGIONAL POLICY STATEMENT The Unitary Plan Regional Policy Statement provides the following transport related objectives: 1) Effective, efficient and safe transport that: a) supports the movement of people, goods and services; b) integrates with and supports a quality compact urban form;

42 Transportation Assessment Report Page 36 c) enables growth; d) avoids, remedies or mitigates adverse effects on the quality of the environment and amenity values and the health and safety of people and communities; and e) facilitates transport choices, recognises different trip characteristics and enables accessibility and mobility for all sectors of the community. The proposed site, is able to provide a road network that integrates with the adjacent and surrounding road networks in a way that is able to support the movement of people and in the Drury area. The identified mitigation measures will serve to address any adverse traffic effects as a direct result of the proposal E27 TRANSPORT Section E27 of the AUP has the following objectives with regard to the region s transport infrastructure: 1) Land use and all modes of transport are integrated in a manner that enables; a) the benefits of an integrated transport network to be realised; and b) the adverse effects of traffic generation on the transport network to be managed. 2) An integrated public transport, walking and cycling network is provided for. 3) Parking and loading supports urban growth and the quality compact urban form. 4) The provision of safe and efficient parking, loading and access is commensurate with the character, scale and intensity of the zone. 5) Pedestrian safety and amenity along public footpaths is prioritised. 6) Road/rail crossings operate safely with neighbouring land use and development. The development is considered to align with the overall objectives of E27. Drury / Karaka is identified in Auckland Council s Future Urban Land Supply Strategy for a significant level of development (approximately 10,000 dwellings) by This level of intensification will enable a number of the adverse effects of the traffic generated by the development to be mitigated through the promotion of alternative travel modes. As development in the local area intensifies, residents will have less need to travel long distances for work, education and recreation, increasing the demand for active modes. In addition, there is suitable access from the site to the wider road network via the existing network, which provides access to the surrounding area and wider Auckland APPENDIX 1 STRUCTURE PLANNING Appendix 1 of the AUP requires that a structure plan identifies, investigates and addresses the transport matters set out below. 1) Integration of land use and development with the local and strategic transport networks. 2) Layout of the transport network and facilities in a manner that is safe, attractive, efficient, and resilient to hazards, well connected to local facilities and integrated with land uses, the surrounding area and the wider transport network. 3) Support for transport and accessibility that is multi-modal and interconnected with an appropriate number and location of access points. 4) Transport effects on land uses and the management of these effects. The wider network structure plan considers the integration of the development with the existing local network and identifies a potential future strategic network, taking into account

43 Transportation Assessment Report Page 37 growth in the Drury area (and further afield to the west). It enables a well connected network and promotes alternative travel modes where possible. 9.6 AUCKLAND DESIGN MANUAL The Auckland Design Manual 2014 is currently being developed to sit alongside the PAUP and provides practical advice, best practice processes and detailed design guidance to enable informed choices, to help build houses and develop streets and neighbourhoods that not only look good but are built to last, sustainable and give the best return on investment. To date, it gives the following transport based design outcomes: Connections and connectivity - Subdivisions that provide movement choice and connectivity, while balancing costs, safety, and privacy; Walkable neighbourhoods Prioritisation of pedestrian convenience and access to destinations in the design of subdivisions; Legible hierarchies - A clear and consistent road hierarchy to create accessible, legible and safe subdivisions and helps people understand how to get to, and when they are on, main routes; Managing speed and modes - Subdivision design ensures the safety of pedestrians and cyclists by managing vehicle travel speed, and provides equally for the four major modes (walking, cycling, passenger transport, vehicles) in a way that will appeal to the users of each; Vehicle emissions and road layout - Movement networks are designed to minimise the costs and environmental impacts of unnecessary travel; and Public access Streets provide public movement and access throughout a subdivision. The proposal follows these design guidelines and the site promotes connectivity with the existing employment, retail and community areas in the Drury / Karaka area. 10 CONSTRUCTION TRAFFIC The proposed development will result in the demolition of the existing facilities followed by the excavation and construction work associated with the new buildings. Throughout all other construction periods (e.g. fit out, building construction) truck volumes are expected to be typical of a standard construction site and low in comparison with the ultimate traffic generation of the site. As is typical with a development of this scale, it is proposed that provision be made in the conditions of consent for a Construction Traffic Management Plan to be developed for the works anticipated. It is considered that this Construction Traffic Management Plan should include: Construction dates and hours of operation including any specific non-working hours for traffic congestion/noise etc., aligned with normally accepted construction hours in the Auckland Region; Truck route diagrams both internal to the site and external to the local road network. Temporary traffic management signage/details for both pedestrians and vehicles, to manage the interaction of these road users with heavy construction traffic; and Details of site access/egress over the entire construction period and any limitations on truck movements. All egress points should be positioned to achieve appropriate site distances.

44 Transportation Assessment Report Page 38 Based on experience of constructing similar projects, and bearing in mind capacity within the existing road network, with the appropriate Construction Traffic Management Plan in place and the above measures implemented, it is considered that construction activities will be managed to ensure an appropriately low level of traffic effects. Of note, the construction activities are temporary and with appropriate measures in place are able to be managed. Therefore, construction effects can be maintained to a less than minor level. 11 CONSULTATION The following consultation (attended by Commute) has been undertaken with Auckland Transport and the NZ Transport Agency on transport matters relating to the Auranga B1 development: Meeting with Mike Wood (NZTA) and Andrew Mein (NZTA Consultant) on 17 March 2017 to update on progress; and Meeting with Stuart Bracey (AT) and Angeline Burn (AT) on 4 April 2017 to update on progress. Meeting with Auckland Transport (including consultants), NZTA (including consultants) and Auckland Safer Roads Alliance on 12 April 2017 to update on progress and discuss wider network upgrades required and planned. NZTA preference for the treatment of the Jesmond Road / SH22 intersection was a roundabout to correspond with the rural nature and safety upgrades proposed for SH22. Draft reports were issued to both Auckland Transport and NZTA on April 18 th 2017 for initial review and comment. Feedback was received from Mike Wood at NZTA and Terry Church on behalf of Auckland Transport. 12 IMPLEMENTATION PLAN Table 14 summarises the anticipated Auranga Implementation Plan. It sets out local and wider area works that will need to be addressed as part of development of this site. All costs have been estimated to the same level of accuracy and are considered conservative at this time. Table 14: Implementation plan Trigger 5 Upgrade Comments Auranga A Existing Precinct Plan 1 Anticipated cost Funder 50 lots Bremner Road approach to the Ngakoroa Stream Bridge to a two lane urban road (as required by the consented development) including separated cycle lanes (including a shared Will be required as part of initial development Part of overall roading upgrades Developer 5 Lot numbers interchangeable with units where integrated residential developments apply.

45 Transportation Assessment Report Page 39 path on one side of the Ngakoroa Stream Bridge) 50 lots Footpaths to link site to Drury Township Will be required as part of initial development $0.1 million Developer 50 lots Upgrades to the intersection of Victoria Street / SH22 Will be required as part of initial development $0.01 million Developer 50 lots Upgrades to the intersection of Jesmond Road / SH22 Will be required as part of initial development $0.1 million NZTA 50 lots Pedestrian upgrade, one side of Bremner Road motorway overbridge (likely change to handrail configuration) Will be required as part of initial development $0.2 million Developer 50 lots Pedestrian improvements at Norrie Road / Great South Will be required as part of initial development $0.01 million Developer 50 lots Bremner Road / Firth Street intersection (priority changes) Will be required as part of initial development $0.1 million Developer 100 lots Firth Street / Great South Road median improvement Likely required at lots. Also dependant on Norrie Road / Great South Road upgrade. Should be assessed at each Resource Consent application. $0.5 million Developer / AT 400 lots Cyclist lane on Bremner Road motorway overbridge Pedestrian upgrade triggered by initial development. However, dedicated cyclist facility not considered necessary until at least 400 lots. $2 million Developer Auranga B1 First B1 lot Jesmond / SH22 intersection upgraded to either roundabout or signals Layout dependant on consultation with NZTA $2 million Developer First B1 lot Jesmond Road to be widened To urban status adjacent to the site, remain rural status elsewhere Part of overall roading upgrades Developer 2,000-3,000 lots SH22 four lanes Jesmond to GSR Trigger TBC in modelling $5 million NZTA developers Future stages post Auranga B1 3,000 lots Norrie St one-way bridge upgraded to two-lane Potentially required in long term $2 million AT / developer 3,000 lots Signalisation of Firth Street / Great South Road Triggered by 3,000 Bremner lots, very dependent on other upgrades. Needs to be assessed at each RC stage $2 million AT / developer

46 Transportation Assessment Report Page 40 In general, none of these projects are currently in the Regional Land Transport Programme (RLTP). The only nearby improvement in the current RLTP is the SH22 / Great South Road intersection upgrade, however it is noted that this project is listed as part of Plan Change 12 (Drury South) improvements and is noted as not being funded. Of further note, the Auckland Southern Corridor Project (Takinini to Papakura) is currently under construction and is expected to be completed in early 2017 (project has been fasttracked). 13 CONCLUSION The descriptions, analyses and assessments provided in this report have shown that: The existing road network will partly provide for accessibility of the site by various transport modes: walking, cycling, bus and private vehicle; the extent of development proposed can be accommodated by the surrounding road network and proposed mitigation measures while maintaining acceptable levels of safety and performance; and the proposed development is consistent with, and encourages key regional and district transport policies. It is recommended that the transport network upgrades described in section 12 of this assessment (and to be confirmed in the separate addendum once the modelling is completed), be provided to enable the proposal to be appropriately supported by the road network. These can be addressed through the relevant resource consent applications. The full extent of development enabled by the proposal will be appropriately supported by the existing road network and upgrades to existing road network (as detailed above) to maintain appropriate levels of safety and efficiency on the surrounding road network. Accordingly, it is concluded that there is no traffic engineering or transportation planning reason to preclude acceptance of this proposal. Commute Transportation Consultants

47 Transportation Assessment Report Page 41 APPENDIX A: CONCEPT MASTERPLAN

48 Transportation Assessment Report Page 42 APPENDIX B: ART ZONE PLAN

49 Transportation Assessment Report Page 43 APPENDIX C: SOUTH TFUG