Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices. National and Regional Strategic Assessment

Transcription

1 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT A National and Regional Strategic Assessment

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3 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices NATIONAL STRATEGIES New Zealand Transport Strategy An update of the New Zealand Transport Strategy (NZTS) was published in The Strategy describes the high level vision for transport for the year 2040, along with key components and targets. The overarching vision of this non-statutory document is: People and freight in New Zealand have access to an affordable, integrated, safe, responsive and sustainable transport system. The five objectives are: Ensuring environmental sustainability Assisting economic development Assisting safety and personal security Improving access and mobility and Protecting and promoting public health. This 2008 update of the NZTS provided: Direction for the transport sector until 2040, in the context of the Government s sustainability agenda and other government strategies in the areas of energy and energy efficiency Direction into high-level targets for the transport sector and intermediate targets for sub-sectors (air, sea, road, vehicle fleet, rail, freight, passenger transport, walking and cycling) to help achieve the high-level targets Clear guidelines for decisions about funding allocations and An action plan, including accountabilities for actions, reflecting how the Government intends to reach the transport targets. The updated NZTS included a number of targets for the year 2040, including: Increase use of passenger transport to 7% of all trips Increase walking and cycling and other active modes to 30% of total trips in urban areas Reduce road deaths to no more than 200 per annum, and serious injuries on roads to no more than 1,500 per annum Improve the reliability of journey times and reduce average journey times on identified critical routes (which were not identified at that stage) Reduce kilometres travelled by single occupancy vehicles in major urban areas on weekdays by 10% per capita. (Note: this was a target for 2015, not for 2040). Government Policy Statements The last government published a Government Policy Statement (GPS) on Land Transport Funding 2009/ /19, in August This statutory Statement described the government s funding

4 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 2 priorities for the next six years and outlined expected expenditure levels by broad transport type (eg by passenger transport). The GPS included targets that were to be met by 2015, which were consistent with those set out in the NZTS for These targets related to: Reducing greenhouse gas emissions Achieving a mode shift for freight, from road based travel to raii and coastal shipping Achieving improvements in journey time reliability Improving road safety Increasing use of passenger transport Increasing walking and cycling. The subsequent change in government in 2008 resulted in the GPS being updated to reflect the priorities of the new National Government. A final version of the update was published in May 2009 and it sets out the aim to align investment in the land transport sector closer with the new government s priorities, being national economic growth and productivity. The changes in the GPS reflect the following: The government s priority of investment in transport infrastructure for economic growth The modal choices that are realistically available to New Zealanders. As such, the GPS states that the government s priority is to invest in high quality infrastructure that supports efficient movement of freight and people, with a focus on the State Highway network. The targets of the 2008 GPS have been removed and replaced with a list of impacts that the government wishes to achieve, namely: Improvements in the provision of infrastructure and services that enhance transport efficiency and lower the cost of transportation Better access to markets, employment and areas that contribute to economic growth A secure and resilient transport network Reductions in deaths and serious injuries as a result of road crashes More transport choices, particularly for those with limited access to a car, where appropriate Reductions in adverse environmental effects from land transport Contributions to positive health outcomes. The GPS states that government supports mode shift over time, particularly in the major cities, but that it considers that this should not be accelerated to the point where the outcomes are economically inefficient. Safer Journeys (2010) The Safer Journeys 2010 to 2020 strategy replaces the Road Safety to 2010 strategy. The Safer Journeys is a strategy to guide improvements in road safety over the period of 2010 to The long term goal for road safety in New Zealand is to achieve A safe road system increasingly free of death and serious injury.

5 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 3 Safer Journeys will be implemented through a series of action plans and identified priority areas. These priority areas for first actions include: Increasing the safety of young drivers Reducing alcohol/drug impaired driving Safe roads and roadsides Increasing the safety of motorcycling There are also further additional actions to be undertaken in the following priority areas Safe speeds Reducing the impact of high risk drivers Improving the safety of the light vehicles fleet Safe walking and cycling Improving the safety of heavy vehicles Reducing the impact of distraction and fatigue Increasing the level of restraint use Increasing the safety of older new Zealanders The strategy identifies that by addressing climate change commitments there may be an increase in the use of public transport, walking and cycling and the safety needs of all modes of transport need to be addressed. REGIONAL STRATEGIES The Auckland Regional Policy Statement The Auckland Regional Policy Statement ( ARPS ) provides an overview of the resource management issues facing the region and includes policies and methods (but not rules) to achieve the integrated management of the natural and physical resources of Auckland region. The ARPS was made operative on 31 August Chapter 2 of the ARPS sets out the strategic direction for the Auckland region and contains a set of strategic objectives and policies designed to provide a direction and consistent framework for the integrated management (use, development and protection) of the region s natural and physical resources. The strategic direction for the Auckland region is one of containment of future growth and urban development within defined limits. The Auckland Regional Growth Strategy An amendment to the Local Government Act 1974 established the Regional Growth Forum and Infrastructure Auckland. The Growth Forum developed the Auckland Regional Growth Strategy ( ARGS ) as a means of identifying how growth could be accommodated in a manner that best meets the interests of the regional community.

6 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 4 The key features of the growth concept as expressed in the ARGS are that growth will be managed through intensification, with most growth being contained within the existing metropolitan area, and provision for managed urban expansion into identified future urban areas (greenfield growth) and selected rural towns. Whereas the growth concept was previously a non-statutory document identifying one outcome of the regional growth concept, the growth concept embodied in the ARGS now forms the statutory basis, pursuant to the Local Government (Auckland) Amendment Act LG(A)AA, of Proposed Change 6 to the ARPS and of various plan changes to each of the region s district plans. The ARGS identifies Takapuna as one of two future sub-regional centres in North Shore City, the other sub-regional centre being Albany. The LG(A)AA and Proposed Change 6 (ARC) The Local Government (Auckland) Amendment Act 2004 ( LG(A)AA ) was passed in order to strengthen integrated management including public transport in the Auckland region, and the requirement to manage growth, as reflected in the ARGS. As a requirement of the LG(A)AA, amendments to the ARPS and to each of the territorial authorities district plans were proposed, specifically to provide for integrated land transport and land use provisions that are consistent with the ARGS. The proposed Plan Change 6 was notified on 31 March Decisions were released in August 2007, and some provisions are subject to appeal. The decisions seek to retain the urban limits in the ARPS as a policy tool supporting the growth concept in the Auckland region. The proposed Plan Change 6 identifies Takapuna as a sub-regional centre. Auckland Regional Land Transport Strategy The 2010 Auckland Regional Land Transport Strategy (RLTS) was adopted by the Auckland Regional Council (ARC) in April 2010 and sets the direction for the region's transport system for the next 30 years, from 2010 to The RLTS adopts objectives and policies to achieve the vision of a transport system which enhances the Auckland region. The seven objectives of the RLTS are: Assisting economic development Assisting safety and personal security Improving access and mobility Protecting and promoting public health Ensuring environmental sustainability Integrate transport and land use supportive of the Auckland Regional Growth Strategy (ARGS) and Auckland Regional Policy Statement (ARPS) Achieving economic efficiency In addition, the RLTS 2010 has six strategic priorities which are listed below: Support and contribute to a compact and contained urban form consisting of centres, corridors and rural settlements

7 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 5 Implementing behaviour change programmes Continue major investment in rail, bus and ferry infrastructure and service improvements Improve the operation of existing roads, especially regional arterials Construct limited additional road capacity Reduce the impacts of transport on the natural environment and communities Four initial strategic options were prepared to compare and contrast various ways the transport system may develop, and to identify the optimum combination of approaches. These four options focused on demand management, mixed investment, public transport led change, and quantum shift approaches. The conclusion of this evaluation was that none of the four approaches on their own would achieve the New Zealand Transport Strategy (NZTS) targets, although significant improvements in transport performance are achievable. A preferred strategic option was developed by combining the most effective elements of each of the initial strategic options. The preferred strategic option supports investment in public transport, walking, cycling and behaviour change measures, along with continued investment in the strategic roading network. Components of the preferred strategic option directly relevant to Anzac Street, which is part of the Quality Transit Network (QTN), and Takapuna in general, are included below: A target of 12% of trips by passenger transport by 2040, compared with 3.9% today. This is an overall target and clearly there will be significant local variations, but the target indicates the level of increase anticipated 1 A target of 35% of total trips by walking and cycling by 2040, compared with 16% today 2 Increases in the percentage of people who live within 400m of a quality transit network (QTN) or 800m of a rapid transit network (RTN) stop 3 Higher frequency of services on the Quality Transit Network (QTN) Anzac Street is indicated as part of the Regional Arterial Network 4 Anzac Street is also indicated in the RLTS as being part of the future regional cycle network. The RLTS includes a number of policies relating to land use and transport integration, including intensification in locations which have good public transport access via the RTN and QTN 5. Auckland Regional Transport Authority Documents The Auckland Regional Transport Authority (ARTA) was set up through the Local Government (Auckland) Amendment Act (2004), with the purpose to assist the Auckland Regional Council to give effect to the Auckland RLTS. ARTA therefore seeks to plan, develop and deliver transport services to support key national and regional policy documents. These include policy documents that guide Auckland s future growth and development, namely the Regional Policy Statement, the Regional Growth Strategy and the RLTS. 1 Auckland Regional Council (2010), Auckland Regional Land Transport Strategy , page 37 2 Ibid, page 37 3 Ibid, page 27 4 Ibid, page 85 5 Ibid, page 71

8 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 6 ARTA s mission is as follows: To deliver a world class transport system that makes Auckland an even better place to live, work and play. ARTA s policies and documents provide the framework for how transport outcomes sought by the RLTS will be delivered. Passenger Transport Network Plan ARTA published its Passenger Transport Network Plan (PTNP) in November The Plan includes a long term overview, looking ahead 40 to 50 years, but it relates primarily to the 10 year horizon, up to The major components of the plan include: Significant investment in the rail network, including electrification, and various network, infrastructure and service upgrades Completion of a number of key bus rapid transit projects, including the Northern Busway Implementation of Quality Transit Network bus services, between key destinations, including Auckland CBD, Botany, Manukau and the Airport Improvement to ferry services and infrastructure System improvements such as integrated ticketing It is relevant to note that Anzac Street is part of the Quality Transit Network (QTN). The QTN is defined within the PTNP as fast, high frequency and high quality transit services operating between key centres and over major corridors, providing extensive transit priority. In conjunction with the RTN (Rapid Transit Network) it will facilitate high speed reliable access around the region through the integration of radial and cross-town services. Sustainable Transport Plan The Sustainable Transport Plan was published by ARTA in February It focuses on working with people and their communities to improve travel opportunities and to encourage people to make fewer car journeys. The objective of the Sustainable Transport Plan is to integrate sustainable transport modes with each other and with planned improvements to infrastructure and the services offered. The plan refers to travel demand management activities set out in the RLTS that contribute to an integrated, safe, responsive and sustainable transport system. The travel demand management activities that are included within the plan include providing for and influencing travel choices. Regional Arterial Road Plan The Regional Arterial Road Plan (RARP) was published by ARTA in February The purposes of the Plan are: To define the existing and future role and function of regional arterial roads To provide a framework for the integrated management of regional arterial roads, and their interaction with surrounding land uses and other parts of the road network To provide a basis for project prioritisation

9 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 7 To develop a rationale for more appropriate funding for regional arterial roads Anzac Street, from Fred Thomas Drive to Auburn Street is classified in the RARP as a Regional Arterial. Anzac Street links Taharoto Road, a north-south route also classified as a Regional Arterial, to Takapuna Town Centre. Auckland Transport Plan The Auckland Transport Plan (ATP) brings the region s transport plans together into one complete document. The document was prepared by ARTA and includes the projects and initiatives that have been developed to give effect to the RLTS. In order to be a comprehensive and complete plan, the ATP takes into account the Sustainable Transport Plan, PTNP and the RARP. In addition to these strategic documents, the ATP also considers other agency plans such as local authority Long Term Council Community Plans, the New Zealand Transport Agency s (NZTA s) State Highway Forecast and ONTRACK s 10-year Rail Network Development Plan

10 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices 1

11 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT B Reassessment of Anzac Street Widening Report 1

12 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane January 2008

13 Project: Title: Document Reference: Prepared by: Reviewed by: Revisions: Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane S:\nscc\045\BR doc Ian Clark Karl Hancock Date Status Reference Approved by Initials 21 December 2007 Draft AR I Clark 31 January 2008 Final BR I Clark

14 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane i EXECUTIVE SUMMARY This report has reassessed the effects of converting the westbound kerbside lane along Anzac Street into a bus lane, without road widening. This assessment has been made in the light of the observed flows along the corridor since the completion of the Esmonde Interchange upgrade and Esmonde Road Widening. The report concludes: The intersections are currently generally operating at an acceptable level, although the Anzac Street/Fred Thomas Drive/Killarney Street intersection is operating at practical capacity in the PM peak; Converting an existing westbound lane into a westbound bus lane would have serious negative consequences, both on general traffic and buses, due to the queues of general traffic, which are predicted to extend beyond the bus lane; Because conditions for buses within Anzac Street are generally reasonable, but the implementation of a bus lane would have serious negative impacts, it is recommended that a westbound bus lane should not implemented in place of a general traffic lane, even in the short term; A westbound bus lane along Anzac Street can therefore only be reasonably achieved by road widening; It is noted that the option to convert an existing lane into a bus lane would not improve the safety and amenity of the corridor for pedestrians and cyclists. This was a feature of the previous Anzac Street Widening scheme; Some buses could be reassigned from Anzac Street to Esmonde Road, or to Anzac Street in part then Barry s Point Road and Des Swann Drive. This is about to be reassessed and it could reduce the need for a bus lane along the western end of Anzac Street. However, irrespective of this issue, Anzac Street is likely to continue to be used by significant numbers of buses heading between Takapuna and Taharoto Road, and on to the Smales Farm area. As such, a bus lane should still be considered along Anzac Street, as part of the widening scheme previously proposed; The justification of the previous Anzac Street Widening project and the timing of the project will be reassessed in our next report, in the light of the recently observed flows and new predictions of the future flows; It is recommended that the Anzac Street Widening project is expanded to include a westbound bus lane along Taharoto Road, as far as the bus stop just beyond Rangatira Avenue.

15 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane ii CONTENTS 1 INTRODUCTION Background Model Assessment CHANGES IN TRAFFIC FLOWS AM Flows PM Flows ASSESSMENT OF EXISTING SITUATION Model Results Assessment EFFECT OF BUS LANE Model Results Assessment MODIFICATIONS TO BUS LANE OPTION Model Results Assessment ANALYSIS OF RESULTS CONCLUSIONS... 15

16 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 1 INTRODUCTION 1.1 Background Flow Transportation Specialists Ltd (Flow) has been commissioned by North Shore City Council (NSCC) to re-evaluate the proposal to widen Anzac Street, Takapuna. A Notice of Requirement has been published and has been considered at a Council Hearing. This scheme involved widening of the road on either side. This scheme would have included: The introduction of a westbound bus lane; Retention of two lanes for general traffic, in each direction; Changes around the two major intersections of Anzac Street, at Fred Thomas Drive/Killarney Street and Barry s Point Road/Pupuke Road. This included turn restrictions (such as exiting Killarney Street) and additional lanes (such as Pupuke Road); The provision of a narrow raised central median; The provision of a westbound cycle lane along Anzac Street, with an eastbound cycle lane to be provided via Killarney Street; Widening of the berm, to improve conditions for pedestrians. This review is being requested for three reasons: There are appeals on the current scheme; The costs have increased; The scheme needs to be re-evaluated in the light of the actual effects of the opening of the Esmonde Interchange upgrade. The previous assessment was based on the modelled predictions of the effects of this scheme. We are currently developing a SATURN traffic model which is based on traffic counts and journey time runs carried out recently by NSCC. The subsequent assessment will consider the predicted changes in traffic demands over time and therefore the need for widening of Anzac Street in the future. This report provides a preliminary assessment of the need for a westbound bus lane along Anzac Street in the short term, and whether this can be achieved without road widening. That is to say, can the existing westbound kerbside lane on Anzac Street be converted into a bus lane? 1.2 Model Assessment The operation of the intersections has been analysed using SIDRA Intersection 3.1, a micro-analytical tool for evaluating and designing intersections. For the evaluation of the intersections, the primary method of comparison is to assess the degree of saturation of the intersection. To calculate the degree of saturation for an approach or movement through an intersection, for example, for the left turn into Anzac Street from Barry s Point Road, the actual flow through the movement is divided by the theoretical capacity of the movement. For convenience, the degree of saturation is displayed as a colour and a value, to more intuitively assess the operation of the movement. The value ranges and corresponding colours are shown below in Table 1 below.

17 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 2 Table 1: SIDRA Degree of Saturation Colour Reference < > 1.0 If a movement is predicted to be operating with a degree of saturation of less than 0.8, then it is likely to be operating effectively. Above about 0.85, performance starts to deteriorate and a figure of more than about 0.9 is termed the practical capacity. 1.0 is termed the theoretical capacity and beyond this figure, the movement will be operating over capacity.

18 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 3 2 CHANGES IN TRAFFIC FLOWS This section compares old traffic count data with new data collected since the completion of the Esmonde Interchange, and with the predicted flows that were previously predicted for the year In the tables below there is a combination of surveyed data and predicted data. The numbers in green, red and blue set out the surveyed data collected over the past three years. The 2011 Model relates to the predicted flows from the SATURN model of the area, for the year This model was developed in 2001, but the forecast demands (ie the changes between 2001 and 2011) were derived from the ARC s Auckland Regional Transport (ART) model in That is to say, these forecasts are now ten years old, during which time there have been many changes in travel behaviour, the emphasis on passenger transport and travel demand management, and it is likely that the development assumptions for key areas, such as Smales Farm, and the Gasometer site and other sites within Takapuna, have also changed. The future flows relate to a do minimum scenario which did not include the Anzac Street Widening project, in order to permit a valid comparison with the existing flows. For this reason, the future models retain flows where these are to be banned as part of the Project. Also, the 2011 scenario included the completion of the Busway, with assumptions made regarding the level of drop off trips at the Akoranga station, and with the rerouting of most buses from Esmonde Road to Anzac Street. As a result, it may not be surprising that the 2011 predicted flows do not always compare particularly well with the observed 2007 flows (since the completion of the Esmonde Interchange). In the following tables all flows have been rounded. In some cases this leads to some zeros in the predicted flows, such as on the left turn from Pupuke Road to Anzac Street. This is to be expected and most models do not reflect such very low flows particularly well. 2.1 AM Flows Table 2 below shows the surveyed and predicted traffic flows at the Fred Thomas Drive intersection in the AM peak period.

19 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 4 Table 2: Comparison of Observed and Predicted Flows at Anzac Street/Fred Thomas Drive/Taharoto Road/Killarney Street Intersection: AM Peak Approach Anzac Street Fred Thomas Drive Taharoto Road Killarney Street Movement August 2005 Survey Dates March 2007 August 2007 Left Through Right Left Through Right Left Through Right Left Through Right Model As can be seen, flows on the major route from Anzac Street to Taharoto Road are slightly higher than previously predicted in the 2011 model. The following changes are also noted: The increases in the left turns from Anzac Street to Fred Thomas Drive and from Fred Thomas Drive to Taharoto Road, between March and August 2007, are presumably a result of the completion of Fred Thomas Drive; The decrease in the through flow from Anzac Street to Taharoto Road, between March and August 2007 is presumably a result of the completion of the Esmonde Interchange, with the provision of a link from Esmonde Road to Akoranga Drive and a new north facing ramp from Esmonde Road. However, the level of diversion appears to be less than expected (comparing the August 2007 with the 2011 predicted flow), in both directions; The increase in the left turn from Taharoto Road to Killarney Street may be due to congestion further east along Anzac Street; The relatively high flow from Killarney Street to Anzac Street in August 2007 seems surprisingly high. The future model did not model this movement well, due to the lack of a local zone load just within Killarney Street. Table 3 shows the surveyed and predicted traffic flows at the Barry s Point Road intersection in the AM peak period.

20 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 5 Table 3: Comparison of Observed and Predicted Flows at Anzac Street/Barry s Point Road/Pupuke Road Intersection: AM Peak Approach Barrys Point Road Anzac Street West Pupuke Street Anzac Street East Movement August 2005 Dates March 2007 August 2007 Left Through Right Left Through Right Left Through Right Left Through Right Model In the AM peak period, the Barry s Point Road intersection was expected to see a reduction in traffic flow along Anzac Street by However, this has not happened and the flows have in fact increased. The following changes are also noted: The model predicted a reduction in the left turn from Barry s Point Road to Anzac Street, presumably with this traffic diverting to Fred Thomas Drive or the northbound on ramp from Esmonde Road. This reduction has not materialised; The higher through flows along Anzac Street seem inconsistent relative to the lower flows at Fred Thomas Drive). The westbound count seems slightly high (i.e. it is inconsistent with the adjacent count). 2.2 PM Flows Table 4 below shows the surveyed and predicted traffic flows at the Fred Thomas Drive intersection in the PM peak period.

21 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 6 Table 4: Comparison of Observed and Predicted Flows at Anzac Street/Fred Thomas Drive/Taharoto Road/Killarney Street Intersection: PM Peak Approach Anzac Street Fred Thomas Drive Taharoto Road Killarney Street Movement August 2005 Survey Dates March 2007 August 2007 Left Through Right Left Through Right Left Through Right Left Through Right Model As expected, in the PM peak period, the through flows along Anzac Street and Taharoto Road have decreased significantly, and the 2011 modelled flows are very similar to the recent 2007 count. However, the expected left turn into Fred Thomas Drive and the through flow from Fred Thomas Drive to Killarney Street have not materialised. The following changes are noted: There has been negligible increase in the left turn from Anzac Street to Fred Thomas Drive, between March and August Indeed the expected increase (as indicated by the 2011 predicted flow) has not materialised; The decrease in the through flow from Anzac Street to Taharoto Road, between 2005 and August 2007 are presumably a result of the completion of the Esmonde Interchange, with the provision of a link from Esmonde Road to Akoranga Drive and the new north facing ramps from Esmonde Road. However, the March 2007 westbound flow seems surprisingly low and may have been artificially constrained by the queueing that was known to occur prior to the completion of the Esmonde Interchange; The reduction in the eastbound through flow between March and August 2007 seems consistent with the predicted flow. However, the 2011 model predicted an increase in the left turn from Taharoto Road to Killarney Street, presumably due to congestion along Anzac Street, such as a the single through lane at the Barry s Point Road intersection; There has been an increase in the through flow from Fred Thomas Drive to Killarney Street, but not as high as was predicted. Table 5 below shows the surveyed and predicted traffic flows at the Barry s Point Road intersection in the PM peak period.

22 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 7 Table 5: Comparison of Observed and Predicted Flows at Anzac Street/Barry s Point Road/Pupuke Road Intersection: PM Peak Approach Barrys Point Road Anzac Street West Pupuke Street Anzac Street East Movement August 2005 Dates March 2007 August 2007 Left Through Right Left Through Right Left Through Right Left Through Right Model The following issues are noted: The through traffic from Anzac Street East is significantly lower than was expected. However, the left turn from Barry s Point Road to Anzac Street West is significantly higher than expected. This could mean that more traffic than expected has diverted via Esmonde Road; The right turn from Anzac Street to Barry s Point Road has also not decreased to the extent expected, maybe for similar reasons.

23 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 8 3 ASSESSMENT OF EXISTING SITUATION 3.1 Model Results The existing operation of both intersections in the AM peak period is shown in Figure 1 and Figure 2. Figure 1: Fred Thomas Drive AM Existing Conditions Figure 2: Barry's Point Road AM Existing Conditions The existing operation of both intersections in the PM peak period is shown in Figure 3 and Figure 4. Figure 3: Fred Thomas Drive PM Existing Conditions Figure 4: Barry's Point Road PM Existing Conditions

24 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane Assessment The models indicate that both intersections are generally operating satisfactorily and within capacity. The only area of concern is the Fred Thomas Drive intersection in the PM peak hour, which is predicted to be operating at theoretical capacity. This is due to the high volumes of traffic travelling left out from Fred Thomas Drive, through from Anzac Street and right from Killarney Street (i.e. all movements to Taharoto Road, westbound) which operate during separate phases. However, on the whole, the intersections seem to be operating adequately, and this reflects our on site observations. It is worth noting that the problems that used to be experienced in the PM peak related to the queues that used to extend back from the Taharoto Road/Northcote Road intersection, particularly the left turn to Northcote Road, toward the motorway. The provision of the new northbound on ramp from Esmonde Road and the east to west link to Akoranga Drive have relieved the situation along Taharoto Road, such that queues no longer extend back to Anzac Street. Our modelling has included pedestrian crossing phases, where these exist. The main crossing to affect the capacity for traffic is that of Taharoto Road, west of Fred Thomas Drive, which means that vehicles turning left from Fred Thomas Drive get a late start. This crossing is called fairly frequently during the AM peak, due to activity associated with the adjacent schools. It is currently called less frequently during the network evening peak, but the frequency of pedestrians may increase following the completion and occupation of the adjacent Shoal Haven development. This will adversely affect the traffic operation.

25 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 10 4 EFFECT OF BUS LANE 4.1 Model Results The models have been rerun with the assumption that the westbound kerbside lane becomes a bus lane, thereby reducing the number of lanes for general traffic to one (westbound only). The operation of both intersections after the introduction of this westbound bus lane in the AM peak is shown below in Figure 5 and Figure 6. To model the bus lane effectively in SIDRA, the bus lane has been modelled as a separate approach. This is to overcome a technical limitation in SIDRA and still analyses the intersection correctly. In all diagrams, the bus lane is the south east approach to the intersection. The assumed bus flows are based on proposed service frequency information provided by ARTA in early 2007, for the scenario after the completion of the Busway in February Figure 5: Fred Thomas Drive AM Bus Lane Introduction Figure 6: Barry's Point Road AM Bus Lane Introduction The operation of both intersections after the introduction of the bus lanes in the PM peak is shown below in Figure 7 and Figure 8.

26 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 11 Figure 7: Fred Thomas Drive PM Bus Lane Introduction Figure 8: Barry's Point Road PM Bus Lane Introduction 4.2 Assessment In the AM peak period, the introduction of the bus lane severely affects the operation of the Barry s Point Road intersection. Almost all of the major movements are predicted to operate slightly above capacity, indicating that there will be heavy congestion if this scheme goes ahead. The same can be said for the Fred Thomas Drive intersection in the PM peak period. The model indicates that this intersection will operate significantly over capacity and this will result in a very heavily congested intersection. If this lane configuration is implemented, heavy congestion will occur in both time periods and is likely to affect the entire area as the intersections are so close together. For example, the maximum westbound (95%ile) queue is predicted to extend almost 1km, for general traffic. This would then affect buses beyond the end of the bus lane. The bus lanes are predicted to operate with very low degrees of saturation, indicating that the level of service for buses would be good. However, as noted above, buses would become caught up in queues of general traffic, beyond the bus lanes, at around the Anzac Street/Auburn Street intersection. The situation in the PM at the Fred Thomas Drive is caused by the significant flows heading to Taharoto Road from three single lane approaches, namely: 330 vehicles/hour turning left from Fred Thomas Drive; 1,120 vehicles/hour travelling through from Anzac Street; 280 vehicles/hour turning right from Killarney Street. The above give a total of 1,730 vehicles/hour. Given that these three movements operate during three separate phases, from a single lane on each approach and that there is also a pedestrian crossing across Taharoto Road which holds up all three approaches for part of the cycle, it should not be surprising that the intersection does not operate well with this scenario.

27 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 12 5 MODIFICATIONS TO BUS LANE OPTION A number of modifications have been considered in order to improve the performance of the bus lane option, namely: Firstly, at the Fred Thomas Drive intersection, the right turn and through movements from Killarney Street have been banned, as was proposed with the widening scheme. (This traffic has been added to the right turn and through movements from Pupuke Road, at the Barry s Point Road intersection). These turn bans have been tested as they will free up some green time for the westbound movement from Anzac Street, by eliminating a signal phase; Secondly, at the Barry s Point Road intersection, the Pupuke Road approach has been modified from a single lane approach to a dual lane approach. The future lanes include a right turn only lane and a left turn and through movement lane. This lane was introduced to accommodate the increase in traffic from the banning of the Killarney Street movements; Thirdly, at the Barry s Point Road intersection, the lane configuration on the Barry s Point Road approach was changed. Currently it has two lanes, one is a signalised right and through movement and the other is a left turning slip lane. The test assumed that this would be modified to two signalised lanes, one containing the right turn movement and the other holding the left turn and through movements. As a result of this, the left turning flows are expected to reduce, diverting to Fred Thomas Drive; Fourthly, at the Barry s Point Road intersection in the PM peak hour, it was assumed that the green time given to the right turn into Barry s Point Road from Anzac Street East would be shortened, with some right turners diverting to Fred Thomas Drive. 5.1 Model Results The operation of both intersections after the introduction of the bus lanes and the previously mentioned modifications to the road network in the AM peak is shown below in Figure 9 and Figure 10. Figure 9: Fred Thomas Drive AM Modified Intersection Figure 10: Barry's Point Road AM Modified Intersection The operation of both intersections after the introduction of the bus lanes and the previously mentioned modifications to the road network in the PM peak is shown below in Figure 11 and Figure 12.

28 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 13 Figure 11: Fred Thomas Drive PM Modified Intersection Figure 12: Barry's Point Road PM Modified Intersection 5.2 Assessment As can be seen, the modifications mentioned above could improve the operation of the network, relative to the test with the bus lane (see section 4 above). However, the Barry s Point intersection is still predicted to operate over capacity in both the AM and PM peaks, while the Fred Thomas Drive intersection is predicted to operate well above capacity in the PM peak.

29 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 14 6 ANALYSIS OF RESULTS The models indicate that the introduction of a westbound bus lane along Anzac Street will improve the level of service through the intersections of Anzac Street with Fred Thomas Drive and Barry s Point Road. However, even with modifications designed to minimise its impact, implementing a bus lane in place of an existing traffic lane in this area would have significant effects. These predominantly relate to the operation of the Fred Thomas Drive intersection in the PM peak, but the Barry s Point Road intersection is predicted to operate at or slightly above capacity in both the AM peaks and the queues are expected to extend back to Auburn Street, which in turn will adversely affect buses. Additionally, it is noted that the network is currently operating within capacity. A key driver in considering the introduction of a bus lane is the reliability of services, which can be significantly improved by dedicated facilities. However, the modelling indicates that the current level of service for buses and general traffic alike is reasonable to the extent that on a normal day, the benefits of a bus lane for buses will generally be modest, while the negative effects of providing the bus lane are likely to be substantial in the PM peak, to general traffic and buses alike. As such, it would appear that a bus lane, within the existing lane configuration should not be pursued. This conclusion raises the following issues: The lack of dedicated facilities for buses needs to be fed into the reassessment that is about to take place about the routing of buses between the Takapuna bus station and the Akoranga busway station (i.e. via Anzac Street or Esmonde Road); One option could be to route westbound buses heading to Akoranga station via Barry s Point Road and Des Swann Drive. This would mean that westbound buses would only travel along Anzac Street for a short distance, using the separate left turn lane and therefore bypassing most of the delay for through movements at the Anzac/Barry s Point Road intersection; It needs to be noted that buses are likely to continue to use Anzac Street, to reach Taharoto Road, even if others are diverted to Esmonde Road. As a result, the widening scheme would still appear to be justified. This issue will be explored in our next report, which will consider the build up of traffic in the Anzac Street corridor over time, and therefore when the bus lane becomes essential; Consideration should be given to the introduction of a westbound kerbside lane along Taharoto Road to the bus stop just beyond Rangatira Avenue. This would make use of the current reduced level of flow along Taharoto Road (i.e. after the completion of the Esmonde Interchange but before flows build back up again, for example due to development in and around Smales Farm). This will significantly improve the reliability of bus services, but it should not adversely affect conditions for general traffic if the bus lane is terminated short of the Northcote Road intersection.

30 Reassessment of Anzac Street Widening Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane 15 7 CONCLUSIONS This report has reassessed the effects of converting the westbound kerbside lane along Anzac Street into a bus lane, without road widening. This assessment has been made in the light of the observed flows along the corridor since the completion of the Esmonde Interchange upgrade and Esmonde Road Widening. The report concludes: The intersections are currently generally operating at an acceptable level, although the Anzac Street/Fred Thomas Drive/Killarney Street intersection is operating at practical capacity in the PM peak; Converting an existing westbound lane into a westbound bus lane would have serious negative consequences, both on general traffic and buses, due to the queues of general traffic, which are predicted to extend beyond the bus lane; Because conditions for buses within Anzac Street are generally reasonable, but the implementation of a bus lane would have serious negative impacts, it is recommended that a westbound bus lane should not implemented in place of a general traffic lane, even in the short term; A westbound bus lane along Anzac Street can therefore only be reasonably achieved by road widening; It is noted that the option to convert an existing lane into a bus lane would not improve the safety and amenity of the corridor for pedestrians and cyclists. This was a feature of the previous Anzac Street Widening scheme; Some buses could be reassigned from Anzac Street to Esmonde Road, or to Anzac Street in part then Barry s Point Road and Des Swann Drive. This is about to be reassessed and it could reduce the need for a bus lane along the western end of Anzac Street. However, irrespective of this issue, Anzac Street is likely to continue to be used by significant numbers of buses heading between Takapuna and Taharoto Road, and on to the Smales Farm area. As such, a bus lane should still be considered along Anzac Street, as part of the widening scheme previously proposed; The justification of the previous Anzac Street Widening project and the timing of the project will be reassessed in our next report, in the light of the recently observed flows and new predictions of the future flows; It is recommended that the Anzac Street Widening project is expanded to include a westbound bus lane along Taharoto Road, as far as the bus stop just beyond Rangatira Avenue.

31 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT C Reassessment of Anzac Street Widening Report 2

32 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options August 2008

33 Project: Title: Document Reference: Prepared by: Reviewed by: Revisions: Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options S:\nscc\045\R2B anzac.doc Ian Clark Karl Hancock Date Status Reference Approved by Initials 18 January 2008 Draft AR I Clark 25 August 2008 Draft R2B I Clark 31 August 2008 Final R2B I Clark

34 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options i EXECUTIVE SUMMARY This report has reassessed the need for the Anzac Street widening project. The project proposed would provide a westbound bus lane, improve pedestrian and cycle safety and amenity, and upgrade the two key intersections. The reassessment has been based on a new traffic model which has been validated against traffic flows and conditions since the completion of the Esmonde Interchange upgrade in mid The forecasts for the year 2021 are based on new figures from the Council s TRACKS transport model, which indicates that traffic flows along Anzac Street will rise from a current flow of around 20,000 vehicles/day (west of Barry s Point Road) to around 29,000 vehicles/day in This figure is very consistent with the previous prediction. The report also notes that there are a number of factors that will affect the rate of change of traffic demands, with some potentially reducing the rate of increase and others potentially accelerating that rate. Specifically, the report has not assessed the effects of the possible plan change relating to development alongside Anzac Street itself. This is to be the subject of a forthcoming separate commission. Also, we are aware that the direction of the Anzac Street project needs to be consistent with the ongoing strategic study which is considering the future growth of Takapuna as a sub regional centre. The assessment has also been based on the latest bus service frequencies proposed by ARTA. These flows are lower than envisaged a few years ago, but Anzac Street will still be an important route for buses on the North Shore. The reassessment of the Anzac Street Widening project concludes: The intersections and therefore the corridor are currently operating at an acceptable level; Converting an existing general traffic lane into a bus lane (termed Option 1) would have serious negative consequences, both on general traffic, and buses, due to the extent of queues of general traffic; The option of operating the westbound lane for buses and High Occupancy Vehicles (termed Option 2) would reduce the adverse effects, relative to Option 1, but these negative effects will still be substantial in the future; It is noted that the above options would not improve the safety and amenity of the corridor for pedestrians and cyclists, and right turn movements to/from adjacent properties will continue to affect the operation of the corridor; The widening option (as previously proposed, and termed Option 3) is predicted to offer a similar, but slightly higher level of benefits to those indicated by the previous assessment. As such, the justification for the scheme is unaltered. The new assessment indicates that it will offer benefits both for buses and general traffic. It will also offer improvements to conditions for pedestrians and cyclists; This report has identified the possibility of improvements to Option 3, which may be worth considering further, including the provision of an eastbound bus lane and the option of implementing the western end of the project first. It has also briefly reconsidered two options previously identified, namely the provision of a bus, pedestrian and cycle link across the Upper Shoal Bay, and a one way system, clockwise around Killarney Street, Auburn Street and Anzac Street, with a contraflow bus lane along Anzac Street.

35 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options ii As a result of this reassessment, we recommend that the Anzac Street widening project proceeds, as previously proposed, following consideration of the potential improvements noted in this report. These include: The provision of a westbound bus priority lane along Taharoto Road, from Fred Thomas Drive to Rangatira Avenue; The provision of a section of bus priority westbound along Anzac Street, approaching Auburn Avenue; The report has also queried the proposed reintroduction of the right turn from Anzac Street to Pupuke Road, particularly if an eastbound bus priority lane is pursued.

36 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options iii CONTENTS 1 INTRODUCTION Background TRAFFIC MODEL Base Models Future Traffic Demands Bus Flows Discussion on Future Traffic Demands ASSESSMENT OF EXISTING LAYOUT Explanation of Operational Assessment Existing (2007) Operation Future (2021) Operation OPTION 1: PROVISION OF WESTBOUND BUS LANE WITHOUT ROAD WIDENING Option Details Predicted Operation with 2007 Demands Predicted Operation with 2021 Demands OPTION 2: PROVISION OF WESTBOUND BUS AND HOV LANE WITHOUT ROAD WIDENING Predicted Operation with 2007 Demands Predicted Operation with 2021 Demands OPTION 3: PROVISION OF WESTBOUND BUS AND HOV LANE WITH ROAD WIDENING ( CURRENT SCHEME ) Predicted Operation with 2007 Demands Predicted Operation with 2021 Demands OPTION 4: CURRENT SCHEME PLUS EASTBOUND BUS LANE Predicted Operation with 2007 Demands Predicted Operation with 2021 Demands OPTION 5: SHORTENED WESTBOUND BUS LANE Predicted Operation with 2007 Demands Predicted Operation with 2021 Demands OTHER OPTIONS Modifications to current scheme Option 6: Byron Ave to Barry s Point Road Link Option 7: Anzac Street/Killarney Street One Way System ANALYSIS OF RESULTS Total travel times Travel Times along Anzac Street Changes in Traffic Flows Comparison with previous assessment SENSITIVITY TESTS CONCLUSIONS... 26

37 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 1 INTRODUCTION 1.1 Background Flow Transportation Specialists Ltd (Flow) has been commissioned by North Shore City Council (NSCC) to re-evaluate the proposal to widen Anzac Street, Takapuna. A Notice of Requirement has been published and has been considered at a Council Hearing. This scheme involved widening of the road on either side and it included: The introduction of a westbound bus lane; Retention of two lanes for general traffic, in each direction; Changes around the two major intersections of Anzac Street, at Fred Thomas Drive/Killarney Street and Barry s Point Road/Pupuke Road. This included turn restrictions (such as bans on traffic exiting Killarney Street and turning right to Taharoto Road and heading straight on to Fred Thomas Drive) and additional lanes (such as widening the Pupuke Road approach to Anzac Street from one to two lanes); The provision of a narrow raised central median; The provision of a westbound cycle lane along Anzac Street, with an eastbound cycle lane to be provided via Killarney Street; Widening of the berm, to improve conditions for pedestrians. This review is being requested for three reasons: There is an appeal on the current scheme; The costs have increased; The scheme needs to be re-evaluated in the light of the actual effects of the opening of the Esmonde Interchange upgrade. The previous assessment was based on the modelled predictions of the effects of this scheme. It should be noted that while the previous traffic model was used as recently as 2007, for the Council Hearing, the base model used for that assessment was developed in 2001 and the forecasts were derived from regional forecasts developed in It is therefore appropriate that the modelling of the project is updated. We have already submitted an initial report 1 which summarised the changes in flows that have taken place in the area as a result of the Esmonde Interchange upgrade. It also provided an assessment of the current operation of the main intersections along the corridor and the effects of changing the existing westbound kerbside lane to a bus lane, without road widening, on the basis of SIDRA traffic modelling analysis. This second report sets out the development of a SATURN traffic model in order to assess the long term operation of the corridor, and to reconsider options for the corridor. 1 Reassessment of Anzac Street Widening: Report 1: Effects of Completion of Esmonde Interchange and Assessment of Short Term Bus Lane (January 2008), Flow Transportation Specialists

38 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 2 2 TRAFFIC MODEL The operation of the intersections and the corridor has been analysed using a SATURN traffic model. 2.1 Base Models The extent of the model network is shown in Figure 1. It extends beyond the area of the model developed previously by Opus, in order to address the suggestion by submitters at the 2007 Council Hearing that the proposed elimination of the right turn from Killarney Street to Taharoto Road could increase traffic using Pupuke Road (north) to access Taharoto Road via Ngaio Street or Rangitara Avenue. Figure 1: Base Model Network The model used the NSCC TRACKS model to provide initial or prior trip matrices. The matrices provided were for 2001 demands with a 2007 network (i.e. with the Esmonde Interchange completed, but with the Onewa southbound off ramp closed). The model is quite small, so it was possible to identify origin-destination pairs within the model that needed to be modified. These modifications were made manually. This is considered preferable to the option of using automated matrix estimation to improve the validation of a model, as this process can create false trips. Base models have been created for the AM and PM peak hours, namely and hours. The validation achieved is summarised in Tables 1 and 2, which indicate that: The traffic flow validation exceeds the target for the R squared criterion of 95% in the vicinity of a project, as specified in the Economic Evaluation Manual; The journey time validation along Anzac Street is good, with the modelled times all within the target of +/- 15%.

39 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 3 Table 1: Model validation results R 2 values achieved Count Definitions AM PM Links only Turns only Links + Turns Table 2: Journey time results along Anzac Street (seconds) AM Observed Modelled DIFF% Observed Modelled DIFF% Westbound % % Eastbound % % In terms of the flow validation along Anzac Street, we note the following: The modelled flows along Anzac Street, between Fred Thomas Drive and Barry s Point Road are about 100 vehicles/hour low in each direction in the AM peak. The modelled flows for Taharoto Road and Anzac Street, east of Barry s Point correlate well during this time period; The modelled flows along Anzac Street and Taharoto Road correlate well in the PM peak, being consistently within 50 vehicles/hour. 2.2 Future Traffic Demands Future models have been developed for the year The future demands have been derived from the 2021 TRACKS models, which feed through the cumulative effects of changes in land use (eg completion of Smales Farm and development within Takapuna), changes in the transport networks (such as the Northern Busway) and changes in travel behaviour (such as due to travel demand management initiatives and bus priority and bus service improvements). However, it is necessary to feed through the 2007 validated SATURN demands into the future demands. This has been undertaken by taking 14/20ths of the predicted differences in demands between the 2001 and the 2021 TRACKS models. This gives the differences in demands between 2007 and 2021, which have then been added to the validated 2007 SATURN demands. The resulting changes in demands predicted on Anzac Street and Taharoto Road, between 2007 and 2021, are set out in Tables 3 to 5. The daily flows have been interpolated from the AM and PM peak models and therefore should be viewed with some caution. The increases equate to between 2.8% to 3.8% per year. These rates may seem fairly high, but it reflects the level of development anticipated in the Takapuna and Smales Farm area. It should be stressed that the TRACKS model does reflect the likelihood of some mode shift between now and 2021, from private vehicle to other modes of travel. It is worth noting that the evidence provided to the Council Hearing stated that the future flow on Anzac Street will be 29,200 vehicles/day, east of Fred Thomas Drive. The new predicted flow for the same year is 29,300 vehicles/day, which is clearly very consistent with the previous figure. PM

40 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 4 Table 3: Predicted traffic flows along Anzac Street/Taharoto Road (vehicles/hour) AM Peak Taharoto Rd, west of Fred Thomas Drive Anzac St, east of Fred Thomas Drive Anzac St: east of Barry s Point Road PM Peak Taharoto Rd, west of Fred Thomas Drive Anzac St, east of Fred Thomas Drive Anzac St: east of Barry s Point Road 2007 Westbound 2021 Westbound 2007 Eastbound 2021 Eastbound 1,125 1,550 1,150 1, , , , ,275 1,675 2, ,250 1,125 1, ,175 1, Table 4: Predicted Daily Traffic Flows along Anzac Street/Taharoto Road (vehicles/day) Taharoto Road, west of Fred Thomas Drive Anzac Street, east of Fred Thomas Drive Anzac Street: east of Barry s Point Road 2007 Westbound 2021 Westbound 2007 Eastbound 2021 Eastbound 17,950 23,450 13,150 20,050 11,900 16,500 8,100 12,800 12,900 20,100 9,050 13,450 Table 5: Two-Way Daily Flow along Anzac Street/Taharoto Road (vehicles/day) Taharoto Road, west of Fred Thomas Drive Anzac Street, east of Fred Thomas Drive Anzac Street: east of Barry s Point Road ,100 43,500 20,000 29,300 22,000 33,600

41 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options Bus Flows Bus flows assumed in the 2007 model are based on the existing (2008) services. The modelling of future services is based on the following plot from the ARC s Auckland Passenger Transport Model, for the year Bus flows have been assumed to increase at a rate of 3% per year between 2016 and Figure 2: Bus Frequencies (Services in 2016 in the AM Peak Period, ) 2.4 Discussion on Future Traffic Demands It is important to recognise that the traffic forecasts should not be seen to be static. Indeed they may be affected by numerous factors, including: Recent (2008) experience has demonstrated the effects of the volatility in fuel prices on traffic volumes. It is probably too early to be able to accurately forecast the future fuel price and the effects of possibly sustained high prices on the traffic demands along Anzac Street, but clearly this factor may mean that the demands currently forecast for 2021 could overestimate the likely situation; It is also noted that the future forecasts indicate significant increases in demands along the Anzac Street corridor. This is dependant on new development taking place within Takapuna and around Smales Farm in a manner which is consistent with the City Blueprint; On the other hand, we are aware through our work for NSCC that the Council is currently assessing the possibility of further development taking place within the Takapuna CBD, beyond that currently envisaged by the Blueprint (and the 2021 traffic model). If this development eventuates, then the actual flows in 2021 may be greater than those currently estimated; More specific to Anzac Street, we are aware that work is underway to consider greater levels of development along the section of Anzac Street between Barry s Point Road and Auburn Avenue. The effects of greater volumes of traffic and greater intensity of turning movements to and from these developments are to be assessed by a subsequent commission. They are not addressed in this report;

42 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 6 The above issues of greater development, both along Anzac Street and within Takapuna generally, may be tempered by the likely response to any significant additional development within Takapuna, which would probably include the imposition of restrictive parking standards and emphasis on greater passenger transport and on travel demand management, rather than greater numbers of private vehicle movements. Traffic forecasts for the area will therefore be subject to several factors, some which will increase demands and others which will decrease demands. While we note that our forecasts are derived from the Council s own transport model which has been used for many applications within the North Shore, we suggest that there is a need to consider a lower set of assumptions, in order to confirm the justification to widen Anzac Street. Section 11 below therefore considers the implications of growth taking place at half the currently anticipated rate. An alternative approach is to consider the justification for the proposed widening given three scenarios: The existing (2007) modelled demands include a flow of 20,000 vehicles/day on Anzac Street, east of Fred Thomas Drive; The future demands for the year 2021 include around 29,000 vehicles/day on Anzac Street. This should be perhaps be referred to as the 29,000 vehicles/day test, rather than relating to a given year and if growth occurs at a lower rate than currently anticipated, then these volumes may still be achieved but at a later date; The mid point sensitivity test currently implicitly relates to a demand of 24,500 vehicles/day on Anzac Street in However, this could be referred to as the 24,500 vehicles/day test and it could equate to conditions in 2021 if growth occurs at half the expected rate. The forecasts for Anzac Street need to be taken in the context of the forecast flows heading to or from Takapuna. There are only three routes into the Takapuna and Devonport area, crossing the cordon shown in Figure 3. These are Esmonde Road, Taharoto Road and Kitchener Road.

43 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 7 Figure 3: Cordon around the Takapuna and Devonport area The modelled flows crossing this cordon in 2011 and 2021 are set out in Table 6. Table 6: Predicted Daily flows to/from Takapuna Esmonde Road 55,450 57,950 Taharoto Road 38,200 45,100 Kitchener Road 26,650 28,950 Total 120, ,000 The above table indicates that the majority of the increase in flows heading to or from Takapuna is predicted to be via the Taharoto Road route, which feeds directly onto Anzac Street. It should be noted that the above table indicates changes in demands over 10 years, whereas the flows in Tables 4 and 5 related to changes over 14 years.

44 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 8 3 ASSESSMENT OF EXISTING LAYOUT 3.1 Explanation of Operational Assessment The following sections of this report set out the modelled performance of a number of options with 2007 and 2021 demands. These results are summarised in terms of the volume to capacity ratios. The following comments are made by way of explanation of the results: A volume to capacity ratio of 100% represents the theoretical capacity ; In reality, conditions tend to deteriorate rapidly where the volume to capacity ratios exceed 90%, and values of around 90 to 95% represent the practical capacity ; SATURN is a widely used for many different types of traffic assessments. However, it does not model dynamic queues that build up and dissipate during cycles of the traffic signals, nor does it model fluctuations of flows within a peak hour. As such, it does not accurately predict the length of queues. 3.2 Existing (2007) Operation As noted in Section 2, traffic models have been developed for the AM and PM peak hours for the existing situation (i.e. late 2007, following the completion of the Esmonde Interchange). The existing operation of the two key intersections along the route, namely Anzac Street/Fred Thomas Drive/Killarney Street and Anzac Street/Barry s Point Road/Pupuke Road, is summarised at Appendix A, in terms of the volume/capacity ratios. The models indicate that both intersections are currently operating satisfactorily and within capacity. The main area of concern is the Fred Thomas Drive intersection in the PM peak hour, which from observation is generally operating satisfactorily, but the model indicates it to be at practical capacity. This is due to the high volumes of traffic travelling left out from Fred Thomas Drive, through from Anzac Street and right from Killarney Street (i.e. all movements to Taharoto Road, westbound) which all operate during separate phases. However, on the whole, the intersections seem to be operating adequately, and this reflects our on site observations. It is worth noting that the problems that used to be experienced in the PM peak related to the queues that used to extend back from the Taharoto Road/Northcote Road intersection, particularly the left turn to Northcote Road, toward the motorway. The provision of the new northbound on ramp from Esmonde Road and the east to west link from Esmonde Road to Akoranga Drive have relieved the situation along Taharoto Road, such that queues no longer extend back to Anzac Street. 3.3 Future (2021) Operation The increased demands will clearly affect the operation of the key intersections. The plots at Appendix A indicate that both intersections will be under extreme pressure by 2021, particularly the Fred Thomas Drive intersection in the PM peak.

45 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 9 4 OPTION 1: PROVISION OF WESTBOUND BUS LANE WITHOUT ROAD WIDENING 4.1 Option Details The models have been rerun with the assumption that the existing westbound kerbside lane becomes a bus lane, thereby reducing the number of lanes for general traffic to one (westbound only). The operation of both intersections after the introduction of this westbound bus lane is summarised in Appendix B. Our previous report (see section 1 for details) indicated the severe delays that would be experienced if the bus lane is implemented without other changes. This test therefore includes the following additional network changes, in order to improve the performance of the bus lane option, namely: Firstly, at the Fred Thomas Drive intersection, the right turn and through movements from Killarney Street have been banned, as is proposed with the widening scheme. These turn bans have been tested as they will free up some green time for the westbound movement from Anzac Street, by eliminating a low capacity signal phase. Secondly, at the Barry s Point Road intersection, the Pupuke Road approach has been modified from a single lane approach to a dual lane approach. The future approach includes a right turn only lane and a left turn and through movement lane. This second lane was introduced to accommodate the increase in traffic from the banning of the Killarney Street movements. This option is shown schematically at Figure 4 (with each arrow indicating a lane at the stop line). Figure 4: Schematic Plan of Option 1 (showing number of lanes at the two key intersections)

46 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options Predicted Operation with 2007 Demands The model indicates that the Fred Thomas Drive intersection will operate significantly over capacity in the PM peak period. The intersection is also predicted to be at practical capacity in the AM peak, as is the Barry s Point Road intersection in both peaks. The bus lanes are predicted to operate with very low degrees of saturation, indicating that the level of service for buses would be good. However, buses would become caught up in queues of general traffic, beyond the bus lanes, at around the Anzac Street/Auburn Street intersection. The situation in the PM peak at the Fred Thomas Drive intersection is caused by the significant flows heading to Taharoto Road from three single lane approaches, namely: 330 vehicles/hour turning left from Fred Thomas Drive; 1,120 vehicles/hour travelling through from Anzac Street; 280 vehicles/hour turning right from Killarney Street. The above give a total flow of 1,730 vehicles/hour (and the modelled flow is 1,670 vehicles/hour). Given that these all operate during separate phases, from a single lane on each approach and that there is also a pedestrian crossing across Taharoto Road which holds up all three approaches for part of the cycle, it should not be surprising that the intersection does not operate well with this scenario. 4.3 Predicted Operation with 2021 Demands This option is predicted to operate with substantial delays in both time periods. In reality the operation of this scenario may be worse than currently reported, as some westbound vehicles travelling along Anzac Street are predicted by the model to turn left into Barry s Point Road, then using Des Swann Drive and Fred Thomas Drive to rejoin Taharoto Road.

47 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 11 5 OPTION 2: PROVISION OF WESTBOUND BUS AND HOV LANE WITHOUT ROAD WIDENING Option 1 assumed that the westbound kerbside lane would be used by buses only (plus left turns on the approaches to the two main intersections). This was predicted to lead to problems, due to the high flows on Anzac Street in the single westbound lane for general traffic. Option 2 seeks to reduce the extent of adverse effects of Option 1 by introducing High Occupancy Vehicles into the bus lane. This has been assessed by assuming that 10% of the general traffic flow will be HOVs. This option is shown schematically at Figure 5 and the intersection operation results are provided at Appendix C. Figure 5: Schematic Plan of Option 2 (showing number of lanes at the two key intersections) 5.1 Predicted Operation with 2007 Demands The model indicates that the operation of the corridor will be improved by the inclusion of HOVs in the westbound kerbside lane, relative to Option 1. However, the Fred Thomas Drive intersection will still be operating right at (or slightly over) theoretical capacity in the PM peak period, with existing demands. 5.2 Predicted Operation with 2021 Demands This option is predicted to operate with substantial delays in both time periods.

48 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 12 6 OPTION 3: PROVISION OF WESTBOUND BUS AND HOV LANE WITH ROAD WIDENING ( CURRENT SCHEME ) The above options sought to provide bus priority westbound along Anzac Street without widening the route and the analysis indicated that this is not possible without significantly affecting conditions for general traffic (and indeed buses, due to queues extending back). Option 3 therefore relates to the widening scheme, as previous proposed (see section 1 for details). This option is shown schematically at Figure 6 and the intersection operation results are provided at Appendix D. Figure 6: Schematic Plan of Option 3 (showing number of lanes at the two key intersections) We have assumed that the westbound bus priority operates as a bus lane and not as a transit lane. This is consistent with the position taken for the project to date, but consideration needs to be given to widening out the use of the priority lane. 6.1 Predicted Operation with 2007 Demands The model indicates that the two main intersections will both operate satisfactorily in both peak periods, with this option. Certain approaches to the Barry s Point Road intersection are predicted to be operating at practical capacity in both peaks, as is the Fred Thomas Drive intersection in the PM peak, with maximum degrees of saturation of 85 to 90%, but this situation could be improved by further optimisation of signal timings.

49 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options Predicted Operation with 2021 Demands The model indicates that the Barry s Point Road intersection will be operating at theoretical capacity in both peaks, with maximum degrees of saturation of around 100%, while the Fred Thomas Drive intersection is predicted to be operating at around 95% in the PM peak.

50 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 14 7 OPTION 4: CURRENT SCHEME PLUS EASTBOUND BUS LANE The current scheme (called Option 3 in this report) includes a westbound bus lane along Anzac Street but it provides no eastbound priority for buses. This addresses the main direction in which delay is predicted to occur. However, Section 2 above noted the possibility of additional development within Takapuna which is likely to depend to a greater extent on accessibility via passenger transport. In the absence of any new traffic/transport corridors to/from Takapuna, this increases the importance of Anzac Street by buses, which then suggests that eastbound bus priorities are required, in order to ensure that the greater level of passenger transport can be delivered to Takapuna. Option 4 has therefore assumes the following layout (in addition to the measures proposed with Option 3): The eastbound bus lane starts at the Anzac Street / Fred Thomas Drive intersection, in place of a general traffic lane; The provision of only one general traffic lane east of the intersection then dictates that the layout changes on the Taharoto Road approach to the intersection; The bus lane would extend east beyond Barry s Point Road, but would terminate at midblock pedestrian signals. These signals would clearly facilitate greater pedestrian accessibility, which will be essential if greater frontage activity is envisaged, and the signals could be located close to the eastbound bus stop. Buses would then trigger the signals and be able to use a bus B phase, to allow them an early start on the approach to the Anzac Street / Auburn Street intersection; The eastbound approach to the Anzac Street / Auburn Street intersection currently operates with one through lane and two right turn lanes. Most buses go straight through in order to reach the Takapuna bus station while some turn right into Auburn Avenue. Initial modelling tests indicate that the two right turn lanes are required for general traffic, and with the split of buses at this point the suggestion of stopping the bus lane short of the intersection seems sensible; A further westbound bus priority has been assumed with this option, with buses able to use the left turn lane east of the Auburn Avenue intersection. This option is shown schematically at Figure 7 and the intersection operation results are provided at Appendix E..

51 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 15 Figure 7: Schematic Plan of Option 4 (showing number of lanes at the two key intersections) 7.1 Predicted Operation with 2007 Demands The performance of this option is predicted to be similar to that of Option 3. That is to say, the single eastbound lane on Anzac Street for general traffic is not predicted to be a problem. 7.2 Predicted Operation with 2021 Demands The performance of this option is generally predicted to be similar to that of Option 3 in 2021, but the single eastbound lane is predicted to be at capacity at the approach to the Barry s Point Road intersection in the AM peak. Also, the model is predicting some rerouting of eastbound traffic via Killarney Street. The operation of this option would be improved by the removal of the proposed right turn from Anzac Street into Pupuke Road.

52 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 16 8 OPTION 5: SHORTENED WESTBOUND BUS LANE The current scheme (called Option 3 in this report) includes a westbound bus lane along Anzac Street from Auburn Street to Fred Thomas Drive. The tests on option 1 and 2 indicated that bus priority cannot be achieved by taking away a general traffic lane, due to the significant congestion that this causes at the western end of the route, approaching Fred Thomas Drive. This additional option therefore considers the possibility of widening only the section of Anzac Street between Barry s Point Road and Fred Thomas Drive, as a short term option, in order to provide a westbound bus lane west of Barry s Point Road. The Anzac Street / Barry s Point Road is assumed to be generally as at present, except for the addition of the additional westbound exit lane on Anzac Street (i.e. the new bus lane) while the Anzac Street / Fred Thomas Drive intersection is assumed to be the same as at present, with the addition of the westbound bus lane. That is to say, we have assumed that turns are retained out from Killarney Street. However, this phase time has been assumed to be minimised, with some traffic diverting to the wider approach from Pupuke Road to Anzac Street. This option is shown schematically at Figure 8 and the intersection operation results are provided at Appendix F. Figure 8: Schematic Plan of Option 5 (showing number of lanes at the two key intersections) 8.1 Predicted Operation with 2007 Demands The model indicates that the two main intersections will both operate satisfactorily in both peak periods, with this option. Some approaches are predicted to be at or approaching capacity but this could be improved by further signal optimisation.

53 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options Predicted Operation with 2021 Demands The model indicates that the Barry s Point Road intersection will be operating at theoretical capacity in both peaks, with maximum degrees of saturation approaching 100%, while the Fred Thomas Drive intersection is predicted to be operating at around 95% to 100% in the PM peak.

54 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 18 9 OTHER OPTIONS 9.1 Modifications to current scheme The above section indicated that the proposed widening scheme will be operating at practical capacity by A number of possible changes to the scheme have been identified (but not modelled at this stage): Consideration should be given to the introduction of a westbound kerbside bus lane along Taharoto Road to the bus stop just beyond Rangatira Avenue. This would make use of the current reduced level of flow along Taharoto Road (i.e. after the completion of the Esmonde Interchange but before flows build back up again, for example due to development in and around Smales Farm). This will significantly improve the reliability of bus services, but it should not adversely affect conditions for general traffic if the bus lane is terminated short of the Northcote Road intersection. There was criticism from some quarters that the previous scheme required the acquisition of land in order to re-introduce the right turn from Anzac Street to Pupuke Road. This was proposed due to the removal of the right turn to Killarney Street, and to offset the effect of removing right turns to/from properties along Anzac Street. However, the demand for the right turn will be fairly light, so the decision to provide this turn may need to be reconfirmed, particularly if an eastbound bus lane is to be introduced along Anzac Street, as the right turn to Pupuke Road will adversely affect the operation of the single eastbound lane with that option. Consideration could also be given to signalising the Taharoto Road/Rangatira Avenue intersection. Right turns out from Rangatira Avenue are already quite dangerous and local residents at the Council Hearing were concerned that the proposed ban on right turns from Killarney Street onto Taharoto Road will cause traffic to divert to Rangatira Avenue or Ngaio Street via Pupuke Road (north from Killarney Street). It is the intention that traffic will use Pupuke Road (south from Killarney Street) to reach Taharoto Road, but some vehicles will inevitably try the routes via Rangatira Avenue or Ngaio Street. Our evidence to the Council Hearing suggested that the rate of diversion will be naturally constrained by the limited capacity of the right turns. However, one could take the alternative view and seek to safely accommodate vehicles diverting, i.e by introducing signals at the Taharoto Road/Rangatira Avenue intersection. These signals could also provide a safe crossing for pedestrians, and even cyclists, heading to/from the cycle lanes along Killarney Street. This option is bound to be seen as a two edged sword as it will safely accommodate legitimate movements (such as local residents), but it will also encourage the use of this route by rat runners who have less of a legitimate need to use the route. The current scheme retains the existing two lane approach from Barry s Point Road to Anzac Street. Our report of January 2008 considered changing the lane allocation, with the existing left turn give way lane being changed to allow through movements as well. However, that report noted that the benefits in terms of increased capacity for right turns from Barry s Point Road would be matched by a decrease in the capacity of the left turn, which would have to change from give way to signalised control. An option to overcome this issue would be to provide a third lane on the Barry s Point Road approach to Anzac Street. This was proposed in one of the options put forward for Anzac Street widening, but it is not included in the current scheme. This may be due to the constraints of the road reserve, as a third lane may be difficult to accommodate, due to the swept path of right turns into Barry s Point Road from Anzac Street, but the feasibility of this extra lane should be reconfirmed.

55 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 19 On the other hand, we note that the current scheme allows right turns from Fred Thomas Drive to Anzac Street in lanes 2 and 3. The feasibility of a bus turn right from lane 2 at the same time as a car in lane 3 should be confirmed, as it is believed to be tight. The Commissioner s Decision relating to the Anzac Street widening project referred to the possibility of the council considering providing for U turns, in order to offset the effects of the raised median along Anzac Street. The example of Fendalton Road, on the route from Christchurch Airport to the Christchurch CBD was mentioned. We suggest that this needs to be properly considered before any Environment Court Hearing, as the idea would appear to have merit. Indeed, it is somewhat inconsistent that U turn facilities have been provided along Esmonde Road, where a raised median has been introduced, but that U turn facilities are not going to be provided along Anzac Street. However, we believe, from inspection, that it will be a struggle to squeeze in a U turn facility along Anzac Street without either going beyond the designation or by compromising some other aspect of the project. This should be confirmed by Maunsell, as the council s design consultant for this project. 9.2 Option 6: Byron Ave to Barry s Point Road Link The concept of a new link across the Upper Shoal Bay was put forward for consultation as one option for Anzac Street Widening. This option, probably using Byron Avenue (or possibly Huron Street) would have provided a direct link for buses, pedestrians and cyclists between the Takapuna CBD and the Barry s Point Peninsula, and on to the Akoranga station. This link therefore would have provided a direct route for buses between the Takapuna and Akoranga bus stations which would not require these vehicles to compete for roadspace along either Esmonde Road and Anzac Street, which are two of the three regional arterial routes serving Takapuna. The provision of a link for pedestrians and cyclists across the Upper Shoal Bay would have been consistent with council planning officers desire for the Barry s Point Peninsula to become part of a future expansion of the Takapuna CBD. However, we recall that this concept was strongly opposed by some councillors, to the extent that we consider that council officers should confirm whether this option is worthy of any further consideration. 9.3 Option 7: Anzac Street/Killarney Street One Way System A further option that was considered as part of the previous Assessment of Alternatives was that of a one way system which would have used Killarney Street for eastbound traffic, Auburn Street for southbound and Anzac Street for westbound traffic (with a contraflow bus lane along Anzac Street). This option has been modelled previously, and we are aware of the following issues: One way systems often offer operational advantages as a result of simpler signal phasing. However, they almost always lead to significant diversions for some trips. For example, a person approaching a house in Killarney Street (just west of Auburn Street) from the east will have to go almost all the way round the one way system (even with the possible cut through via Pupuke Road, which would remain as a two way street, between Anzac Street and Killarney Street). One way systems also redistribute traffic flows and almost inevitably increase flows along certain legs of the gyratory. In this case, the one way system would increase flows along Killarney Street and Auburn Street (between Killarney Street and Anzac Street). This section of Auburn Street is the front door for Takapuna Primary School and this is a particular concern with this option.

56 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 20 The previous assessment considered options both with and without a contraflow bus lane along Anzac Street. It seems essential that eastbound buses are accommodated in a direct a route as possible, but there appear to be operational difficulties in providing the contraflow bus lane. It would appear strongly desirable for the contraflow eastbound lane to be separated from westbound traffic by a raised median, but this then significantly restricts access to properties along the northern side of Anzac Street. A flush median may be possible, but the issue of permitting eastbound access to properties along Anzac Street creates operational complexities. The location of the Takapuna Fire Station, along Killarney Street, is also problematic. We expect that the Fire Service would be extremely concerned about a one way system which would require vehicles attending emergencies to the west (eg to access the motorway) to start their journey by heading east. We have not remodelled this option as part of this reassessment, due to the above issues. None of these issues are on their own considered to be fatal flaws, but they are each quite significant, particularly those issues relating to the school and property access along Anzac Street, to the extent that we do not think that the option is worthy of further consideration or of remodelling. This needs to be confirmed by Council Officers.

57 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options ANALYSIS OF RESULTS 10.1 Total travel times Sections 3 to 8 above set out the operational issues associated with the do minimum and Options 1 to 5. Table 6 below summarises the total travel time, for each of these options. Table 6: Total travel time in hours/hour Scenarios AM PM AM PM Do minimum Option Option Option Option Option This table indicates that: Option 1, providing bus lanes without road widening, will have marginal adverse effects on total travel times in the AM peak with existing (2007) flows, but a greater adverse effect in the PM peak. The adverse effects will be substantially worse in the future; Option 2, providing a bus and HOV lane without road widening, will have less adverse effects than Option 1, but the adverse effects relative to the do minimum will still be significant in the future. Option 3 will have almost no effect on the total travel times with existing flows, relative to the do minimum, but it will offer significant benefits in the future; Option 4 will lead to similar overall times in 2007 (compared with option 3), but will slightly increase times in the AM peak in 2021; Option 5 will offer the majority of the benefits of Option Travel Times along Anzac Street It should be noted that this summary relates to vehicle travel time, not person travel times. The operation of the Anzac Street corridor for buses and general traffic is summarised at Table 7.

58 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 22 Table 7: Journey Time Comparison along Anzac Street (seconds) 2007 AM 2007 PM Direction Westbound Eastbound Westbound Eastbound Vehicle(lane) Type Buses & HOV General Traffic Buses & HOV General Traffic Buses & HOV General Traffic Buses & HOV Do minimum Option Option Option General Traffic Option Option AM 2021 PM Direction Westbound Eastbound Westbound Eastbound Vehicle(lane) Type Buses & HOV General Traffic Buses & HOV General Traffic Buses & HOV General Traffic Buses & HOV Do minimum Option Option Option General Traffic Option Option The above table indicates that: Option 1 will make the westbound journey time significantly worse for general traffic, in the PM peak. This option is predicted to improve conditions for buses, but, as noted above, the model does not adequately reflect the length of the queue of general traffic, and this is likely to extend back to affect bus times; Option 2 is still predicted to make the westbound journey time significantly worse for general traffic in the 2021 PM peak, relative to the do minimum scenario; Option 3 is predicted to improve journey times for buses and general traffic in both directions and in both 2007 and 2021 Option 4 will slightly adversely affect journey times for general traffic heading eastbound; Option 5 offers similar travel times to Option 3 in 2007, but will lead to slightly longer journey times by Changes in Traffic Flows The assessment of each option at sections 3 to 8 above included comments on the reassignment of traffic to adjacent routes. Tables 8 to 10 therefore compare the daily flows predicted to use each road crossing a number of screenlines. These screenlines are shown at Figure 9 below.

59 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 23 Figure 9: Screenlines along the Anzac Street Corridor Table 8: Two Way Flow Summary Screen Line 1 Taharoto Road Pupuke Road Total Taharoto Road Pupuke Road Do Minimum 31,100 3,800 34,800 43,500 5,500 48,900 Option 1 31,700 3,800 35,500 45,400 5,300 50,700 Option 2 31,900 3,800 35,700 45,100 5,700 50,800 Option 3 33,500 3,400 36,900 44,300 6,000 50,300 Option 4 33,200 3,600 36,800 46,200 5,900 51,100 Option 5 32,100 3,800 36,000 44,200 5,500 49,700 Table 9: Two Way Flow Summary Screen Line 2 Killarney West Anzac West Des Swann Total Killarney West Anzac West Des Swann Do Minimum 10,300 20,000 6,000 36,300 12,900 29,300 11,100 53,400 Option 1 6,600 21,300 9,800 37,600 11,600 34,800 14,500 60,900 Option 2 6,400 21,900 9,400 37,800 10,700 35,400 14,300 60,400 Option 3 6,000 23,800 7,200 36,900 8,900 35,800 9,700 54,400 Option 4 7,500 23,000 6,600 37,100 10,400 34,900 9,700 54,900 Option 5 7,600 22,800 6,700 37,000 11,200 33,500 9,900 54,600 Total Total

60 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 24 Table 10: Two Way Flow Summary Screen Line Killarney East Anzac East Total Killarney East Anzac East Total Do Minimum 11,200 22,000 33,200 14,600 33,600 48,200 Option 1 9,900 23,300 33,200 14,500 35,100 49,600 Option 2 9,500 23,500 32,900 13,400 36,300 49,700 Option 3 11,000 22,200 33,200 13,900 34,200 48,100 Option 4 13,000 19,500 32,500 15,400 31,200 46,600 Option 5 10,000 23,200 33,200 13,300 34,400 47,700 The above indicates that: The effect of all options on Pupuke Road (north of Killarney Street) is quite consistent between all options. This means that the proposed turn bans from Killarney Street to Taharoto Road is not predicted to divert significant volumes of traffic via Pupuke Road; Significant volumes of traffic are predicted to use Des Swann Drive in preference to Anzac Street with the Do Minimum and Option 1 and 2. The model may be oversensitive to this issue but it reflects the significant levels of congestion predicted within the Anzac Street corridor by 2021; The increase in flows crossing Screenline 2 with Options 1 and 2 reflect some doubling back in the model, due to the predicted congestion; Option 3 is predicted to divert some traffic from Killarney Street to Anzac Street due to the increases in capacity and the turn restrictions on movements to/from Killarney Street Comparison with previous assessment It is worth comparing the new results with those from the previous assessment. The comparison, provided at Table 8, indicates that the benefits now predicted by the new assessment are generally greater than those indicated by the previous assessment. This is probably a good outcome for the Council, as it indicates that the justification of the scheme now is slightly greater as it was prior to the opening of the Esmonde Interchange. (Clearly we recognise that one might argue that a good outcome would be for the scheme not to be required). Table 8: Benefits in terms of total travel time (hour/hour) Model Previous Assessment Base Year 2021 AM PM AM PM New assessment

61 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options SENSITIVITY TESTS Section 2 above noted the possibility of higher or lower growth rates along Anzac Street. This section considers the sensitivity of the assessment to lower growth rates, by halving the predicted growth. This could either be interpreted to be forecasts for a mid year of around 2014, or a lower growth rate for the year Table 11: Total travel time in hours/hour: 2014 AM Do minimum Option Difference PM Table 12: Journey Time Comparison along Anzac Street (seconds) 2014 AM 2014 PM Direction Westbound Eastbound Westbound Eastbound Vehicle(lane) Type Buses & HOV General Traffic All Vehicles Buses & HOV General Traffic All Vehicles Do minimum Option The above indicates that the growth of benefits will be fairly modest between 2007 and 2014, but that it will grow significantly after 2014, in the PM peak.

62 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options CONCLUSIONS This report has reassessed the need for the Anzac Street widening project. The project proposed would provide a westbound bus lane, improve pedestrian and cycle safety and amenity, and upgrade the two key intersections. The reassessment has been based on a new traffic model which has been validated against traffic flows and conditions since the completion of the Esmonde Interchange upgrade in mid The forecasts for the year 2021 are based on new figures from the Council s TRACKS transport model, which indicates that traffic flows along Anzac Street will rise from a current flow of around 20,000 vehicles/day (west of Barry s Point Road) to around 29,000 vehicles/day in This figure is very consistent with the previous prediction. The report also notes that there are a number of factors that will affect the rate of change of traffic demands, with some potentially reducing the rate of increase and others potentially accelerating that rate. Specifically, the report has not assessed the effects of the possible plan change relating to development alongside Anzac Street itself. This is to be the subject of a forthcoming separate commission. Also, we are aware that the direction of the Anzac Street project needs to be consistent with the ongoing strategic study which is considering the future growth of Takapuna as a sub regional centre. The assessment has also been based on the latest bus service frequencies proposed by ARTA. These flows are lower than envisaged a few years ago, but Anzac Street will still be an important route for buses on the North Shore. The reassessment of the Anzac Street Widening project concludes: The intersections and therefore the corridor are currently operating at an acceptable level; Converting an existing general traffic lane into a bus lane (termed Option 1) would have serious negative consequences, both on general traffic, and buses, due to the extent of queues of general traffic; The option of operating the westbound lane for buses and High Occupancy Vehicles (termed Option 2) would reduce the adverse effects, relative to Option 1, but these negative effects will still be substantial in the future; It is noted that the above options would not improve the safety and amenity of the corridor for pedestrians and cyclists, and right turn movements to/from adjacent properties will continue to affect the operation of the corridor; The widening option (as previously proposed, and termed Option 3) is predicted to offer a similar, but slightly higher level of benefits to those indicated by the previous assessment. As such, the justification for the scheme is unaltered. The new assessment indicates that it will offer benefits both for buses and general traffic. It will also offer improvement to conditions for pedestrians and cyclists; This report has identified the possibility of improvements to Option 3, which may be worth considering further, including the provision of an eastbound bus lane and the option of implementing the western end of the project first. It has also briefly reconsidered two options previously identified, namely the provision of a bus, pedestrian and cycle link across the Upper Shoal Bay, and a one way system, clockwise around Killarney Street, Auburn Street and Anzac Street, with a contraflow bus lane along Anzac Street.

63 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 27 As a result of this reassessment, we recommend that the Anzac Street widening project proceeds, as previously proposed, following consideration of the potential improvements noted in this report. These are: The provision of a westbound bus priority lane along Taharoto Road, from Fred Thomas Drive to Rangatira Avenue; The provision of a section of bus priority westbound along Anzac Street, approaching Auburn Avenue; The report has also queried the proposed reintroduction of the right turn from Anzac Street to Pupuke Road, particularly if an eastbound bus priority lane is pursued.

64 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 28 APPENDIX A Predicted Degrees of Saturation with existing road layouts

65 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 29 Do Minimum AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Do Minimum PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

66 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 30 Do Minimum AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Do Minimum PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

67 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 31

68 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 32 APPENDIX B Predicted Degrees of Saturation with Implementation of Option 1

69 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 33 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

70 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 34 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

71 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 35

72 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 36 APPENDIX C Predicted Degrees of Saturation with Implementation of Option 2

73 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 37 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

74 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 38 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

75 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 39

76 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 40 APPENDIX D Predicted Degrees of Saturation with Implementation of Option 3

77 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 41 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

78 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 42 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

79 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 43

80 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 44 APPENDIX E Predicted Degrees of Saturation with Implementation of Option 4

81 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 45 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

82 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 46 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

83 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 47

84 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 48 APPENDIX F Predicted Degrees of Saturation with Implementation of Option 5

85 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 49 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

86 Reassessment of Anzac Street Widening Report 2: Reassessment of Future Demands and Options 50 Option AM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road Option PM Fred Thomas Drive / Killarney Street Pupuke Street / Barry s Point Road

87 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT D Parking Recommendations

88 Table of contents Anzac Street West Precinct project: Recommendations for Parking Standards 1. Introduction Planning context Comparison of District Plan parking rates in Auckland Current parking rates in Takapuna Parking rates in Mixed Use zones in North Shore City Parking rates in other parts of the Auckland region Summary Residential parking rates Regional Parking Strategy Census data Comparison summary of residential parking rates Recommended residential rates Office and retail parking rates Regional Parking Strategy Flow report Target modal split for Takapuna Comparison summary of office and retail parking rates Recommended office and retail Conclusions Attachments Attachment A: Map of Takapuna Introduction This report recommends parking rates for the Anzac West Precinct development project. The recommendations will assist in developing parking standards for the Council Plan change for this precinct. The plan change is part of the wider Takapuna Strategic Review. The report starts by comparing the current parking rates of Takapuna with parking rates for mixed use zones in North Shore City and other parts of the Auckland region. It then draws on these and other sources to recommend parking rates, looking at residential first then retail and office. The other sources include: The Auckland Regional Parking Strategy 2009 Previous reports recommending parking rates for different areas in North Shore City Council Statistical data to estimate parking demand. In summary, the report recommends lower parking requirements than currently exist in Takapuna, and suggests setting maximums to align with the direction of regional parking policy. The following table sets out the recommended parking rates for the Anzac Street West precinct. 1

89 Residential Minimum Maximum One bedroom dwelling 0.8 spaces per unit One space per unit Two bedroom dwelling One space per unit 1.5 spaces per unit Three or more bedroom dwelling 1.5 spaces per unit Two spaces per unit Visitor parking One space per five units One space per five units Bicycle parking for residents One stand per unit (secure, undercover and well-lit) Office and retail Minimum Maximum Non-residential at ground floor 1:40 m² 1:20 m² Non-residential above ground floor 1:50 m² 1:35 m² Mobility, bicycle and loading Mobility parking Bicycle parking for employees (secure, undercover and well-lit) Bicycle parking for visitors/ customers (undercover with good passive surveillance and lighting) Loading Minimum One space for less than 20 spaces Two spaces per spaces plus one space for each additional 50 spaces One stand per 300 m² Retail one stand per 200 m² Office one stand per 800 m² Based on GFA as per current District Plan standards Table 1: Recommended parking standards for Anzac Street West precinct 2. Planning context The Anzac Street West project is part of the Takapuna Strategic Review. It is looking at development options for an area surrounding Anzac Street to coincide with planned widening of the street. The project will involve a District Plan change to allow for different land uses in the area, which will involve changes to the current parking standards. In the options developed for community feedback, residential use remains the core land use in the precinct, but with mixed use buildings (residential above, with office or retail below). The residential consists of apartments and terrace housing to achieve increased density. Parking requirements in mixed use and higher density residential developments can be lower due to the proximity of services and employment within walking distance. Takapuna has good public transport accessibility, further reducing the need for reliance on car travel, and therefore on parking. The Anzac Street West precinct is the area bordered by Killarney Street to the north, Pupuke Road to the west, Aubern Street to the east, and Huron Street to the south (see the map in Attachment A). 3. Comparison of District Plan parking rates in Auckland 3.1. Current parking rates in Takapuna The current parking rates for Takapuna are the same as for the rest of North Shore City (excluding Albany Village, Albany Centre and Browns Bay, which have different parking rates), except Takapuna has a lower rate for retail in Business 3 zones. The different rate may reflect historical provision and the mixed use nature of Takapuna. The current parking rates are as follows. 2

90 Residential Minimum Residential unit with a GFA of 50 m² or less One space Residential unit with a GFA in excess of 50 m² Two spaces Visitor parking for residential units with a GFA in One space per 2 residential units excess of 50 m² Retail Minimum Takapuna Business 3 zones (see Attachment A 1:35 m² GFA for map showing District Plan zones) All other areas 1:20 m² GFA Office Minimum Public service counters and related areas 1:20 m² All other office 1:35 m Mobility, bicycle and loading Minimum Mobility parking One space for less than 20 spaces Two spaces per spaces plus one space for each additional 50 spaces Bicycle parking No requirement Loading Based on GFA Table 2: Current District Plan parking rates for Takapuna 3.2. Parking rates in Mixed Use zones in North Shore City North Shore City Council s District Plan contains different parking standards for Business 11 zones (land located in Albany Centre) compared to other parts of the city. It also provides different parking standards for Business 12 Mixed Use Zones (located in Albany Village and Browns Bay). The requirement for residential parking in the Business 12 and Business 11 zones is generally lower than Takapuna s. The parking rates in Albany Centre and Albany Village differ from Takapuna in having maximums. Business 11 Zones The Business 11A and 11B zones are similar to the Anzac Street West precinct in: the mixed use nature of the development, and the availability and proximity of public transport services. Business 11A is a mixed use area with retail activities along the main street and a mix of residential and office above ground. Business 11B is an employment area with the possibility of some apartments and convenience retail. The parking rates of 11A and 11B are as follows. Residential Minimum Maximum One bedroom unit 0.8 spaces per unit One space per unit Two bedroom unit 1.1 spaces per unit 1.5 spaces per unit Three or more bedroom unit 1.6 spaces per unit Two spaces per unit Visitor parking One visitor space per five units None Activity Minimum Maximum Ground floor (other than One space per 22 m² GFA One space per 20 m² GFA residential or supermarket) Above ground floor (other than residential or supermarket) One space per 41 m² GFA One space per 37 m² GFA Table 3: Current District Plan parking rates for Business 11A Zone (Main Street) 3

91 Residential Minimum Maximum One bedroom unit 0.8 spaces per unit One space per unit Two bedroom unit 1.1 spaces per unit 1.5 spaces per unit Three or more bedroom unit 1.6 spaces per unit Two spaces per unit Visitor parking One visitor space per five units None Activity Minimum Maximum Ground floor (other than One space per 32 m² GFA One space per 22 m² GFA residential or supermarket) Above ground floor (other than residential, supermarket, office or medical) Office located above ground floor Medical services located above ground floor 10% lower than that required under Table 12.1 of the District Plan One space per 41 m² GFA One space per 22 m² GFA 10% higher than that required under Table 12.1 of the District Plan One space per 37 m² GFA One space per 20 m² GFA Table 4: Current District Plan parking rates for Business 11A Zone (Non Main Street) and Business 11B Zone Business 12 Mixed Use Zones North Shore City Council s District Plan contains the following parking rates for Business 12 Mixed Use zones in Albany Village for sites less than 1000 m² GFA, and in Browns Bay. 1 Both these areas are similar to Anzac Street West in their mixed use nature, but are located in much smaller town centres than Takapuna. The rates are as follows. Residential Minimum Maximum One bedroom One space per unit One space per unit Two bedroom unit 1.5 spaces per unit Two spaces per unit Three or more bedroom unit Two spaces per unit Two spaces per unit Visitor parking One visitor space per five units One visitor space per 5 units Activity Minimum Maximum Ground floor One space per 30 m² GFA One space per 20 m² GFA Office located above ground floor One space per 37 m² GFA One space per 35 m² GFA Table 5: Current District Plan parking rates for Business 12 Mixed Use zones in Albany Village Residential One bedroom Two bedroom Three bedroom Visitor Activity Offices Retail Minimum One space per unit 1.5 spaces per unit Two spaces One visitor space per five residential units Minimum One space per 35 m² GFA One visitor space per 30 m² GFA Table 6: Current District Plan parking rates for Business 12 Mixed Use Zones in Browns Bay 1 North Shore City Council Plan Change 19: Business 12 Mixed Use Zone 4

92 3.3. Parking rates in other parts of the Auckland region In other parts of the region, there are reduced parking standards for mixed use and high density town centres. Auckland City Council Mixed Use Zones: Auckland City Council s residential parking rates for Mixed Use Zones include both minimums and maximums, and are as follows. 2 Residential Minimum Maximum Studio and one bedroom units One parking space per residential None that are less than 75 m² gross floor area unit Two or more bedroom units as One parking space Two parking spaces well as any unit with a GFA greater than 75 m² Visitor parking One space per five residential None units Loading spaces One space per 10 residential units None Parking standards in Part 12 of Auckland City Council s District Plan (Isthmus section) apply to other activities. New Market Growth Area Structure Plan The Newmarket Growth Area Structure Plan 3 sets out parking rates which relate to floor areas rather than activities. This is to allow changes in ground floor activities to occur more easily. The Structure Plan also contains maximums and, in some cases, no minimums. In addition, it sets out requirements for cycle storage. Policy 5.4 justifies the parking rates: To encourage the use of public transport (bus and rail), walking and cycling and to restrain the use of private vehicles. By limiting the supply of on-site car parking to a level which reflects the existing and future accessibility of Newmarket by public transport, the capacity of the road network, the existing car parking facilities and the Mixed Use nature of the town centre By ensuring that facilities are established which encourage alternative forms of transport to private motor vehicles, such as cycle storage As discussed in Section 5.1, setting maximums provides a more market-driven approach by allowing developers to determine how much parking is provided. Not setting minimums provides greater flexibility. The rates for the inner parking area (which approximately corresponds to the Anzac Street West precinct in terms of activities, presence of a main arterial route, and availability and proximity to public transport) are as follows. 2 Auckland City Operative District Plan (Isthmus Section): Plan Modification 71 3 Auckland City Operative District Plan (Isthmus Section): Plan Modification 196 5

93 Activity Minimum Maximum Activities on ground floor and No minimum 1 space per 25 m² of GFA GFA is less than 1000 m² Activities on ground floor and 1 space per 30 m² of GFA 1 space per 25 m² of GFA GFA is greater than 1000 m² Activities not located on ground No minimum 1 space per 40 m² of GFA floor and GFA is less than 1000 m² Activities not located on ground 1 space per 60 m² of GFA 1 space per 40 m² of GFA floor and site is greater than 1000 m² Bicycle parking Minimum Maximum Bicycle parking All activities One space for cycle storage per 800 m² GFA No maximum Table 7: Parking rates for Newmarket Growth Area Structure Plan New Lynn Concept Plan Waitakere City Council s New Lynn Concept Plan 4 sets parking rates based on floor area, as does the Newmarket Growth Area Structure Plan, but also differentiates according to the environment. There is no minimum for activities that have a GFA smaller than 1000 m² in the Mainstreet environment. Activity Any residential or non-residential activity with a GFA less than 1000 m² in the Mainstreet area Any non-residential activity on ground floor with a GFA greater than 1000 m² in the Mainstreet area Any non-residential activity not on ground floor with a GFA greater than 1000 m² in the Mainstreet area Any non-residential activity at ground floor in the Commercial area Any non-residential activity not at ground floor in the Commercial area Loading General goods handling (retail, wholesale, manufacturing etc) Non-goods handling (offices etc) Table 8: Parking rates for New Lynn Concept Plan Minimum No minimum Minimum one space per 35 m² Minimum one space per 50 m² Minimum one space per 25 m² Minimum one space per 35 m² Loading bay minimum requirement 0-5,000 m² GFA: 1 space 5,001-10,000 m² GFA: 2 spaces Greater than 10,000 m2 GFA: 3 spaces plus 1 space per 7,500 m² above 10,000 m² 0-20,000 m²: 1 space 20,001-50,000 m²: 2 spaces Greater than 50,000 m²: 3 spaces plus 1 space per 40,000 m² above 50,000m2 A reduction in on-site car parking requirements becomes a controlled activity and is considered appropriate if: The activity is located within 400 m of the train station and bus interchange The development involves reuse of an existing building and the provision of additional onsite parking is not feasible The configuration of the site means that on-site provision leads to adverse outcomes in terms of the building such as frontages dominated by car parking areas The extent to which bicycle parking will be provided for residents and visitors The development implements a Council-approved Travel Demand Management Plan 4 Waitakere City Council District Plan: Plan Change 17, Rule 14A 6

94 3.4. Summary In general, the main ways in which the parking rates in the mixed use zones in North Shore City and in other parts of Auckland, differ to the current rates in Takapuna are by: Setting maximums Basing the office and retail rates on the floor level and/ or environment Not differentiating between residential, office and retail and not setting a minimum for activities less than 1000 m² GFA (Newmarket Structure Plan and New Lynn Concept Plan) Basing the residential rate on the number of bedrooms rather than size (North Shore City Mixed Use zones) Setting lower visitor parking rates for residential 4. Residential parking rates 4.1. Regional Parking Strategy The Auckland Regional Parking Strategy 2009 recommends lower parking standards for residential units in mixed use town centre to: Support intensification Reduce costs to developers and increase affordability of higher density residential development Encourage greater public transport use and active modes Improve urban design quality The Strategy recommends two approaches: 1. Replacing residential parking minimums with maximums, with maximums set equal to or lower than the current minimums specified, or 2. Setting both minimums and maximums with the maximums set equal to or lower than the current minimums, and the minimums either set at 50 per cent of the maximums or as follows Residential One or two bedroom dwelling Three or more bedrooms Visitor parking Minimum One space per unit 1.5 spaces per unit One space per five units Table 9: Recommended minimum parking standards if also set maximums Regional Parking Strategy Census data Census data on vehicle ownership provides information on current demand for parking space per dwelling. In a 2006 report 5, Flow recommended residential parking rates for new Business 12 Mixed Use Zones in North Shore City, based on Census data (and on parking rates in other parts of Auckland and overseas). Flow looked at vehicle ownership against the number of bedrooms, and calculated the expected parking rate per unit. The 2001 Census data gave the following results for North Shore City. 5 Flow (2006) Proposed Business 12 Mixed Use Zone: Review of Parking Requirements. June

95 No. of vehicles One bedroom Two bedroom Three bedroom Three+ bedroom None 31% 16% 4% 1.5% One 56% 56% 38% 20% Two 10% 24% 45% 50% Three and three+ 2% 3% 12% 29% Expected parking rate per unit 0.8 spaces 1.2 spaces 1.7 spaces 2.1 spaces Table 10: Summary of car ownership per dwelling for North Shore City Census data obtained from Statistics New Zealand 2006 gives the following results. No. of vehicles One bedroom Two bedroom Three bedroom Three+ bedroom None 26% 13% 3% 1% One 60% 57% 35% 17% Two 13% 27% 47% 49% Three and three+ 2% 4% 15% 34% Expected parking rate per unit 0.9 spaces 1.2 spaces 1.7 spaces 2.2 spaces Table 11: Summary of car ownership per dwelling for North Shore City 2006 The results for 2006 are very similar to In their 2006 report, Flow recommended the following rates. Their report recommended that parking rates are for full parking spaces as developers indicate that it is difficult to lease or sell part of a parking space. Residential Residential unit with a GFA of 50 m² or less Residential unit with two or more bedrooms and/ or a GFA in excess of 50 m² Visitor parking Minimum One space Two spaces Visitor parking space on-site at the rate of one space for each 5 residential units Table 12: Flow s recommended residential parking rates for Business 12 Mixed Use Zones However, the recommended rate of two spaces per two bedroom dwelling, over-provides by 0.8 spaces, based on Census data. Instead, if the parking rate for the two bedroom dwelling was one space, this would under-provide by only 0.2 spaces. Likewise, providing 1.5 spaces for three bedroom dwellings would only under-provide by 0.2 spaces. This would give the following rates. Developers could then decide whether they provide full or part spaces. Residential Residential unit with one bedroom Residential unit with two bedrooms Residential unit with three or more bedrooms Minimum One space One space 1.5 spaces Table 13: Revised recommended parking rates for residential based on Census data These rates also align with the recommended minimum rates in the Regional Parking Strategy (see Table 9). 8

96 4.3. Comparison summary of residential parking rates The following table compares the different parking rates in different mixed use areas in Auckland and as recommended by the various sources. (Takapuna rates are highlighted.) Residential Minimums Maximums Based on size Residential unit with a GFA of 50 m² or less One space (current Takapuna and Flow) Residential unit with a GFA of 75 m² or less Residential unit with a GFA in excess of 50 m² One space (ACC Mixed Use) Two spaces (current Takapuna and Flow) Residential unit with a GFA in excess of 75 m² GFA less than 1000 m² Visitor parking for residential units with a GFA in excess of 50 m² One space (ACC Mixed Use) No minimum (Newmarket Structure Plan and New Lynn Concept Plan) One space per 2 units (current Takapuna) Based on number of bedrooms One bedroom 0.8 space (Business 11) One space (Business 12) Two spaces (ACC Mixed Use) 1 space per 40 m² (Newmarket Structure Plan) One space (Business 11 and 12 Albany Village) One or two bedrooms One space (Census and Parking Strategy) Two bedroom 1.1 space (Business 11) 1.5 spaces (Business 12) Two or more bedrooms Three or more bedrooms Visitor parking Loading Table 14: Summary of residential parking rates Two spaces (Flow) Two spaces (Census) 1.5 spaces (Parking Strategy) 1.6 (Business 11) One space per 5 residential units (Flow, Parking Strategy, Business 11 and 12, ACC Mixed Use) One space per 10 residential units (ACC) 1.5 spaces (Business 11) Two spaces (Business 12 Albany Village) Two spaces (Business 11 and 12 Albany Village) One space per 5 residential units (Business 12 Albany Village) 4.4. Recommended residential rates The following recommended approach to residential parking in Anzac Street West is based on: Setting both minimums and maximums one approach suggested by the Regional Parking Strategy Basing the minimums on the Census data (see Table 13) and the Regional Parking Strategy (see Table 9) but providing a range between the minimum and maximum for one bedroom dwellings by setting the minimum at 0.8 rather than one Basing the maximums on North Shore City Council s Business 11 rates (see Tables 3 and 4) Basing the rates on the number of bedrooms rather than size as for other mixed use zones in North Shore City Using the same visitor parking rate used by other mixed use zones in the Auckland region (see Table 12) Adding a requirement for bicycle parking this is to be consistent with non-residential activities (see Section 5.5) 9

97 Residential Minimum Maximum One bedroom dwelling 0.8 spaces per unit One space per unit Two bedroom dwelling One space per unit 1.5 spaces per unit Three or more bedroom dwelling 1.5 spaces per unit Two spaces per unit Visitor parking One space per five units One space per five units Bicycle parking for residents (secure, undercover and well-lit) One stand per unit Table 15: Recommended minimum and maximum residential parking rates for Anzac Street West precinct This compares to the current residential rates which apply to Takapuna: Residential Residential unit with a GFA of 50 m² or less Residential unit with a GFA in excess of 50 m² Visitor parking for residential units with a GFA in excess of 50 m² Minimum One space Two spaces One space per 2 residential units The following table translates the recommended minimum parking rates in Table 15 into parking rates as a ratio of gross floor area (GFA). These calculations are based on the minimum GFAs which council staff recommend for the apartments in the Anzac Street West precinct. Apartment type Recommended minimum GFA for apartment Recommended minimum parking rates Studio dwelling 35m2 0.8 spaces per unit 1:44 m2 One bedroom dwelling 40 m² 0.8 spaces per unit 1:50 m² Two bedroom dwelling 55 m² One space per unit 1:55 m² Three or more bedroom dwelling 70 m² 1.5 spaces per unit 1:47 m² Minimum parking rates as ratio of GFA Table 16: Minimum parking rates for residential as ratio of GFA based on recommended minimum sizes of apartments for Anzac Street West precinct Section 5.5 discusses the implication of the minimum parking rates for apartments based on GFA in relation to the recommended rates for office and retail. 5. Office and retail parking rates 5.1. Regional Parking Strategy The Auckland Regional Parking Strategy 2009 recommends introducing maximum parking standards for non-residential developments in town centres. It recommends setting the maximum at the same level as the minimum to maintain consistency. For Anzac Street West in Takapuna, this would result in rates of 1:35 m² (for Business 3 retail and office) and 1:20 m² (for public service counters and related areas, and other retail). The Strategy states that parking maximums will provide more of a market-driven approach as they allow developers to determine how much parking they wish to provide in a new development up to the maximum amount. Maximums also encourage greater responsiveness to TDM measures such as car pooling, car sharing and public transport improvements. The Strategy acknowledges that parking maximums can create pressure on on-street parking and that management of residential parking may be needed. Takapuna already has policies in place to manage on-street parking both in the commercial centre and in surrounding residential streets, making parking maximums more acceptable. The Strategy also recommends that the parking maximums involve a degree of flexibility to allow developers to provide a higher level than the maximum if appropriate in some circumstances. 10

98 The Regional Parking Strategy recommends that there is a minimum requirement for mobility parking. Maximum standards may reduce the amount of parking provided on-site, and consequently the total number of mobility spaces too. The Strategy recommends standards for mobility parking based on a ratio that relates to the maximum permitted, rather than the actual provision. The Strategy also recommends minimum requirements for bicycle parking. Mobility and Bicycle Mobility parking Bicycle parking for employees (secure, undercover and well-lit) Bicycle parking for visitors/ customers (undercover with good passive surveillance and lighting) Minimum One space for each 20 spaces that form the maximum standard Two spaces per spaces plus one space for each additional 50 spaces that form the maximum standard One stand per 15 employees Retail one stand per 200 m² Office one stand per 800 m² Table 17: Recommended mobility and bicycle parking rates Regional Parking Strategy Flow report In 2006, Council commissioned Flow to assist in developing appropriate parking standards for new Business 12 Mixed Use Zones in parts of Browns Bay and Albany Village. 6 In recommending the parking rates for retail and office, Flow made assumptions about: Demand for retail from all day commuter parking Modal split of staff How many shops people visit How much on-street parking caters for retail parking The recommendations for the Mixed Use Zones were: Activity Retail in Browns Bay Retail in Albany Village Commercial services (Offices) Parking requirement One space per 35 m² GFA One space per 20 m² GFA One space per 35 m² GFA Table 18: Flow recommendations for Business 12 Mixed Use Zones 5.3. Target modal split for Takapuna As noted above, one way to determine parking rates is to calculate future parking demand for office parking based on a target mode split for journeys to work. In a 2006 report 7, Flow estimated the target mode split for journeys to work in Takapuna. This is based on modal splits achieved elsewhere and on modal split objectives in regional strategies (such as the ARC s Regional Land Transport Strategy and ARTA s Sustainable Transport Plan.) Mode of transport to work Existing Target Car driver 74% 52% Car passenger 5.5% 9.5% Passenger transport 10% 21.5% Walking and cycling 6.5% 11% Working from home 2.5% 2.5% Other 0.5% 3% Table 19: Current and target modal split for Takapuna 6 Flow (2006) Proposed Business 12 Mixed Use Zone: Review of Parking Requirements. June Flow (2008) Takapuna Strategic Transport Study: Draft Mode Split Assessment. July

99 Assuming that each employee in the new development in the Anzac Street West precinct requires 20 m², there are 5 employees per 100 m². If 52% are car drivers in the future, this requires 2.6 spaces per 100 m², or 1 space per 38 m². Waitakere City Council adopted a similar approach in recommending an office parking standard in their proposed Parking Management Plan for New Lynn town centre. 8 The Plan recommended a parking maximum of 1 space per 40 m². 8 Waitakere City Council (2009) New Lynn Town Centre: Parking Management Plan Consultation Draft. June

100 5.4. Comparison summary of office and retail parking rates The following table summarises the different parking rates across different parts of the North Shore and the region, as well as parking rates recommended by the various sources. The main findings are: Other parts of the North Shore and the Auckland region are setting maximums In mixed use areas in North Shore City and in other parts of the region, rates are based on floor level rather than activity, and their minimum parking rates generally require less parking than Takapuna s New Market and New Lynn have no minimums for developments in some circumstances Activity Minimum Maximum Based on activity Retail 1:35 to 1:20 m² (current Takapuna) 1:30 m² (Business 12 Albany Village) 1:35 m² (Flow Browns Bay) 1:20 m² (Flow Albany Village) 1:38 m² (Target modal split) Office 1:35 to 1:20 m² (current Takapuna) 1:35 m² (Business 12 Browns Bay) 1:35 m² (Flow) 1:38 m² (Target modal split) Based on level Ground floor 1:32 to 1:22 m² (Business 11) 1:30 m² (Business 12 Albany Village) Office above ground floor 1:41 m² (Business 11) 1: 37m² (Business 12 Albany Village) 1:35 to 1:20 m² (converting current minimums into maximums Regional Parking Strategy) 1:35 to 1:20 m² (converting current minimums into maximums Regional Parking Strategy) 1:22 to 1:20 m² (Business 11) 1:20 m² (Business 12 Albany Village) 1:37 m² (Business 11) 1:35 m² (Business 12 Albany Village) Based on level and size Ground floor and GFA is less No minimum (Newmarket) 1:25 m² (Newmarket) than 1000 m² Ground floor and GFA is greater 1:30 m² (Newmarket) 1:25 m² (Newmarket) than 1000 m² Not located on ground floor and No minimum (Newmarket) 1:40 m² (Newmarket) GFA is less than 1000 m² Not located on ground floor and site is greater than 1000 m² 1:60 m² (Newmarket) 1:40 m² (Newmarket) Based on level, size and environment Any residential or non-residential No minimum (New Lynn) activity with a GFA less than 1000 m² in the Mainstreet area Non-residential on ground floor with a GFA greater than 1000 m² in the Mainstreet area Non-residential not on ground floor with a GFA greater than 1000 m² in the Mainstreet area Non-residential activity at ground floor in the Commercial area Non-residential activity not at ground floor in the Commercial area 1:35 m² (New Lynn) 1:50 m² (New Lynn) 1:25 m² (New Lynn) 1:35 m² (New Lynn) Table 20: Summary of office and retail parking rates 13

101 5.5. Recommended office and retail Based on the above findings, this report recommends the following approach to setting parking rates for office and retail in the Anzac Street West precinct: Adopting both minimums and maximums Basing rates on floor level rather than activity This report recommends the following parking rates: Maximums of 1:35 m² for above ground level, and 1:20 m² at ground level by converting the current minimums in Takapuna into maximums (as recommended by the Regional Parking Strategy) and applying the lower ratio to the ground level Minimum of 1:40 m 2 for ground floor to set a standard that does not require significantly more parking on-site than the minimum parking rate for residential uses (see Table 16). This is to encourage non-residential rather than residential development at street level to maintain an active street frontage. This recommended minimum parking rate is more permissive than the rate for ground level in the Albany Centre Business 11 zone (see Table 20), reflecting a greater supply of short term on-street visitor parking in the area (in Lomond and Killarney Streets) than in Albany Centre. Minimum of 1:50 m 2 for above ground level as council staff anticipate that commercial activities at the first floor are less likely to comprise visitor-attracting activities than those at ground level. In addition, there should be bicycle parking requirements, as recommended by the Regional Parking Strategy (see Table 17). The Strategy recommends one stand per 15 employees. This report converts this into one stand per 300 m 2 based on an assumption that each employee requires 20m 2. Mobility and loading zone requirements can remain as per the current District Plan standards. Office and retail Minimum Maximum Non-residential at ground floor 1:40 m² 1:20 m² Non-residential above ground 1:50 m² 1:35 m² floor Mobility, bicycle and loading Minimum Mobility parking One space for less than 20 spaces Two spaces per spaces plus one space for each additional 50 spaces Bicycle parking for employees One stand per 300 m² (secure, undercover and well-lit) Bicycle parking for visitors/ customers (undercover with Retail one stand per 200 m² Office one stand per 800 m² good passive surveillance and lighting) Loading Based on GFA as per current District Plan standards Table 21: Recommended office and retail parking standards for Anzac Street West precinct 14

102 6. Conclusions This report recommends the following parking rates for the Anzac Street West precinct. Residential Minimum Maximum One bedroom dwelling 0.8 spaces per unit One space per unit Two bedroom dwelling One space per unit 1.5 spaces per unit Three or more bedroom dwelling 1.5 spaces per unit Two spaces per unit Visitor parking One space per five units One space per five units Bicycle parking for residents One stand per unit (secure, undercover and well-lit) Office and retail Minimum Maximum Non-residential at ground floor 1:40 m² 1:20 m² Non-residential above ground floor 1:50 m² 1:35 m² Mobility, bicycle and loading Mobility parking Bicycle parking for employees (secure, undercover and well-lit) Bicycle parking for visitors/ customers (undercover with good passive surveillance and lighting) Loading Minimum One space for less than 20 spaces Two spaces per spaces plus one space for each additional 50 spaces One stand per 300 m² Retail one stand per 200 m² Office one stand per 800 m² Based on GFA as per current District Plan standards Table 22: Recommended parking standards for Anzac Street West precinct 15

103 7. Attachments 7.1. Attachment A: Map of Takapuna Anzac Street West precinct 16

104 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT E Anzac Street Plan Change

105 Anzac Street Plan Change Transport Assessment December 2008

106 Project: Title: Document Reference: Prepared by: Reviewed by: Revisions: Anzac Street Plan Change Transport Assessment S:\nscc\064\R1A doc Ian Clark Karl Hancock Date Status Reference Approved by Initials 10 December 2008 Version A R1A I Clark

107 Anzac Street Plan Change Transport Assessment i EXECUTIVE SUMMARY GENERAL This report has provided a traffic assessment of the proposed Plan Change for the section of Anzac Street between Pupuke Road and Auburn Avenue. The assessment has been based in part on an extension of the traffic model previously developed to assess the effects of the proposed Anzac Street Widening project. The report sets out the development of the extended model and provides an update on the operation of the corridor without and with the road widening project, without the proposed Plan Change. The traffic forecasts for the year 2021 are based on new figures from the Council s TRACKS transport model, which indicates that traffic flows along Anzac Street will rise from a current flow of around 20,000 vehicles/day (west of Barry s Point Road) to around 29,000 vehicles/day in This figure is consistent with the previous prediction. PROPOSED PLAN CHANGE: LAND USE SCENARIOS Officers of North Shore City Council have provided us with details of three possible land use scenarios for the proposed Plan Change, and four possible access options. All three land use scenarios assume development of four storey buildings within the Plan Change area. Scenario 1 assumes solely residential uses on four floors; Scenario 2 would be mixed use development, with commercial development on the ground floor and residential uses on the upper floors; Scenario 3 assumes solely commercial uses. Scenario 3 is expected to lead to approximately double the number of trips, relative to the other two scenarios. Scenario 2 will lead to a modest increase in flows, relative to Scenario 1. This modest increase is to be expected, since the difference between Scenarios 1 and 2 only relates to the use of the ground floor. However, the introduction of commercial uses with Scenario 2 will introduce a different pattern of trips in the peak periods, compared with the all residential Scenario 1 (in that residential uses give rise to predominantly outbound trips in the AM peak and inbound trips in the PM peak, while the reverse relates to commercial uses). This assessment has concentrated on land use Scenario 2, as we understand this to be the most likely scenario. PROPOSED PLAN CHANGE: ACCESS OPTIONS The four different access options are as follows: Option 1, would allow direct access off Anzac Street. The concept plan indicates that the existing accesses would be rationalised, with approximately 5 accesses to the north off Anzac Street and 7 accesses to the south; Option 2, termed slip road development. Access to all sites to the north would be via a service road, running almost the entire length of the block. A shorter length of service road would serve the sites to the south, over the eastern half of the block;

108 Anzac Street Plan Change Transport Assessment ii Option 3, termed rear service lane access. This concept includes no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street. Instead, service lanes are proposed along the rear of the developments so traffic can use either Pupuke Street or Auburn Street to get in/out of the site. To the south, this lane would be reached via Como Street, from the eastern end. To the north, lanes would stem from Auburn Avenue and Pupuke Road, but these would not connect; Option 4, termed new road and block development. As with Option 3, this concept would include no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street. Instead, new service roads would be built between Pupuke Street and Auburn Street both to the north and south of the development (ie these would run along the entire length of the block). ASSESSMENT The concept of intensive development in this location is consistent with principles of sustainable development. The sites will be adjacent to the Quality Transit Network and will be a short walk distance from the various facilities within the Takapuna CBD. However, the cross section currently proposed for Anzac Street includes relatively poor provision for pedestrians, in terms of the amenity of the footpaths and particularly in terms of the ability to cross Anzac Street. Crossing facilities are proposed at each of the main signalised intersections, but no safe crossings are proposed mid block. Pedestrians may cross half way to use the proposed raised median, but at 1.1m, this will be inadequate for a number of users (such as those with prams, pushing bikes or riding mobility scooters). This is an issue without the plan change, but will be a more significant issue for a more intensive form of land use. The primary issue with Access Option 1 is that it would retain direct access onto Anzac Street for the vast majority of sites. Anzac Street is a regional arterial road and the main transport functions of the route are for passenger transport and through traffic heading to/from the Takapuna CBD. Frontage access to more intensive uses has the potential to reduce the capacity of the route and also to affect safety, due to vehicles slowing down and turning. The report has noted that right turns are to be eliminated along Anzac Street as a result of the widening scheme which includes a proposal for a narrow central raised median. No U turn facilities are proposed to enable the right turns to be made indirectly and the report has noted the issues associated with U turns or indirect routes being required for the more intensive forms of development. The report has also noted the challenges in providing right turns along Anzac Street. Access Option 2 would also provide access via Anzac Street, predominantly by means of service roads. The macro effects of Option 2 are therefore identical to Option 1, in that vehicles will approach or leave the area via the same routes, but Option 2 will have significantly different local effects. The entry and exit from Anzac Street will be concentrated into few access points. These accesses will be able to be designed to a higher standard than those into properties and it can reasonably assumed that turning vehicles will be not required to slow down to the same extent. Therefore service roads are generally considered to be a desirable option in improving link capacity and improving safety. However, the report notes a number of issues relating to the entry to and exits from the service roads and that service road arrangements tend to be quite land intensive as the provision of a service road does not reduce the cross sectional requirement of the main carriageway. This may reduce the attraction of this concept.

109 Anzac Street Plan Change Transport Assessment iii Access Options 3 and 4 would remove the vast majority of direct access from Anzac Street, thereby reducing the extent of conflict along the regional arterial route. Access would instead be provided by means of rear service lanes. These would be incomplete lanes with Option 3, while Option 4 would provide service lanes which would run from Auburn Avenue to Pupuke Road, both to the north and south of Anzac Street. Connections would also be possible between the northern service lane and Lomond Street to the north, with Option 4. The through connections with Option 4 will improve the efficiency of movement although care will be needed to ensure that these lanes are not used by through traffic (particularly along the southern service lane. The removal of most vehicle accesses from Anzac Street with these options would probably improve the amenity for pedestrians and bus users. CONCLUSIONS The traffic modelling indicates that the overall effects of the different access options are fairly modest, in terms of overall traffic flows and the operation of Anzac Street. However, there are considered to be significant transport advantages in pursuing options which include rear access (Access Option 3 or preferably Option 4). These advantages are: Benefits for the operation of the regional arterial route, in terms of safety, journey times and trip reliability, particularly due to the reduction in vehicles slowing down in order to gain access to properties, or leaving properties slowly; These benefits are important for the provision of reliable bus services along the Quality Transit Network; There are considered to be benefits for the amenity and safety of pedestrians and bus users

110 Anzac Street Plan Change Transport Assessment iv CONTENTS 1 INTRODUCTION Background Anzac Street Widening Plan Change TRAFFIC MODEL Base Models Future Traffic Demands Bus Flows Discussion on Future Traffic Demands ASSESSMENT OF EXISTING LAYOUT, WITHOUT PLAN CHANGE Explanation of Operational Assessment Existing (2007) Operation Future (2021) Operation REASSESSMENT OF ANZAC STREET WIDENING SCHEME, WITHOUT PLAN CHANGE Predicted Operation with 2007 Demands Predicted Operation with 2021 Demands PLAN CHANGE OPTIONS Land Use Scenarios Walking, cycling and passenger transport Access Options TRAFFIC ASSESSMENT OF PLAN CHANGE General Access Points Local Effects along Anzac Street Option Option Option Option Changes in Traffic Flows Intersection Operation along Anzac Street Travel Times CONCLUSIONS General Proposed Plan Change: Land Use Scenarios Proposed Plan Change: Access Options Assessment Conclusions... 25

111 Anzac Street Plan Change Transport Assessment 1 INTRODUCTION 1.1 Background Flow Transportation Specialists Ltd (Flow) has been commissioned by North Shore City Council (NSCC) to provide an assessment of the traffic effects of a proposed Plan Change relating to Anzac Street, Takapuna. We have previously provided an assessment of the proposed widening of Anzac Street 1. As part of this new assessment we have widened out the area covered by the traffic model, in order to properly capture the potential effects of the proposed Plan Change. The first part of this report therefore provides a revised summary of the operation of the network in 2021, without and with the proposed road widening, before considering the effects of the proposed Plan Change. 1.2 Anzac Street Widening A Notice of Requirement relating to the proposed widening of Anzac Street has been published and has been considered at a Council Hearing. This scheme involved widening Anzac Street on both sides and it includes: The introduction of a westbound bus lane; Retention of two lanes for general traffic, in each direction; Changes around the two major intersections of Anzac Street, at Fred Thomas Drive/Killarney Street and Barry s Point Road/Pupuke Road. This included turn restrictions (such as bans on traffic exiting Killarney Street and turning right to Taharoto Road and heading straight on to Fred Thomas Drive) and additional lanes (such as widening the Pupuke Road approach to Anzac Street from one to two lanes); The provision of a narrow raised central median; The provision of a westbound cycle lane along Anzac Street, with an eastbound cycle lane to be provided via Killarney Street; Widening of the berm, to improve conditions for pedestrians. Our report of August 2008 considered a number of modifications to the Anzac Street Widening Project ( the Project ) which are not reassessed within this report. 1.3 Plan Change The proposed Plan Change relates to the section of Anzac Street between Barry s Point Road in the west and Auburn Street in the east. We have been provided with three development scenarios and four access options (see Appendix C). 1 Reassessment of Anzac Street Widening: Report 2: Reassessment of Future Demands and Options (August 2008), Flow Transportation Specialists

112 Anzac Street Plan Change Transport Assessment 2 2 TRAFFIC MODEL The operation of the intersections and the corridor has been analysed using a SATURN traffic model. 2.1 Base Models The extent of the model network is shown in Figure 1. Figure 1: Base Model Network As noted in the introduction, the model has been extended from the previous SATURN model developed for the reassessment of Anzac Street Widening (as summarised in our August 2008 report), in order to fully capture the potential effects of the proposed Plan Change. The extensions of the model have been as follows: Eastwards to include The Terrace and Lake Road, to allow traffic to approach or leave the Plan Change area via a choice of routes. This accounts for the likelihood that right turns to/from developments along Anzac Street are expected to be eliminated, following the introduction of a central raised median; Southwards to Esmonde Road, to allow the model to optimise the routing between Barry s Point Road and Fred Thomas Drive; Northwards to Northcote Road, to allow the model to hold traffic at the Taharoto Road/Northcote Road intersection, as queues are expected to build up at that location. (This extension was included partly to facilitate the subsequent testing of a suggested northbound bus lane along Taharoto Road to Rangatira Ave, if required). The detail within the model has also been increased, particularly in terms of the number of zone loads in the vicinity of the Plan Change area.

113 Anzac Street Plan Change Transport Assessment 3 The model has used the NSCC TRACKS model to provide initial or prior trip matrices. The matrices provided were for 2001 demands with a 2007 network (i.e. with the Esmonde Interchange completed, but with the Onewa southbound off ramp closed). The SATURN model is fairly small, so it was possible to identify origin-destination pairs within the model that needed to be modified. These modifications were made manually. This is considered preferable to the option of using automated matrix estimation to improve the validation of a model, as this process can create false trips. Base models have been created for the AM and PM peak hours, namely and hours. The validation achieved is summarised in Tables 1 and 2, which indicate that: The traffic flow validation exceeds the target for the R squared criterion of 95% in the vicinity of a project, as specified in the Economic Evaluation Manual; The journey time validation along Anzac Street is good, with the modelled times all within the target of +/- 15%. Table 1: Model validation results R 2 values achieved Count Definitions AM PM Links only Turns only Links + Turns Table 2: Journey time results along Anzac Street (seconds) AM Observed Modelled DIFF% Observed Modelled DIFF% Westbound % % Eastbound % % In terms of the flow validation along Anzac Street, relative to existing (2007) flows, we note the following: The modelled flows along Anzac Street, between Fred Thomas Drive and Barry s Point Road are about 50 vehicles/hour high in the westbound direction and about 100 vehicles/hour low in the eastbound direction in the AM peak. The modelled flows for Taharoto Road and Anzac Street, east of Barry s Point correlate well during this time period; The modelled flows along Anzac Street and Taharoto Road correlate well in the PM peak, being consistently within 50 vehicles/hour. 2.2 Future Traffic Demands Future models have been developed for the year PM

114 Anzac Street Plan Change Transport Assessment 4 The future demands have been derived from the 2021 TRACKS models, which feed through the cumulative effects of changes in land use (eg completion of Smales Farm and development within Takapuna), changes in the transport networks (such as the Northern Busway) and changes in travel behaviour (such as due to travel demand management initiatives and bus priority and bus service improvements). However, it is necessary to feed through the 2007 validated SATURN demands into the future demands. This has been undertaken by taking 14/20ths of the predicted differences in demands between the 2001 and the 2021 TRACKS models. This gives the differences in demands between 2007 and 2021, which have then been added to the validated 2007 SATURN demands. The resulting changes in demands predicted on Anzac Street and Taharoto Road, between 2007 and 2021, are set out in Tables 3 to 5. The daily flows have been interpolated from the AM and PM peak models and therefore should be viewed with some caution, as they assume a default flow profile over the rest of the day. The increases equate to between 2.2% to 3.4% per year. These rates may seem fairly high, but it reflects the level of development anticipated in the Takapuna and Smales Farm area. It should be stressed that the TRACKS model does reflect the likelihood of some mode shift between now and 2021, from private vehicle to other modes of travel. It is worth noting that the evidence provided to the Council Hearing stated that the future flow on Anzac Street will be 29,200 vehicles/day, east of Fred Thomas Drive. The new predicted flow is 29,300 vehicles/day for the same year, which is clearly consistent with the previous figure. (It is also the same as the figure given in our last report, in August 2008). Table 3: Predicted traffic flows along Anzac Street/Taharoto Road (vehicles/hour) AM Peak Taharoto Rd, west of Fred Thomas Drive Anzac St, east of Fred Thomas Drive Anzac St: east of Barry s Point Road PM Peak Taharoto Rd, west of Fred Thomas Drive Anzac St, east of Fred Thomas Drive Anzac St: east of Barry s Point Road 2007 Westbound 2021 Westbound 2007 Eastbound 2021 Eastbound 1,175 1,500 1,225 1, , ,025 1,075 1, ,125 1,525 1, ,125 1,000 1, ,

115 Anzac Street Plan Change Transport Assessment 5 Table 4: Predicted Daily Traffic Flows along Anzac Street/Taharoto Road (vehicles/day) Taharoto Road, west of Fred Thomas Drive Anzac Street, east of Fred Thomas Drive Anzac Street: east of Barry s Point Road 2007 Westbound 2021 Westbound 2007 Eastbound 2021 Eastbound 17,500 22,350 13,600 18,500 12,500 18,250 7,900 11,050 13,050 19,400 8,900 13,100 Table 5: Two-Way Daily Flow along Anzac Street/Taharoto Road (vehicles/day) Taharoto Road, west of Fred Thomas Drive Anzac Street, east of Fred Thomas Drive Anzac Street: east of Barry s Point Road ,100 40,800 20,400 29,300 21,900 32, Bus Flows Bus flows assumed in the 2007 model are based on the existing (2008) services. The modelling of future services is based on the following plot from the ARC s Auckland Passenger Transport Model, for the year Bus flows have been assumed to increase at a rate of 3% per year between 2016 and Figure 2: Bus Frequencies (Services in 2016 in the AM Peak Period, )

116 Anzac Street Plan Change Transport Assessment Discussion on Future Traffic Demands Our August 2008 report set out the range of factors that will affect the traffic forecasts and we recommend that the reader should refer to that report. These factors include: The effects of the volatility in fuel prices on traffic volumes; The extent of new development currently anticipated within Takapuna and around Smales Farm; The extent of further development within the Takapuna CBD, beyond that currently envisaged by the Blueprint (and the 2021 traffic model for example, traffic relating to the proposed Plan Change along Anzac Street); The likely response to any significant additional development within Takapuna, which would probably include the imposition of restrictive parking standards and emphasis on greater passenger transport and on travel demand management, rather than greater numbers of private vehicle movements; The effects of greater emphasis on sustainable modes of transport generally, as set out in the updated New Zealand Transport Strategy and the Government Policy Statement on Transport, both dated August Our August 2008 report also noted that the majority of the increase in flows heading to or from Takapuna is predicted to be via the Taharoto Road route, which feeds directly onto Anzac Street.

117 Anzac Street Plan Change Transport Assessment 7 3 ASSESSMENT OF EXISTING LAYOUT, WITHOUT PLAN CHANGE 3.1 Explanation of Operational Assessment The following sections of this report set out the modelled performance of a number of options with 2007 and 2021 demands. These results are summarised in terms of the volume to capacity ratios. The following comments are made by way of explanation of the results: A volume to capacity ratio of 100% represents the theoretical capacity ; In reality, conditions tend to deteriorate rapidly where the volume to capacity ratios exceed 90%, and values of around 90 to 95% represent the practical capacity ; SATURN is widely used for many different types of traffic assessments. However, it does not model dynamic queues that build up and dissipate during cycles of the traffic signals, nor does it model fluctuations of flows within a peak hour. As such, it does not accurately predict the length of queues. 3.2 Existing (2007) Operation As noted in Section 2, traffic models have been developed for the AM and PM peak hours for the existing situation (i.e. late 2007, following the completion of the Esmonde Interchange). The existing operation of the two key intersections along the route, namely Anzac Street/Fred Thomas Drive/Killarney Street and Anzac Street/Barry s Point Road/Pupuke Road, is summarised at Appendix A, in terms of the volume/capacity ratios. As noted with the previous assessment, both intersections are currently operating satisfactorily and within capacity. However, the high volumes of traffic travelling westbound along Anzac Street and turning right from Killarney Street give rise to fairly high volume/capacity ratios at the Fred Thomas Drive/Anzac Street intersection during PM peak, which indicates that they are near capacity. Generally, the intersections seem to be operating adequately, and this reflects our on site observations. 3.3 Future (2021) Operation The increased demands will clearly affect the operation of the key intersections. The plots at Appendix A indicate that both the Fred Thomas Drive intersection and the Barry s Point Road intersection will be under pressure in the PM peak.

118 Anzac Street Plan Change Transport Assessment 8 4 REASSESSMENT OF ANZAC STREET WIDENING SCHEME, WITHOUT PLAN CHANGE The Anzac Street widening scheme models developed through the previous assessment have been adopted and updated in order to assess the operation of the proposed scheme under both existing and future conditions. The proposed current scheme is shown schematically at Figure 3 and the intersection operation results are provided at Appendix B. Figure 3: Schematic Plan of Anzac Street Widening (showing number of lanes at the three key intersections) We have assumed that the westbound bus priority operates as a bus lane and not as a transit lane. This is consistent with the position taken for the project to date, but we have previously suggested that consideration needs to be given to widening out the use of the priority lane. 4.1 Predicted Operation with 2007 Demands Again, similar to the previous assessment, the model indicates that the two main intersections will both operate satisfactorily in both peak periods, with the widening scheme. 4.2 Predicted Operation with 2021 Demands The models indicate that certain movements at the Barry s Point Road intersection are predicted to be operating at practical capacity in both peaks, as is the Fred Thomas Drive intersection in the PM peak, with maximum degrees of saturation around 95%, but this situation could be improved by further optimisation of signal timings. However, on the whole, both intersections are predicted to be operating satisfactorily.

119 Anzac Street Plan Change Transport Assessment 9 5 PLAN CHANGE OPTIONS 5.1 Land Use Scenarios Three land use scenarios have been suggested by NSCC Officers for the Anzac Street Plan Change. Their floor plans would be similar in terms of the total area however each of them would have different proportions of commercial and residential uses. Scenario 1 assumes solely residential uses on four floors; Scenario 2 would be mixed use development, with commercial development on the ground floor and residential uses on the upper floors; Scenario 3 assumes solely commercial uses. The assumed floor areas of these scenarios are summarised in Table 6 below: Table 6: Total Floor Area for Plan Change Scenarios (m²) Scenarios Scenario 1 0 Scenario 2 3,500 North of Anzac Street South of Anzac Street Commercial Residential Commercial Residential 14,000 (140 units) 10,500 (105 units) 0 2,100 8,400 (84 units) 6,300 (63 units) Total 22,400 (224 units) 22,400 (inc 168 units) Scenario 3 14, , ,400 Peak hour trip generation estimates have been derived by using trip rates suggested by the New South Wales Roads and Transport Authority (RTA) Guide to Traffic Generating Developments. These have been adapted as follows: The RTA Guide suggests a peak hour trip rate of 2 per 100m2 GFA for offices. A rate of 1.6 per 100m2 has been assumed for Anzac Street, to reflect the likelihood that a reasonable proportion of trips will use passenger transport, or will be short walk/cycle trips to/from Takapuna; The RTA Guide suggests a peak hour trip rate of 0.4 to 0.5 per unit for small units and 0.5 to 0.65 per unit for larger apartments or town houses. A rate of 0.5 trip per unit has been assumed for Anzac Street, reflecting that the units do not appear to be small, but the trip rate is likely to be at the lower end of the range for larger units, due to the location close to Takapuna CBD. Further work may be required to confirm the validity of the rates assumed, if the Plan Change is pursued further. A summary of the daily number of trips predicted to be generated by the three land use scenarios is provided in Table 7 below.

120 Anzac Street Plan Change Transport Assessment 10 Table 7: Daily Trip Generation Summary (veh/day) Scenarios North of Anzac Street South of Anzac Street Total Scenario ,120 Scenario ,400 Scenario 3 1, ,240 The above table indicates that Scenario 3 can be expected to lead to approximately double the number of trips, relative to the other two scenarios. Scenario 2 will lead to a modest increase in flows, relative to Scenario 1. This modest increase is to be expected, since the difference between Scenarios 1 and 2 only relates to the use of the ground floor. However, the introduction of commercial uses with Scenario 2 will introduce a different pattern of trips in the peak periods, compared with the all residential Scenario 1 (in that residential uses give rise to predominantly outbound trips in the AM peak and inbound trips in the PM peak, while the reverse relates to commercial uses). 5.2 Walking, cycling and passenger transport The concept of intensive development in this location is consistent with principles of sustainable development. The sites will be adjacent to the Quality Transit Network and will be a short walk distance from the various facilities within the Takapuna CBD. However, the cross section currently proposed for Anzac Street includes relatively poor provision for pedestrians, in terms of the amenity of the footpaths and particularly in terms of the ability to cross Anzac Street. Crossing facilities are proposed at each of the main signalised intersections, but no safe crossings are proposed mid block. Pedestrians may cross half way to use the proposed raised median, but at 1.1m, this will be inadequate for a number of users (such as those with prams, pushing bikes or riding mobility scooters). This is an issue without the plan change, but will be a more significant issue for a more intensive form of land use. 5.3 Access Options Four different access options have been put forward for the Plan Change area. The proposed concept plans have been included in Appendix C of this report and a brief description of the options is as follows: Option 1, would allow direct access off Anzac Street. The concept plan indicates that the existing accesses would be rationalised, with approximately five accesses to the north of Anzac Street and seven accesses to the south. The concept also shows access to the blocks at either end of this section of Anzac Street via the side streets (Pupuke Road and Auburn Avenue, both to the north and south of Anzac Street); Option 2, termed slip road development. Access to all sites to the north would be via a slip road or service road, running almost the entire length of the block. A shorter length of service road would serve the sites to the south, over the eastern half of the block. There are a number of recently developed sites over the western half and we assume that NSCC Officers have taken the view that development of these sites is unlikely for some time, ruling out the option of a service road over the length of this block; Option 3, termed rear service lane access. This concept includes no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street, for reasons noted above with Option 2. Instead, service lanes are proposed along the rear of the developments so traffic can use either Pupuke Street or Auburn Street to get in/out of the site. To the south, this lane would be reached via Como Street, from the eastern end. To the north, lanes would stem from Auburn Avenue and Pupuke Road, but these would not connect;

121 Anzac Street Plan Change Transport Assessment 11 Option 4, termed new road and block development. As with Option 3, this concept would include no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street, for reasons noted above with Option 2. Instead, new service roads would be built between Pupuke Street and Auburn Street both to the north and south of the development (ie these would run along the entire length of the block. The western end of the southern service road is not shown in the concept plan, but we have been instructed to assume that this link is in place, at this stage. Option 4 also shows additional development of the area north of Anzac Street, with access to Lomond Street and the southern side of Killarney Street. Strictly speaking this does not relate to Option 4, but could be added to any of the options for Anzac Street. We understand that this potential development would fall outside the Anzac Street Plan Change and have not included the effects within our models.

122 Anzac Street Plan Change Transport Assessment 12 6 TRAFFIC ASSESSMENT OF PLAN CHANGE 6.1 General As noted in Section 5 above, we have been provided with details of three land use scenarios and four access options for the Plan Change. This gives a total of 12 potential options. In order to simplify the assessment, we have focused on land use Scenario 2, the mixed commercial and residential scenario, as this is understood to be the most likely scenario. (However Access Option 1 has been rerun with land use Scenario 3 as this is predicted to be the worst case scenario ). Option 2 is similar to Option 1 in terms of the wider effects of these options. That is to say, they will have access solely off Anzac Street and the effects of service roads (with Option 2), relative to direct access (Option 1) will be localised. As a result, Option 2 has not been modelled. 6.2 Access Points Before setting out the results of the modelling tests, it is worthwhile summarising the location and number of access points with each option. The number of accesses points for each option based on the plans provided at Appendix C is presented in Table 8 below. Table 8: Number of Access Points for Access Options Access Options Anzac Street Access Side Street Access Rear Access North South North South North South Option Option 2 2 (*) 6 (*) Option Option Note (*): includes one way accesses or egresses It is acknowledged that these plans are only conceptual at this stage and that the number of access points will be subject to change. However, there are a number of important issues of distinction between the options: The vast majority of traffic will access the development sites directly via Anzac Street, with Options 1 and 2; With Option 2, access to sites to the north will be via a service lane, resulting in only one exit from Anzac Street and one entry to Anzac Street; With Option 2, there will be a service road over only part of the block along Anzac Street, with a resulting modest reduction in access points (relative to Option 1); Options 3 and 4 both include the use of rear accesses. These options will eliminate direct access onto Anzac Street from the north, but some direct access to the south will continue; With Option 3, the service lanes will not run along the length of the block, whereas with Option 4 they will be continuous, further reducing the demand on Anzac Street.

123 Anzac Street Plan Change Transport Assessment 13 Table 9 and Table 10 below summarise the total numbers of vehicles predicted to use the various types of accesses (for Land Use Scenario 2). Table 9: AM Peak Traffic through Access Points in veh/hr (with Land Use Scenario 2) AM Peak Anzac Street Access Side Street Access Rear Access In Out In Out In Out Option Option Option Option Table 10: PM Peak Traffic through Access Points in veh/hr (with Land Use Scenario 2) PM Peak Anzac Street Access Side Street Access Rear Access In Out In Out In Out Option Option Option Option The above figures reflect comments earlier, with traffic generally accessing the sites off Anzac Street with Options 1 and 2, while traffic will access via the rear with Options 3 and 4. Some side access is proposed with all options, such as access to the western block, south of Anzac Street, via Pupuke Road (south). 6.3 Local Effects along Anzac Street The changes in access arrangements for the various options will all have some effect on conditions along Anzac Street Option 1 The primary issue with Option 1 is that it would retain direct access onto Anzac Street for the vast majority of sites. Anzac Street is a regional arterial road and the main transport functions of the route are for passenger transport and through traffic heading to/from the Takapuna CBD. Indeed, we note: Anzac Street forms part of ARTA s Quality Transit Network and it is one of the busiest bus routes on the North Shore; Anzac Street is one of only two regional arterial routes serving the Takapuna CBD, which in turn is one of only two sub regional centres on the North Shore. We understand that there may be some debate about the point where the Takapuna CBD starts and therefore where greater weight should be placed on the importance of adjacent uses and the importance of place. However, we note that accessibility of the CBD, particularly by passenger transport, is important to that centre and frontage access has the potential to reduce the capacity of the route and also to affect safety, due to vehicles slowing down and turning.

124 Anzac Street Plan Change Transport Assessment 14 These issues were canvassed at the Hearing relating to the (then) proposal to allow a change of zoning along Anzac Street, from Residential 6A to Residential 7. The judge did not see the changes in numbers to be particularly significant, but this should not necessarily be taken to mean that the Plan Change now proposed will not have any significant impacts along Anzac Street and options which reduce the dependence of adjacent property on access from the regional arterial route are preferable from a transport perspective. The second issue with Option 1 relates to the provision of right turns to from sites along Anzac Street. It is assumed that the Anzac Street Widening will be completed prior to the implementation of the Plan Change. This is because the main reason for progressing the Plan Change at this point in time is in order to resolve the outstanding appeal relating to the proposed road widening project. The widening project includes a proposal for a narrow central raised median, which would thereby eliminate right turns. No provision for U turns is currently proposed along Anzac Street, following the provision of the raised median. This was an issue raised by the Commissioners in their Decision following the 2007 Hearing. Our August 2008 report relating to Anzac Street Widening suggested that this issue needed to be properly considered before any Environment Court Hearing. We also noted that it was somewhat inconsistent that U turn facilities have recently been provided along Esmonde Road, where a raised median has been introduced, but that U turn facilities are not going to be provided along Anzac Street. However, we noted that, from inspection, it will be a struggle to squeeze in a U turn facility along Anzac Street without either going beyond the designation or by compromising some other aspect of the project. One can probably argue that the circumstances along Esmonde Road and Anzac Street should be considered on their own merits. However, if greater intensity of uses is proposed along Anzac Street, this increases the case for U turn facilities, if no right turn facilities are provided. The only obvious place for U turns would be at the signalised intersections at each end of the block relating to the Plan Change. However, there are significant issues at either end: At the eastern end, U turning could be considered at the Anzac Street/Auburn Avenue intersection. This U turn would be taking place into the three lane westbound carriageway, thereby giving enough room. However, the right turn from Anzac Street (west) to Auburn Avenue (south) takes place at the same time as the left turn from Auburn Avenue to Anzac Street. U turns within this phase would therefore be unsafe, while the alternative of permitting U turns by eliminating the left turn from Auburn Avenue during this phase would have significant effects on the operational efficiency of the signals. At the western end, U turning could be considered at the Anzac Street/Pupuke Road/Barry s Point intersection. However, this will be taking place into the two lane eastbound carriageway, and further widening would be required (to introduce a U turn facility similar to that at Esmonde Road, opposite the Assembly of God access. This U turn would also extend the time required for the right turn/u turn phase, which would adversely affect eastbound buses running along Anzac Street. A further option to consider would be the retention of right turns within Anzac Street, through the provision of a flush median. However, the central median as currently proposed is very narrow, at only 1.1m, so to provide a full flush median will require additional land. We understand that there is a strong desire to improve the amenity and urban design along Anzac Street, so it may be a significant issue if additional land is required for transport purposes. Also, we note that for sites to the south of Anzac Street, they would be turning right across the three lane westbound carriageway and speeds in the kerbside bus lane are likely to be different from those in the adjacent general traffic lanes. This suggests that right turns to/from these sites may have significant safety consequences.

125 Anzac Street Plan Change Transport Assessment Option 2 Option 2 would also provide access via Anzac Street. However, the significant difference between Options 1 and 2 is that Option 2 would provide access by means of service roads (with direct access to Anzac Street retained for sites at the western end of the area to the south). Traffic would leave or enter Anzac Street via the service road and then enter or leave properties via the service road. The macro effects of Option 2 are therefore identical to Option 1, in that vehicles will approach or leave the area via the same routes, but Option 2 will have significantly different local effects: The entry and exit from Anzac Street will be concentrated into few access points. These accesses will be able to be designed to a higher standard than those into individual properties and it can be reasonably assumed that turning vehicles will be not required to slow down to the same extent. Therefore service roads are generally considered to be a desirable option in improving link capacity and improving safety. However, there are a number of issues to be acknowledged: In order to give access to as many sites as possible, the entries to the service roads need to be close to the main signalised intersections (ie close to the Barry s Point Road intersection for access to the northern service road and close to the Auburn Street intersection for access to the southern service road). This creates modest safety issues, as vehicles will need to slow down to enter the service road just as through traffic is accelerating away from the main intersections. In particular, there will be little time for drivers to indicate their intentions, as ideally, drivers should not start to indicate until they are through the main intersection; Similarly in order to give access to as many sites as possible to the north, the exit from the northern service road needs to close to the main signalised intersections (ie close to the Auburn Street intersection). This creates a potentially significant safety issue, as a reasonable percentage of traffic exiting the service road is likely to want to turn right into Auburn Street (south). This will require vehicles to cross the kerbside lane (for traffic heading to Anzac Street (East) over a very short distance; It is difficult to see how right turns can be permitted safely, in to or out from the service roads, if the narrow raised median is changed to a wider flush median. This is partly as these turns will take place quite close to the main signalised intersections and partly as the entries and exits to the service lanes will be at an acute angle. We note that service road arrangements tend to be quite land intensive and this may reduce the attraction of this concept. The provision of a service road does not reduce the cross sectional requirement of the main carriageway, but it introduces a kerbed (or landscaped) area between the two roads, plus the width of the service road, which is to accommodate a traffic lane plus a parking lane, then with a footpath and berm. We assume that other parties will address the opportunities and the challenges that such a wide cross section offers. In particular, we are unclear whether pedestrians are to be allowed or encouraged to walk along the kerbed area between the two roads, or the footpath/berm to the rear of the service road Option 3 This option removes the vast majority of direct access from Anzac Street, thereby reducing the extent of conflict along the regional arterial route. Access would instead be provided by means of rear service lanes. This will lead to a number of changes in vehicle routing to from the redevelopment sites (relative to the situation with Options 1 and 2). For example, a person leaving a site to the north of Anzac Street, at the western end of the block, to head to the Harbour Bridge would be likely to leave the service lane via Pupuke Road (north) then use Barry s Point Road to head toward the Bridge. By comparison, with Options 1 and 2 (assuming the raised median is provided along Anzac Street), this person would turn left onto Anzac Street, and would either make some U turn manoeuvre, such as via Auburn Avenue/Lomond

126 Anzac Street Plan Change Transport Assessment 16 Street and Pupuke Road, or would turn right to reach the Bridge via Auburn Avenue/Burns Avenue/Esmonde Road. The concept plan shown indicates that the rear service lanes may not extend from Pupuke Road through to Auburn Street and this will create some unnecessary doubling back, for some trips. That is, a person may have to head east in the service lane to join the main road and head west Option 4 This option would provide service lanes which would run from Auburn Avenue to Pupuke Road, both to the north and south of Anzac Street. Connections would also be possible between the northern service lane and Lomond Street to the north. This option would therefore remove the vast majority of direct access from Anzac Street, as with Option 3, thereby reducing the extent of conflict along the regional arterial route. In addition, through the provision of through service lanes, it would eliminate the issue noted above with Option 3, relating to doubling back of trips and therefore efficiency of movement. A key issue for this option will be the design of the service lane, which needs to be sufficient only for the transport requirements of the adjacent sites. It clearly would not be intended to provide a through route. This may not be an issue for the northern service road, as Lomond Street already provides a potential through route (for local traffic). However, the southern service lane could become a through route for traffic between Auburn Avenue and Barry s Point Road, allowing traffic to avoid Anzac Street. It would be desirable in any case to minimise the speed environment of the service lanes, through sensitive design, but this will be particularly relevant to the southern service road. However, we understand that the service lanes will need to accommodate (slow) two way travel, plus parking. It may also need to be sufficient to accommodate rubbish trucks. 6.4 Changes in Traffic Flows The following plots indicate the daily flows for each of the Options, in the vicinity of Anzac Street. Figure 4: Daily Flows (2021) for Scenario with Anzac Street Widening but without Plan Change

127 Anzac Street Plan Change Transport Assessment 17 Figure 5: Daily Flows (2021) for Land Use Scenario 2, Option 1, without right turns Figure 6: Daily Flows (2021) for Land Use Scenario 2, Option 1, with right turns

128 Anzac Street Plan Change Transport Assessment 18 Figure 7: Daily Flows (2021) for Land Use Scenario 2, Option 3 Figure 8: Daily Flows (2021) for Land Use Scenario 2, Option 4

129 Anzac Street Plan Change Transport Assessment 19 Figure 9: Daily Flows (2021) for Land Use Scenario 3, Option 1, without right turns The above figures indicate that: The flow on Anzac Street (east of the Barry s Point Road intersection will increase from 33,050 vehicles/day in 2021 without the Plan Change to 34,050, with Land Use Scenario 2, Option 1, an increase of 3%; If right turns are permitted (with Option 1), the flow on Anzac Street increases slightly to 34,200 vehicles/hour, while flows further east increase slightly. Flows on Auburn Avenue, Lomond Street and Pupuke Road reduce due to direct turns being possible, into and out from properties; With Option 3, the flow on Anzac Street falls (relative to Option 1), to 33,700 vehicles/day; With Option 4 it falls further (relative to Option 1) to 33,200 vehicles/day. Options 3 and 4 lead to slight increases on Auburn Avenue, Pupuke Road and Barry s Point Road, immediately north and south of Anzac Street. 6.5 Intersection Operation along Anzac Street The results of the traffic model tests have been provided at Appendices E I at the end of this report in terms of volume to saturation ratios at the three main signalised intersections along Anzac Street in The results are summarised at Tables 11 and 12 below in terms of the highest degrees of saturation and the average for the entire intersection.

130 Anzac Street Plan Change Transport Assessment 20 Table 11: Intersection Degree of Saturation Summary (%): AM Peak AM Peak Fred Thomas/Anzac Barrys Point/Anzac Auburn/Anzac Scenarios Average Worst Average Worst Average Worst Without Plan Change Land Use Scenario 2, Option 1 no right turns Land Use Scenario 2, Option 1 with right turns Land Use Scenario 2, Option 3 Land Use Scenario 2, Option 4 Land Use Scenario 3 Option 1 No Right Turn Table 12: Intersection Degree of Saturation Summary (%): PM Peak PM Peak Fred Thomas/Anzac Barrys Point/Anzac Auburn/Anzac Scenarios Average Worst Average Worst Average Worst Without Plan Change Land Use Scenario 2, Option 1 no right turns Land Use Scenario 2, Option 1 with right turns Land Use Scenario 2, Option 3 Land Use Scenario 2, Option 4 Land Use Scenario 3 Option 1 No Right Turn The provision of the average degrees of saturation for the entire intersections is quite unusual and it could be misleading, as the results suggest that all three intersections have significant spare capacity. In reality there are a number of critical movements that are approaching capacity and others that are not critical in that time period. Similarly, quoting only the maximum degree of saturation can be misleading as one particular option could add flows to a critical movement, and further signal optimisation could be undertaken for that option, while another option could have added flows to a movement that is critical, but not the worst movement. The results indicate that the effect of any of the options on the overall operation of each of the intersections with land use Scenario 2 will be modest. Indeed the results would appear to be within the accuracy of the models, as in the PM peak, there is a slight inconsistency in the results for Option 3, with a lower maximum degree of saturation at the Fred Thomas Drive intersection, but a higher figure at the Barry s Point Road intersection. This probably results from a slight rerouting between Fred Thomas Drive

131 Anzac Street Plan Change Transport Assessment 21 and Barry s Point Road in the model (for the same signal settings) rather than due to a real impact of that option. The results also indicate that Land Use Scenario 3 will have modest additional impacts on the corridor, relative to Option Travel Times Table 13 below summarises the total travel times within the modelled area, for each of the options. Table 13: Total travel time in hours/hour Scenarios AM PM Without Plan Change 1, Land Use Scenario 2, Option 1 no right turns Land Use Scenario 2, Option 1 with right turns 1, , Land Use Scenario 2, Option 3 1, Land Use Scenario 2, Option 4 1, Land Use Scenario 3 Option 1 No Right Turn This table indicates that: 1, With Land Use Scenario 2 the total travel time will be increased by approximately 10% during both the AM and PM peak hours. However, this relates to a scenario with a greater volume of trips, so this comparison is of limited value; Land Use Scenario 3 is predicted to cause further increases of 3% and 20% in total travel times during the morning and afternoon peak hours respectively. Again this relates to a scenario with greater trips, but the relatively significant increase in the PM peak indicates some congestion; The four access options modelled are all predicted to lead to similar overall travel times, with Option 4 predicted to have the lowest total travel times in both the AM and PM peaks, by a small margin. The above summary relates to vehicle travel times, not person travel times. The operation of the Anzac Street corridor for buses and general traffic is summarised at Table 14. Table 14: Journey Time Comparison along Anzac Street (seconds) 2007 AM 2007 PM Direction Westbound Eastbound Westbound Eastbound Vehicle(lane) Type Without Anzac Street Widening and Plan Change With Anzac St Widening, without Plan Change Buses General Traffic Buses General Traffic Buses General Traffic Buses General Traffic

132 Anzac Street Plan Change Transport Assessment AM 2021 PM Direction Westbound Eastbound Westbound Eastbound Vehicle(lane) Type Without Anzac Street Widening and Plan Change With Anzac St Widening, without Plan Change Land Use Scenario 2, Option 1 no right turns Land Use Scenario 2, Option 1 with right turns Land Use Scenario 2, Option 3 Land Use Scenario 2, Option 4 Land Use Scenario 3 Option 1 No Right Turn Buses The above table indicates that: General Traffic Buses General Traffic Buses General Traffic Buses General Traffic The Widening scheme is predicted to improve journey times for buses and general traffic in both directions in 2021; Land Use Scenario 2 is predicted to lead to minor increases in the predicted journey times along Anzac Street. The increases for buses in the westbound bus lane are consistently modest, while the increase for general traffic is up to 10 seconds westbound in the AM peak and up to 12 seconds eastbound. However, these increases relate to the operation of the main signalised intersections and they do not reflect the change in the speed environment due to greater numbers of vehicles slowing down and accelerating, particularly with Options 1 and 2; Option 4 offers the quickest travel times of all options associated with Land Use Scenario 2; Land Use Scenario 3 is predicted to lead to modest increases in travel times for general traffic in the PM peak, in both directions.

133 Anzac Street Plan Change Transport Assessment 23 7 CONCLUSIONS 7.1 General This report has provided a traffic assessment of the proposed Plan Change for the section of Anzac Street between Pupuke Road and Auburn Avenue. The assessment has been based in part on an extension of the traffic model previously developed to assess the effects of the proposed Anzac Street Widening project. The report sets out the development of the extended model and provides an update on the operation of the corridor without and with the road widening project, without the proposed Plan Change. The traffic forecasts for the year 2021 are based on new figures from the Council s TRACKS transport model, which indicates that traffic flows along Anzac Street will rise from a current flow of around 20,000 vehicles/day (west of Barry s Point Road) to around 29,000 vehicles/day in This figure is consistent with the previous prediction. 7.2 Proposed Plan Change: Land Use Scenarios Officers of North Shore City Council have provided us with details of three possible land use scenarios for the proposed Plan Change, and four possible access options. All three land use scenarios assume development of four storey buildings within the Plan Change area. Scenario 1 assumes solely residential uses on four floors; Scenario 2 would be mixed use development, with commercial development on the ground floor and residential uses on the upper floors; Scenario 3 assumes solely commercial uses. Scenario 3 is expected to lead to approximately double the number of trips, relative to the other two scenarios. Scenario 2 will lead to a modest increase in flows, relative to Scenario 1. This modest increase is to be expected, since the difference between Scenarios 1 and 2 only relates to the use of the ground floor. However, the introduction of commercial uses with Scenario 2 will introduce a different pattern of trips in the peak periods, compared with the all residential Scenario 1 (in that residential uses give rise to predominantly outbound trips in the AM peak and inbound trips in the PM peak, while the reverse relates to commercial uses). This assessment has concentrated on land use Scenario 2, as we understand this to be the most likely scenario. 7.3 Proposed Plan Change: Access Options The four different access options are as follows: Option 1, would allow direct access off Anzac Street. The concept plan indicates that the existing accesses would be rationalised, with approximately 5 accesses to the north off Anzac Street and 7 accesses to the south; Option 2, termed slip road development. Access to all sites to the north would be via a service road, running almost the entire length of the block. A shorter length of service road would serve the sites to the south, over the eastern half of the block;

134 Anzac Street Plan Change Transport Assessment 24 Option 3, termed rear service lane access. This concept includes no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street. Instead, service lanes are proposed along the rear of the developments so traffic can use either Pupuke Street or Auburn Street to get in/out of the site. To the south, this lane would be reached via Como Street, from the eastern end. To the north, lanes would stem from Auburn Avenue and Pupuke Road, but these would not connect; Option 4, termed new road and block development. As with Option 3, this concept would include no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street. Instead, new service roads would be built between Pupuke Street and Auburn Street both to the north and south of the development (ie these would run along the entire length of the block). 7.4 Assessment The concept of intensive development in this location is consistent with principles of sustainable development. The sites will be adjacent to the Quality Transit Network and will be a short walk distance from the various facilities within the Takapuna CBD. However, the cross section currently proposed for Anzac Street includes relatively poor provision for pedestrians, in terms of the amenity of the footpaths and particularly in terms of the ability to cross Anzac Street. Crossing facilities are proposed at each of the main signalised intersections, but no safe crossings are proposed mid block. Pedestrians may cross half way to use the proposed raised median, but at 1.1m, this will be inadequate for a number of users (such as those with prams, pushing bikes or riding mobility scooters). This is an issue without the plan change, but will be a more significant issue for a more intensive form of land use. The primary issue with Access Option 1 is that it would retain direct access onto Anzac Street for the vast majority of sites. Anzac Street is a regional arterial road and the main transport functions of the route are for passenger transport and through traffic heading to/from the Takapuna CBD. Frontage access to more intensive uses has the potential to reduce the capacity of the route and also to affect safety, due to vehicles slowing down and turning. The report has noted that right turns are to be eliminated along Anzac Street as a result of the widening scheme which includes a proposal for a narrow central raised median. No U turn facilities are proposed to enable the right turns to be made indirectly and the report has noted the issues associated with U turns or indirect routes being required for the more intensive forms of development. The report has also noted the challenges in providing right turns along Anzac Street. Access Option 2 would also provide access via Anzac Street, predominantly by means of service roads. The macro effects of Option 2 are therefore identical to Option 1, in that vehicles will approach or leave the area via the same routes, but Option 2 will have significantly different local effects. The entry and exit from Anzac Street will be concentrated into few access points. These accesses will be able to be designed to a higher standard than those into properties and it can reasonably assumed that turning vehicles will be not required to slow down to the same extent. Therefore service roads are generally considered to be a desirable option in improving link capacity and improving safety. However, the report notes a number of issues relating to the entry to and exits from the service roads and that service road arrangements tend to be quite land intensive as the provision of a service road does not reduce the cross sectional requirement of the main carriageway. This may reduce the attraction of this concept.

135 Anzac Street Plan Change Transport Assessment 25 Access Options 3 and 4 would remove the vast majority of direct access from Anzac Street, thereby reducing the extent of conflict along the regional arterial route. Access would instead be provided by means of rear service lanes. These would be incomplete lanes with Option 3, while Option 4 would provide service lanes which would run from Auburn Avenue to Pupuke Road, both to the north and south of Anzac Street. Connections would also be possible between the northern service lane and Lomond Street to the north, with Option 4. The through connections with Option 4 will improve the efficiency of movement although care will be needed to ensure that these lanes are not used by through traffic (particularly along the southern service lane. The removal of most vehicle accesses from Anzac Street with these options would probably improve the amenity for pedestrians and bus users. 7.5 Conclusions The traffic modelling indicates that the overall effects of the different access options are fairly modest, in terms of overall traffic flows and the operation of Anzac Street. However, there are considered to be significant transport advantages in pursuing options which include rear access (Access Option 3 or preferably Option 4). These advantages are: Benefits for the operation of the regional arterial route, in terms of safety, journey times and trip reliability, particularly due to the reduction in vehicles slowing down in order to gain access to properties, or leaving properties slowly; These benefits are important for the provision of reliable bus services along the Quality Transit Network; There are considered to be benefits for the amenity and safety of pedestrians and bus users The issues noted for Access Options 1 and 2 in terms of the impact of direct or indirect frontage access on the operation of Anzac Street will be greatest for Land Use Scenario 3.

136 Anzac Street Plan Change Transport Assessment

137 Anzac Street Plan Change Transport Assessment 1 APPENDIX A Predicted degrees of saturation with existing road layouts

138 Anzac Street Plan Change Transport Assessment 2 Do Minimum Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

139 Anzac Street Plan Change Transport Assessment 3 Do Minimum Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

140 Anzac Street Plan Change Transport Assessment 4

141 Anzac Street Plan Change Transport Assessment APPENDIX B Predicted degrees of saturation with Anzac Street Widening Scheme, without Plan Change

142 Anzac Street Plan Change Transport Assessment 1 Current Scheme Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

143 Anzac Street Plan Change Transport Assessment 2 Current Scheme Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

144 Anzac Street Plan Change Transport Assessment

145 Anzac Street Plan Change Transport Assessment APPENDIX C Plan Change Land Use Scenarios

146 Anzac Street Plan Change Transport Assessment

147 Anzac Street Plan Change Transport Assessment 1

148 Anzac Street Plan Change Transport Assessment 2

149 Anzac Street Plan Change Transport Assessment 3

150 Anzac Street Plan Change Transport Assessment

151 Anzac Street Plan Change Transport Assessment APPENDIX D Plan Change Trip Generation Details

152 Anzac Street Plan Change Transport Assessment 1 Anzac Street Trip Generation Summary - Land Use Scenario 1 Access Option 1 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 2 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 3 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Area Trips In Out In Out hh in 20 out 80 in 65 out 35 North Total North South Total South Existing Total Develop ment Access Option 4 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Area Trips In Out In Out hh in 20 out 80 in 65 out 35 North Total North South Total South Existing Total Develop ment

153 Anzac Street Plan Change Transport Assessment 2 Anzac Street Trip Generation Summary - Land Use Scenario 2 Access Option 1 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 2 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 3 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 3 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment

154 Anzac Street Plan Change Transport Assessment 3 Anzac Street Trip Generation Summary - Land Use Scenario 1 Access Option 1 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Total Floor Number of Trips In Out In Out Area Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 2 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Trips In Out In Out Number of Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 3 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Trips In Out In Out Number of Households Trips In Out In Out North Total North South Total South Existing Total Develop ment Access Option 3 Proposed Total Floor Area (m2) Commercial Trip Generation (veh/hr) Residential Trip Generation (veh/hr) (Commercial and Residential) AM PM AM PM Building Area Trips In Out In Out Number of Households Trips In Out In Out North Total North South Total South Existing Total Develop ment

155 Anzac Street Plan Change Transport Assessment APPENDIX E Predicted Degrees of Saturation with Land Use Scenario 2 and Network Option 1 without Right Turns

156 Anzac Street Plan Change Transport Assessment 1 Plan Change Land Use Scenario 2 Network Option 1 without Right Turns Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street / Anzac Street AM Peak Auburn Street / Anzac Street PM Peak

157 Anzac Street Plan Change Transport Assessment APPENDIX F Predicted Degrees of Saturation with Land Use Scenario 2 and Network Option 1 with Right Turns

158 Anzac Street Plan Change Transport Assessment 1 Plan Change Land Use Scenario 2 Network Option 1 with Right Turns Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

159 Anzac Street Plan Change Transport Assessment APPENDIX G Predicted Degrees of Saturation with Land Use Scenario 2 and Network Option 3

160 Anzac Street Plan Change Transport Assessment 1 Plan Change Land Use Scenario 2 Network Option Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street / Anzac Street AM Peak Auburn Street / Anzac Street PM Peak

161 Anzac Street Plan Change Transport Assessment APPENDIX H Predicted Degrees of Saturation with Land Use Scenario 2 and Network Option 4

162 Anzac Street Plan Change Transport Assessment 1 Plan Change Land Use Scenario 2 Network Option Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

163 Anzac Street Plan Change Transport Assessment APPENDIX I Predicted Degrees of Saturation with Land Use Scenario 3 and Network Option 1 without Right Turns

164 Anzac Street Plan Change Transport Assessment 1 Plan Change Land Use Scenario 3 Network Option 1 without Right Turns Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

165 Anzac Street Plan Change Transport Assessment 2

166 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT F Anzac Street Plan Change: Assessment of Additional Scenarios

167 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios April 2009

168 Project: Title: Document Reference: Prepared by: Reviewed by: Revisions: Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios S:\nscc\064\R2A Add Assessment.doc Ian Clark / Kishore Kumar Ian Clark Date Status Reference Approved by Initials 24 April 2008 Version A R2A I Clark

169 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios i EXECUTIVE SUMMARY GENERAL This report has provided a further assessment of the proposed Plan Change for the section of Anzac Street between Pupuke Road and Auburn Avenue. This has built on our various previous assessments relating to the proposed widening of Anzac Street and the proposed Plan Change, and we have assumed that the reader is familiar with this previous work. SCENARIOS This report has considered the following scenarios: We have been provided with two new scenarios relating to background development within the Takapuna area generally and therefore background traffic flows in the area (i.e. scenarios without the Plan Change); We have been asked to assess two land use scenarios for the proposed Plan Change. Both assume commercial development on the ground floor. One scenario assumes three levels of residential development above commercial development on the ground floor, while the second scenario assumes five levels of residential development above the commercial development; We have been asked to undertake this assessment based on what our previous report termed Access Option 3 for the Plan Change area, which related to partial rear service lanes off Pupuke Road and Auburn Avenue which would not connect; This new assessment has concentrated on scenarios which exclude the proposed widening of Anzac Street, but has compared these scenarios with one that does include the widening project. CONCLUSIONS The report has not repeated the assessment of the traffic and transport issues associated with the various access options which were set out in our previous report. Rather, this report has assessed the traffic effects of the various scenarios, in terms of the traffic flows, the operation of the main intersections, overall journey times within the modelled area, journey times along Anzac Street, and local access issues along Anzac Street. The traffic modelling indicates that: The new medium growth scenario is very consistent with the scenario previously assessed. That previous scenario identified the extent to which such a scenario will increase pressure along Anzac Street relative to the existing situation; The new high growth scenario will increase pressure on Anzac Street, which will have effects particularly in the PM peak; However, the greatest effect of the high growth scenario is on the operation of the Taharoto Road/Northcote Road intersection, some distance from the Plan Change area. This intersection will constrain the rate at which traffic can reach Anzac Street, limiting the potential effects of the Plan Change on Anzac Street itself. On the other hand it will also limit the rate at which vehicles can leave Anzac Street in the PM peak. This will constrain the benefits of the Anzac Street Widening project for general traffic but it may increase the potential benefits of the Widening project for buses;

170 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios ii By comparison, the predicted effects of the two land use scenarios for the Plan Change area are predicted to be fairly modest, in terms of the increases in flows and congestion at intersections and therefore the journey times. The localised effects of the Plan Change are predicted to be reduced by the development of rear service lanes, but these are not currently anticipated for the block to the western end of the Plan Change area, to the south of Anzac Street. We consider it to be essential that no right turns are permitted into any accesses off Anzac Street and that it may be necessary to restrict the amount of development at sites with direct access to the regional arterial route, at least until the Widening project is fully committed.

171 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios iii CONTENTS 1 INTRODUCTION BACKGROUND TRAFFIC Vehicle Trips Trips by other modes Traffic Predictions MODEL SCENARIOS Land Use Scenarios Model Scenarios TRAFFIC ASSESSMENT OF PLAN CHANGE OPTIONS Changes in Traffic Flows Intersection Operation along Anzac Street Travel Times Local Traffic Effects CONCLUSIONS General Scenarios Conclusions... 16

172 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 1 1 INTRODUCTION Flow Transportation Specialists Ltd (Flow) has been commissioned by North Shore City Council (NSCC) to provide an assessment of the traffic effects of a proposed Plan Change relating to Anzac Street, Takapuna. We have previously provided the following reports relating firstly to the proposed widening of Anzac Street and secondly to the proposed Plan Change: Reassessment of Anzac Street Widening: Report 1: Effects of Completion of Esmonde Road and Assessment of Short Term Bus Lane (January 2008); Reassessment of Anzac Street Widening: Report 2: Reassessment of Future Demands and Options (August 2008); Anzac Street Plan Change: Transport Assessment (December 2008). The December 2008 report assessed a number of options for the Plan Change, in terms of the amount and type of development, and access options, as follows: Three land use scenarios were tested, all relating to the development of four storey buildings alongside Anzac Street, but with different mixes of residential and commercial uses; Four access options were tested, including options with direct access off Anzac Street, access off Anzac Street via service lanes, or access from either partial length or full length rear service lanes. This report provides an assessment of the following additional scenarios: New medium and high growth background traffic; Additional land use scenarios for the Plan Change area. We have been instructed to base these tests on what was termed Access Option 3 in the December 2008 report. This option included partial service lanes, which came off Pupuke Road and Auburn Avenue, both to the north and south of Anzac Street, but they did not connect from one end to the other (i.e. from Pupuke Road through to Auburn Avenue. Also, the December 2008 report concentrated on scenarios which included the proposed Anzac Street Widening project, on the basis that the Plan Change was being considered at that time partly as a way of resolving an outstanding appeal on the Widening designation. Since that time, Council has resolved to defer that project, meaning that the Plan Change may now take place prior to the completion of the Widening project. 2 BACKGROUND TRAFFIC 2.1 Vehicle Trips NSCC provided us with new forecasts of background traffic (i.e. based on land use scenarios for areas beyond the Plan Change), comprising medium and high growth scenarios. The table below summarises the land use totals for the Takapuna area under each scenario and compares it with 2006 census data.

173 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 2 Table 1: Land use forecast for medium and high growth scenarios Land Use Medium 2021 High Total House Holds 2,200 6,625 8,500 Total Jobs 11,625 17,125 22,550 It should be noted that the North Shore City Blueprint medium land use growth projections have been assumed for the rest of North Shore City. The total numbers of vehicles within the modelled study area for these two scenarios, and for the future base scenario used for the December 2008 report, are set out in Table 2. Table 2: Total number of vehicles within the modelled area Future Base Scenario (December 2008 Report) Future Base Medium Growth Scenario Future Base High Growth Scenario AM Peak PM Peak 22,250 21,925 22,800 (3%) 25,200 (13%) Note: % in parenthesis indicates the % increase compared to December 2008 Scenario. 23,050 (5%) 26,250 (20%) In the above table, the total numbers of vehicles are of limited relevance. The important point relates to the comparison between the scenarios are we note: The new medium growth scenario leads to a slightly higher number of trips relative to the previous base; The new high growth scenario represents increases of 10 to 14% over the new medium growth scenario. 2.2 Trips by other modes The demands received from NSCC have come from the Council s TRACKS model. There are various versions of this model and we understand that the version used to assist this study was not a four stage model (i.e. it does not allow for mode choice). As a result, it has been necessary to apply factors to the private vehicle trip matrices to reflect anticipated changes in the percentage of car driver trips in the future, based on outputs from the Auckland Regional Council s Auckland Regional Transport (ART) model. Table 3 below summarises the resulting reductions in private vehicle trips applied by NSCC Officers for the various scenarios, for the model area as a whole, and for trips to and from Takapuna. Table 3: TRACKS Model Reductions for private vehicle trips North Shore City From Takapuna To Takapuna AM Peak PM Peak Medium Growth 2.2% 4.1% 2.0% High Growth 2.3% 4.2% 2.5% Medium Growth 2.3% 1.6% 4.3% High Growth 2.3% 2.2% 4.5%

174 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios Traffic Predictions The resulting traffic flow predictions for the Anzac Street/Taharoto Road corridor are set out in Table 4. This table compares the new forecasts for 2021 with those from our previous assessment and also with the existing flows. Table 4: Predicted Daily Flows along Anzac Street/Taharoto Road (vehicles/day), without Plan Change Taharoto Road West of Fred Thomas Dr Anzac Street East of Fred Thomas Dr Anzac Street East of Barry s Point Road ,100 20,000 22, : previous future base (December 2008) 43,500 29,300 33, : Medium Growth 42,950 29,300 31, : High Growth 46,100 32,000 34,250 The above table indicates that the flows along the corridor with the new medium growth scenario are generally very similar to the previous future base. The high growth scenario is predicted to lead to flows which are around 7-8% higher than the medium growth scenario. More details are given at Section 4 below in terms of flows crossing screenlines as opposed to individual roads. This additional information explains the apparent discrepancy in flows on Anzac Street between Fred Thomas Drive and Barry s Point Road, which is a result of the change in networks. The previous future base included the Anzac Street Widening project, which includes some turn bans at the Anzac Street/Killarney Street which are not now included in the new tests, for reasons set out above.

175 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 4 3 MODEL SCENARIOS 3.1 Land Use Scenarios We have been instructed by NSCC to consider two land use scenarios for the Anzac Street Plan Change area, for this additional assessment. The commercial floor space would be similar for each scenario, however the amount of residential floor space would differ, as follows: Land use Scenario 1 assumes commercial development on the ground floor, with three levels of residential uses on the upper floors; Land use Scenario 2 assumes commercial development on the ground floor, with five levels of residential uses on the upper floors. The assumed floor areas of these scenarios are summarised in Table 5 below. Table 5: Total Floor Area for Plan Change Scenarios (m²) Scenarios Land Use Scenario 1 3,500 Land Use Scenario 2 3,500 North of Anzac Street South of Anzac Street Commercial Residential Commercial Residential 10,500 (105 units) 17,500 (175 units) 2,100 2,100 8,400 (84 units) 14,000 (140 units) Total 24,500 (inc 189 units) 37,100 (inc 315 units) The assumed peak hour trip rates were set out in our December 2008 report and we have continued to use these rates for this study. We noted previously that further work may be required to confirm the validity of the rates assumed, if the Plan Change is pursued further. 3.2 Model Scenarios We have been instructed to carry out modelling for seven scenarios with the combination of background and land use scenarios as set out below: Scenario 1: Medium growth background traffic, without the Plan Change; Scenario 2: High growth background traffic, without the Plan Change; Scenario 3: Medium growth background traffic and Land Use Scenario 1 for the Plan Change; Scenario 4: High growth background traffic and Land Use Scenario 1; Scenario 5: Medium growth background traffic and Land Use Scenario 2; Scenario 6: High growth background traffic and Land Use Scenario 2; Scenario 7: High growth background traffic and Land Use Scenario 2 with Anzac Street Widening.

176 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 5 Scenarios 3 to 7 have assumed that Plan Change proceeds with Access Option 3 (partial rear access). This access option (see Figure 1 below) was defined in our report of December 2008, which noted that the concept includes no direct access to/from Anzac Street, except for properties at the western end of the block, to the south of Anzac Street. Instead, service lanes are proposed along the rear of the developments so that traffic can use either Pupuke Street or Auburn Avenue to get in/out of the site. To the south, this lane would be reached via Como Street, from the eastern end. To the north, lanes would stem from Auburn Avenue and Pupuke Road. These lanes, both to the north and south of Anzac Street, would not connect through. Figure 1: Access Option 3

177 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 6 4 TRAFFIC ASSESSMENT OF PLAN CHANGE OPTIONS The traffic assessment has been undertaken using a SATURN traffic model. The details of the model were set out in our December 2008 report. In order to assess the impact of the seven scenarios, the following criteria have been compared: Daily traffic flows; Degrees of saturation at intersections; Total travel times; Journey times along Anzac Street. 4.1 Changes in Traffic Flows The following plots indicate the daily flows for each of the Options, in the vicinity of Anzac Street. Figure 2: Daily Flows (2021) for Scenario 1: Medium growth background traffic, without the Plan Change

178 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 7 Figure 3: Daily Flows (2021) for Scenario 2: High growth background traffic, without the Plan Change Figure 4: Daily Flows (2021) for Scenario 3: Medium growth background traffic and Land Use Scenario 1 for the Plan Change

179 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 8 Figure 5: Daily Flows (2021) for Scenario 4: High growth background traffic and Land Use Scenario 1 Figure 6: Daily Flows (2021) for Scenario 5: Medium growth background traffic and Land Use Scenario 2

180 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 9 Figure 7: Daily Flows (2021) for Scenario 6: High growth background traffic and Land Use Scenario 2 Figure 8: Daily Flows (2021) for Scenario 7: High growth background traffic and Land Use Scenario 2 with Anzac Street Widening

181 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 10 Table 6 compares the daily flows predicted to use each road crossing a number of screenlines. These screenlines are shown at Figure 9 below. Figure 9: Screenlines along the Anzac Street Corridor The tables indicate that: The high growth scenario (Scenario 2) will lead to total flows crossing screenlines that are generally around 10% higher than the medium growth scenario (Scenario 1); Scenario 1 for the Plan Change (Scenarios 3 and 4) will lead to an increase of flows crossing Screenlines 1 and 2 that are generally around 1.4% higher than the scenarios without the Plan Change (Scenarios 1 and 2). The increase crossing Screenline 3 will be around 0.5%; Scenario 2 for the Plan Change (Scenarios 5 and 6) will lead to total flows crossing Screenlines 1 and 2 that are generally around 2% higher than the scenarios without the Plan Change (Scenarios 1 and 2). The increase crossing Screenline 3 will be around 1.5%. ; The main effects of the Anzac Street Widening project (Scenario 7 compared with Scenario 6) generally result from the proposed turn bans at the Anzac Street/Killarney Street intersection. The above comments relate to the screenlines, rather than on individual roads. The flows along certain roads are constrained by the capacity of certain intersections (see below), forcing traffic to seek alternative routes.

182 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 11 Table 6: Predicted Daily Flows crossing screenlines Screenline 1 Taharoto Road Pupuke Road Total Scenario 1 42,950 4,950 47,900 Scenario 2 46,100 6,750 52,850 Scenario 3 43,450 5,100 48,550 Scenario 4 46,700 6,900 53,600 Scenario 5 43,600 5,300 48,900 Scenario 6 46,950 7,000 53,950 Scenario 7 48,200 7,700 55,900 Screenline 2 Killarney West Anzac West Des Swann Total Scenario 1 11,650 29,300 4,600 45,550 Scenario 2 11,700 32,000 6,000 49,700 Scenario 3 11,950 29,650 4,600 46,200 Scenario 4 13,200 32,350 6,100 51,650 Scenario 5 11,800 29,850 4,750 46,400 Scenario 6 11,950 32,600 6,100 50,650 Scenario 7 9,400 36,800 6,450 52,650 Screenline 3 Killarney East Lomond Anzac East Total Scenario 1 15, ,700 47,800 Scenario 2 16, ,250 51,300 Scenario 3 15, ,950 48,150 Scenario 4 16, ,300 51,600 Scenario 5 15, ,050 48,450 Scenario 6 16, ,550 52,050 Scenario 7 16, ,400 51, Intersection Operation along Anzac Street The results of the traffic model tests have been provided at Appendix A at the end of this report in terms of volume to saturation ratios at the three main signalised intersections along Anzac Street in The results are summarised at Tables 7 and 8 below in terms of the highest degrees of saturation (also known as volume to capacity ratios) and the average for the entire intersection. The following comments are made by way of explanation of the results: A volume to capacity ratio of 100% represents the theoretical capacity ;

183 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 12 In reality, conditions tend to deteriorate rapidly where the volume to capacity ratios exceed 90%, and values of around 90 to 95% represent the practical capacity ; SATURN is widely used for many different types of traffic assessments. However, it does not model dynamic queues that build up and dissipate during cycles of the traffic signals, nor does it model fluctuations of flows within a peak hour. As such, it does not accurately predict the length of queues. Table 7: Intersection Degree of Saturation Summary (%): AM Peak AM Peak Fred Thomas/Anzac Barrys Point/Anzac Auburn/Anzac Scenarios Average Worst Average Worst Average Worst Scenario Scenario Scenario Scenario Scenario Scenario Scenario Table 8: Intersection Degree of Saturation Summary (%): PM Peak AM Peak Fred Thomas/Anzac Barrys Point/Anzac Auburn/Anzac Scenarios Average Worst Average Worst Average Worst Scenario Scenario Scenario Scenario Scenario Scenario Scenario We noted in our December 2008 report that the provision of the average degrees of saturation for the entire intersections is quite unusual and it could be misleading, as the results suggest that all three intersections have significant spare capacity. In reality there are a number of critical movements that are approaching capacity and others that are not critical in that time period. Similarly, quoting only the maximum degree of saturation can be misleading as one particular option could add flows to a critical movement, and further signal optimisation could be undertaken for that option, while another option could have added flows to a movement that is critical, but not the worst movement. The above tables indicate that:

184 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 13 The average degrees of saturation are expected to be within capacity at each of the three intersections. However, the degrees of saturation for critical movements at the Fred Thomas Drive and Barry s Point Road intersections are predicted to be at practical capacity during the AM peak and in excess of the theoretical capacity in the evening peak; The main bottleneck is the Anzac Street / Fred Thomas Drive intersection in the PM peak. The high growth scenario (Scenario 2) will lead to higher degrees of saturation compared with the medium growth scenario (Scenario 1), but the scenarios with the Plan Change will not significantly increase these degrees of saturation (Scenarios 3 and 5 compared with Scenario 1, or Scenarios 4 and 6 compared with Scenario 2); The turn bans proposed as part of the Anzac Street Widening will improve the performance of the Anzac Street/Fred Thomas Drive intersection (Scenario 7 compared with Scenario 6). However, it should be noted that the operation of the intersections along Anzac Street is being constrained by the intersection of Taharoto Road/Northcote Road, at the northwestern edge of the model. Severe congestion is predicted at that intersection in both the AM and PM peaks, and this will constrain the rate at which traffic can reach Anzac Street (or indeed leave Anzac Street. 4.3 Travel Times The total travel times within the modelled area for each scenario are summarised in Table 9 below. Table 9: Total travel times within Modelled Area (PCU.hours / hour) Scenarios AM PM Scenario Scenario Scenario Scenario Scenario Scenario Scenario It should be noted that the absolute numbers in this table are of little relevance. Rather, than magnitude of difference between the total values for each of the scenarios are important. This table indicates that: The total travel times are predicted to increase by 37% in the AM peak and 29% in the PM peak with the high growth scenario (Scenario 2) compared with the medium growth scenario (Scenario 1); Land Use Scenario 1 for the Plan Change is predicted to increase the total travel times by 4 to 5% (Scenarios 3 and 4 compared with Scenarios 1 and 2); Land Use Scenario 2 for the Plan Change is predicted to increase the total travel times by 5 to 8% (Scenarios 5 and 6 compared with Scenarios 1 and 2); These increases reflect the predicted congestion at the Taharoto Road/Northcote Road intersection, noted above;

185 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 14 The Anzac Street Widening project is predicted to reduce total travel times by 1% in the AM peak and 6% in the PM peak. The magnitude of benefits is constrained by the congestion at the Taharoto Road/Northcote Road intersection. The above summary relates to vehicle travel times, not person travel times. The operation of the Anzac Street corridor for buses and general traffic is summarised at Table 10, in terms of the journey time between Taharoto Road at Dominion Road and Anzac Street, east of Auburn Avenue. Table 10: Journey Time Comparison along Anzac Street (seconds) 2021 AM 2021 PM Direction Westbound Eastbound Westbound Eastbound Vehicle(lane) Type Buses General Traffic Buses General Traffic Buses General Traffic Buses General Traffic Scenario Scenario Scenario Scenario Scenario Scenario Scenario The above table indicates that: Journey times are predicted to be consistent in the AM peak in both directions and in the PM peak in the eastbound direction, for all scenarios. Again this is due, to a significant degree to the congestion predicted at the Taharoto Road/Northcote Road intersection, which will constrain the rate at which traffic can reach Anzac Street; The high growth scenario (Scenario 2) is predicted to increase westbound journey times by 50% in the PM peak compared to the medium growth scenario (Scenario 2); Westbound journey times in the PM peak are expected to increase by 5% and 6% for Land Use Scenarios 1 and 2 with the medium growth scenario (Scenarios 3 and 5 compared with Scenario 1); Westbound journey times in the PM peak are expected to increase by 9% and 14% for Land Use Scenarios 1 and 2 with the high growth scenario (Scenarios 4 and 6 compared with Scenario 2); The Anzac Street Widening project is predicted to reduce westbound journey times in the PM peak, particularly for buses but also for general traffic; However, the benefits will again depend on the operation of the Taharoto Road/Northcote Road intersection. The left turn from Taharoto Road into Northcote Road is predicted to be operating at capacity in the PM peak, but the through movement from Taharoto Road toward Wairau Road is predicted to be operating overcapacity, so the Widening project will get traffic to this queue a bit quicker, increasing that queue.

186 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios Local Traffic Effects The above assessment relates to the overall traffic conditions along Anzac Street. In general, the local traffic effects of the Plan Change (for the scenarios considered within this report) will be reduced by the development of rear service lanes, but as noted in Section 3 above, these are not currently anticipated for the block to the western end of the Plan Change area, to the south of Anzac Street. We consider it to be essential that no right turns are permitted into any accesses off Anzac Street, but left turns may also have some localised effect on the operation of the regional arterial route, for a scenario within the Anzac Street Widening project. As a result, it may be necessary to restrict the amount of development at sites with direct access to the regional arterial route, at least until the Widening project is fully committed.

187 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 16 5 CONCLUSIONS 5.1 General This report has provided a further assessment of the proposed Plan Change for the section of Anzac Street between Pupuke Road and Auburn Avenue. This has built on our various previous assessments relating to the proposed widening of Anzac Street and the proposed Plan Change, and we have assumed that the reader is familiar with this previous work. 5.2 Scenarios This report has considered the following scenarios: We have been provided with two new scenarios relating to background development within the Takapuna area generally and therefore background traffic flows in the area (i.e. scenarios without the Plan Change); We have been asked to assess two land use scenarios for the proposed Plan Change. Both assume commercial development on the ground floor. One scenario assumes three levels of residential development above commercial development on the ground floor, while the second scenario assumes five levels of residential development above the commercial development; We have been asked to undertake this assessment based on what our previous report termed Access Option 3 for the Plan Change area, which related to partial rear service lanes off Pupuke Road and Auburn Avenue which would not connect; This new assessment has concentrated on scenarios which exclude the proposed widening of Anzac Street, but has compared these scenarios with one that does include the widening project. 5.3 Conclusions The report has not repeated the assessment of the traffic and transport issues associated with the various access options which were set out in our previous report. Rather, this report has assessed the traffic effects of the various scenarios, in terms of the traffic flows, the operation of the main intersections, overall journey times within the modelled area, journey times along Anzac Street, and local access issues along Anzac Street. The traffic modelling indicates that: The new medium growth scenario is very consistent with the scenario previously assessed. That previous scenario identified the extent to which such a scenario will increase pressure along Anzac Street relative to the existing situation; The new high growth scenario will increase pressure on Anzac Street, which will have effects particularly in the PM peak; However, the greatest effect of the high growth scenario is on the operation of the Taharoto Road/Northcote Road intersection, some distance from the Plan Change area. This intersection will constrain the rate at which traffic can reach Anzac Street, limiting the potential effects of the Plan Change on Anzac Street itself. On the other hand it will also limit the rate at which vehicles can leave Anzac Street in the PM peak. This will constrain the benefits of the Anzac Street Widening project for general traffic but it may increase the potential benefits of the Widening project for buses;

188 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 17 By comparison, the predicted effects of the two land use scenarios for the Plan Change area are predicted to be fairly modest, in terms of the increases in flows and congestion at intersections and therefore the journey times. The localised effects of the Plan Change are predicted to be reduced by the development of rear service lanes, but these are not currently anticipated for the block to the western end of the Plan Change area, to the south of Anzac Street. We consider it to be essential that no right turns are permitted into any accesses off Anzac Street and that it may be necessary to restrict the amount of development at sites with direct access to the regional arterial route, at least until the Widening project is fully committed.

189 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 18 APPENDIX A Predicted Degrees of Saturation

190 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 19 Figure A1: Scenario 1: Medium growth background traffic, without the Plan Change Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

191 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 20 Figure A2: Scenario 2: High growth background traffic, without the Plan Change Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

192 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 21 Figure A3: Scenario 3: Medium growth background traffic and Land Use Scenario 1 for the Plan Change Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

193 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 22 Figure A4: Scenario 4: High growth background traffic and Land Use Scenario 1 Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

194 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 23 Figure A5: Scenario 5: Medium growth background traffic and Land Use Scenario 2 Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

195 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 24 Figure A6: Scenario 6: High growth background traffic and Land Use Scenario 2 Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

196 Anzac Street Plan Change Report 2: Transport Assessment of additional scenarios 25 Figure A7: Scenario 7: High growth background traffic and Land Use Scenario 2 with Anzac Street Widening Fred Thomas Drive / Killarney Street AM Peak Fred Thomas Drive / Killarney Street PM Peak Pupuke Street / Barry s Point Road AM Peak Pupuke Street / Barry s Point Road PM Peak Auburn Street/Anzac Street AM Peak Auburn Street/Anzac Street PM Peak

197 Anzac Street West Precinct Plan Change Integrated Transport Assessment - Appendices ATTACHMENT G Anzac Street: Signalised Pedestrian Crossing: Paramics Modelling Summary

198 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary 28 July 2010 (Draft)

199 ABOUT THIS REPORT Title: Prepared by: Reviewed by: Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary Greig McDonnell Version Date Status Description 1 28 July 2010 Draft

200 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary EXECUTIVE SUMMARY A proposed Plan Change in the Anzac Street West Precinct of Takapuna is seeking to open up the Auburn Reserve, south of Anzac Street, and provide a new pedestrian connection between it and the existing public open space on the edge of Lake Pupuke. For this pedestrian link to function effectively, a facility will be required to get pedestrians safely and easily across Anzac Street, a busy primary arterial and a key access road for Takapuna from the north and west. This report has analysed the operational traffic impact of two signalised pedestrian crossing options: a full-width crossing; and a staggered crossing with a pedestrian refuge in the centre. The analysis used a calibrated Paramics microsimulation model of wider Takapuna, and included the interactions between the new pedestrian signal and the neighbouring signalised intersections along the Anzac St corridor that would exist in reality. This analysis indicates that at peak time the new signal can be coordinated with the neighbouring intersections to minimise the impact on vehicle movement, under both the full-width and staggered crossing options. In fact, average vehicle delays of less than 5 seconds are predicted at the pedestrian signal itself. Average travel times into and out of Auburn St from Anzac Street west are predicted to increase by around seconds in the evening peak. The other major movement along the full length of Anzac Street from Lake Road to Taharoto Road is predicted to see no impact with the addition of the new pedestrian signal due to very good signal coordination. It would be possible to balance the travel time impact between these two major movements by further refining the signal operation. However, the noted impacts are not significant in any case. For pedestrians, a full-width crossing is preferable to a staggered crossing as you can get from one side of the street to the other in one go. With a staggered crossing the pedestrian can potentially be forced to wait in the central refuge for a couple of minutes waiting to cross to the other side. This analysis has suggested that traffic flow along the Anzac Street corridor can be maintained with a full-width crossing if it is properly coordinated with the neighbouring intersections. Therefore, a full-width pedestrian crossing is acceptable for all users of Anzac Street. Version 1 28 July 2010 (Draft)

201 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary TABLE OF CONTENTS 1 INTRODUCTION 1 2 MODELLING METHODOLOGY Model Overview Traffic Scenario SCATS Signal Operation 5 3 SIGNALISED PEDESTRIAN CROSSING Walk Clearance Full-Width Pedestrian Crossing Staggered Pedestrian Crossing Pedestrian Demand 8 4 MODELLING ANALYSIS Overview Level of Service Travel Times 11 5 CONCLUSIONS 12 APPENDIX ONE: INTERSECTION LEVEL OF SERVICE 13 Version 1 28 July 2010 (Draft)

202 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary 1 INTRODUCTION A Plan Change is being investigated by North Shore City Council for the area termed the Anzac Street West Precinct within Takapuna. The area covered by the Plan Change is overviewed below in Figure 1.1. Generally it covers the block bounded by Killarney Street to the north, Pupuke Road to the west, Auburn Street to the east, and Huron Street to the south. Anzac Street, a primary arterial and a key access road for Takapuna, runs from east to west through the centre of the Plan Change area. Figure 1.1: Anzac Street West Precinct Proposed Plan Change One intention of this Plan Change is to open up the Auburn Reserve to the south of Anzac Street, and provide a new pedestrian connection between it and the existing public open space on the edge of Lake Pupuke, north of Killarney Street. This concept is depicted by the dashed green line in Figure 1.1. For this pedestrian linkage to function effectively it requires a facility to get pedestrians safely and easily across Anzac Street. The current proposal is for a signalised mid-block pedestrian crossing. Anzac Street is the key traffic and public transport route for Takapuna from the north. It is therefore important to understand what impact the proposed mid-block crossing will have on vehicle movement along this corridor, and how the signalised crossing can be operated during peak times to minimise any impact. The Transport Planning team of North Shore City Council has been requested to carry out this assessment, using an existing transport model of wider Takapuna developed and calibrated in the Paramics microsimulation package. This model includes an interface with SCATS, the system that controls signal operations onstreet. This helps to ensure the modelled operation of the signalised pedestrian crossing and its interaction with other signalised intersections along the Anzac Street corridor will be as realistic as possible. This enables us to realistically assess the impact on vehicle movement along the full length of the corridor. Version 1 28 July 2010 (Draft) Page 1

203 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary This document summarises the transport modelling assessment. In particular, it provides: A brief overview of the transport model and traffic demands used as the baseline for this analysis, against which options for the signalised pedestrian crossing are assessed. A summary of the options for the signalised pedestrian crossing. A comparison of the transport modelling results and an assessment of the impact of the signalised crossing to vehicle movement on Anzac Street during peak times. Version 1 28 July 2010 (Draft) Page 2

204 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary 2 MODELLING METHODOLOGY 2.1 Model Overview This assessment has used a calibrated Paramics simulation model of Takapuna CBD and the surrounding road network. For detailed information on the calibrated transport model see the separate report Takapuna Paramics Model - Calibration Report 10 June Transport models have been developed using traffic data collected in November Models were calibrated for the weekday morning peak and weekday evening peak periods, 06:30-09:30 and 15:30-18:30, respectively. No weekday interpeak or Saturday peak models were developed. An overview of the model extent is shown in Figure 2.1. It includes all four access roads into Takapuna, being Taharoto Road, Esmonde Road, Lake Road and Hurstmere Road. Within Takapuna CBD it includes all intersections along the major corridors of Burns Ave/Auburn Street, Anzac Street, Hurstmere Road and Lake Road, as well as parallel routes outside the CBD along Killarney Street, Barrys Point Road and Fred Thomas Drive. Hurstmere Road Taharoto Road Northcote Road Anzac Street Esmonde Road Lake Road SH1 Figure 2.1: Takapuna Paramics Model Version 1 28 July 2010 (Draft) Page 3

205 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary 2.2 Traffic Scenario A traffic scenario developed for a recent assessment of the proposed Merge in Takapuna development has been used for this analysis. This is a short term future traffic scenario representing an approximate 2013 model year. The traffic demands in this scenario are overviewed below. For more detailed information on this traffic scenario see the Merge in Takapuna Paramics Modelling Summary Report May The traffic demands in the base Takapuna Paramics Model were estimated using an extensive set of transport data collected in November Table 2.1 compares the observed peak hour traffic volumes along the Anzac Street corridor with those predicted in the base model. Anzac / Lake Anzac / Auburn Anzac / Barrys Point Taharoto / Anzac Approach/Exit Morning Peak Evening Peak Obs. Model Diff % GEH Obs. Model Diff % GEH Anzac St South In % % 0.4 Anzac St South Out % % 0.5 Killarney St East In % % 5.1 Killarney St East Out % % 4.9 Taharoto Road North In % % 1.9 Taharoto Road North Out % % 4.8 Fred Thomas West In % % 2.1 Fred Thomas West Out % % 1.9 Barrys Point South In % % 4.6 Barrys Point South Out % % 1.4 Anzac St East In % % 4.0 Anzac St East Out % % 5.6 Pupuke Rd North In % % 2.9 Pupuke Rd North Out % % 4.1 Anzac St West In % % 1.3 Anzac St West Out % % 1.2 Auburn St South In % % 0.9 Auburn St South Out % % 1.0 Anzac St East In % % 0.9 Anzac St East Out % % 2.0 Auburn St North In % % 6.2 Auburn St North Out % % 2.0 Anzac St West In % % 3.3 Anzac St West Out % % 3.0 Lake Road South In % % 8.0 Lake Road South Out % % 3.2 Anzac St East In % % 3.5 Anzac St East Out % % 1.9 The Terrace North In % % 5.4 The Terrace North Out % % 2.2 Anzac St West In % % 0.7 Anzac St West Out % % 1.5 Table 2.1: Anzac Street Peak Traffic Volumes - Observed vs Modelled (vph) Since that the observed data was collected, additional developments have been consented and constructed. These are: The Sentinel: a 30-storey residential tower located between Huron St and Northcroft St, with 117 apartments, 420 sqm of ground floor retail, and a 100 sqm café consented; and Maison: a mixed use development with 47 residential apartments and 1422 sqm of commercial activity consented. Version 1 28 July 2010 (Draft) Page 4

206 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary The proposed Merge in Takapuna mixed-use development in the block bounded by Auburn St, Huron St and Northcroft St has also been assumed under this scenario. The application is seeking consent for 104 residential apartments, 11,361 sqm office, 3,189 sqm retail, and 750 public carparks. The additional traffic generation for these three notable developments is summarised in Table 2.2. This has been included in the model, accounting for diverted and multipurpose trips for retail and carparking activities. Morning Peak Evening Peak Sentinel Maison Merge Development Merge Public Carpark Table 2.2: Peak Hour Trip Generation - Additional Traffic Demands (vph) 2.3 SCATS Signal Operation Within the model area there are fifteen signalised intersections controlled on-street by the SCATS system. The model uses baseplusfuse, an interface that enables the Paramics model to communicate with the SCATS system. The model can therefore adjust signal coordination, cycle times and phase splits over time in response to detected traffic volumes, as will occur in reality. Using the SCATS system allows us to test the impact of introducing the signalised pedestrian crossing on traffic flow along the Anzac Street corridor in a manner consistent with how it would operate in reality if the crossing were to be constructed. This provides greater confidence in the model results. Version 1 28 July 2010 (Draft) Page 5

207 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary 3 SIGNALISED PEDESTRIAN CROSSING 3.1 Walk Clearance Enough time must be provided at a signalised pedestrian crossing for a pedestrian to cross the full width of the crossing from the end of the walking green (or start of the flashing red ) to the start of the walking red. This is known as the required walk clearance time. Because of this, the minimum amount of time that a pedestrian phase can run is impacted by the width of the vehicle carriageway. Clearly a shorter pedestrian phase leaves more time for vehicle phases. Therefore, two alternative options have been tested in this analysis that lead to different required walk clearance times, and potentially different impacts on vehicle movement. The first option is the standard crossing over the full width of Anzac Street. The second option is a staggered crossing, where the crossing on each side of the road operates independently, and a pedestrian refuge is provided in the centre. This second option requires approximately half the walk clearance time of the full width crossing. 3.2 Full-Width Pedestrian Crossing Figure 3.1 shows the concept of a standard full-width crossing, where the pedestrian goes from one side of the street to the other during a single pedestrian green time. Figure 3.1: Full-Width Pedestrian Crossing A total pedestrian phase of 20 seconds has been assumed for the full-width crossing, made up of a 6 second green time and a 14 second required walk clearance. The pedestrian phase has been coordinated to the Auburn St / Anzac Street intersection to try and ensure it runs at the most appropriate time and minimise the number of vehicles that are required to stop at both the pedestrian crossing and the neighbouring intersection(s). Figure 3.2 shows the signal phasing at Anzac St / Auburn St, which will be referred to in the following sections that explain the assumed signal coordination. Version 1 28 July 2010 (Draft) Page 6

208 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary Figure 3.2: Anzac St / Auburn St Phasing (A-D-E-F) In SCATS, the system that controls the signalised intersections on-street, the coordination (or linking) between Anzac St / Auburn St and neighbouring intersections varies depending on the detected traffic volumes. There are four different links that are setup for this intersection. How the pedestrian phase at the new crossing is coordinated with these is summarised in Table 3.1. Link Used When Pedestrian Phase 1 Left turn from Auburn St south into Anzac Street is major flow Start ped phase 5 seconds before start of D-phase. The left turn in phases E and F will tend to get a greenwave through the pedestrian crossing. 2 Westbound through movement is major flow 3 Used when balanced eastbound and westbound flow 4 Eastbound through movement is major flow Run ped phase 5 seconds after the end of A-phase. Gives time for the end of A-phase to clear the pedestrian signal. Run ped phase at the end of A-phase. Run ped phase 5 seconds before the end of A-phase. Gives time for those getting through the ped signal to clear Anzac/Auburn in A-phase. Table 3.1: Full-Width Pedestrian Crossing Coordination/Linking 3.3 Staggered Pedestrian Crossing Figure 3.3 shows the concept of a staggered pedestrian crossing, where the pedestrian goes from one side of the street into a central refuge area during one pedestrian green time, and from the refuge to the other side of the street during a separate pedestrian green time. Figure 3.3: Staggered Pedestrian Crossing Version 1 28 July 2010 (Draft) Page 7

209 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary A total pedestrian phase of 13 seconds has been assumed for the each side of the staggered crossing, made up of a 6 second green time and a 7 second required walk clearance. Each side of the pedestrian crossing operates independently and so can be independently coordinated. How the pedestrian phase across each side of the street is coordinated under this option is summarised in Table 3.2. Link Used When Pedestrian Phase Direction EB Always Run traffic phase 15 seconds before the end of E phase. Eastbound traffic will tend to get F phase and A phase to travel through the intersection. WB Always Run ped phase 5 seconds after the end of A-phase. Gives time for the end of A-phase to clear the pedestrian signal. Ped phase generally runs during D-phase. Table 3.2: Staggered Pedestrian Crossing Coordination/Linking It should be noted that separately coordinating each side of the street can be beneficial for vehicle traffic flow, but this can be at the expense of pedestrian movement and comfort. Pedestrians can be forced to wait for a couple of minutes in the refuge area waiting to cross the second side of the street. For this reason staggered crossings are considered undesirable if a full-width crossing can be operated satisfactorily. 3.4 Pedestrian Demand The pedestrian phase has been assumed to get demanded every 100 seconds during peak times, reflecting a high pedestrian environment, with neighbouring schools, residents and workplaces. Note that this means one or more pedestrians wanting to cross every 100 seconds, not one pedestrian every 100 seconds. Version 1 28 July 2010 (Draft) Page 8

210 Anzac Street Signalised Pedestrian Crossing Paramics Modelling Summary 4 MODELLING ANALYSIS 4.1 Overview Analysis Period This analysis has focussed on the evening peak period, where the greatest pedestrian demand would be expected. The peak hour for Anzac St during the evening has been estimated to be from 16:30 17: Level of Service Average intersection level of service (LOS) has been analysed for each option at all intersections along the Anzac St corridor from Lake Road to Taharoto Road. Level of service by average delay has been used for this analysis, as shown in Table 4.1. Level of Service Average Delay (s) A <10 B 10 to 20 C 20 to 35 D 35 to 55 E 55 to 80 F >80 Table 4.1: Level of Service by Average Delay Further detail is provided in Appendix One, with average delay by turning movement Travel Times Due signal coordination along the Anzac Street corridor, additional delay at one location will not necessarily cause the same increase in overall travel time along the corridor. To summarise the overall impact on movement along the full length of the corridor, travel times have been analysed for the routes given in Figure 4.1. These represent the major corridor movements. Anzac St EB / WB Anzac St EB / WB using Auburn St Figure 4.1: Travel Time Routes Version 1 28 July 2010 (Draft) Page 9