Anzac Street West Precinct Plan Change. Integrated Transport Assessment. October 2010

Transcription

1 Integrated Transport Assessment October 2010

2 Project: Anzac Street West Precinct Plan Change Title: Integrated Transport Assessment Document Reference: S:\nscc\090\R1D doc Prepared by: Sandy Halligan/Michelle Seymour Reviewed by: Ian Clark Revisions: Date Status Reference Approved by Initials 27 September 2010 Draft Version A R1A I Clark 5 October 2010 B R1B K Hancock 5 October 2010 C R1C K Hancock 13 October 2010 D R1C I Clark

3 Integrated Transport Assessment i EXECUTIVE SUMMARY This Integrated Transport Assessment has considered the transport implications of the proposed Anzac Street West Precinct Plan Change. The Plan Change is to allow more intensive development within the Precinct, with buildings of up to eight storeys (in certain areas). It is envisaged that commercial (retail or office) development may take place on the ground floor, with residential development on the upper floors. This report has noted that the concept of development in a location of this nature is strongly supported by regional and local policies and strategies. Takapuna is one of two sub regional centres on the North Shore and the Growth Strategy supports the concept of intensive development within centres, where a significant proportion of trips can reasonably be assumed to be by modes of transport other than the private car: High frequency bus services run along Anzac Street and there are bus stops between Barry s Point Road and Auburn Street. Also, additional bus services are a short walk away, at the Takapuna Bus Station to the east and the Akoranga Busway Station to the west Residents or employees of the Precinct will be able to make use of the wide variety of facilities that are available in the Takapuna CBD. These include a variety of retail choices (including the Westfield Shopping Mall between Anzac Street and Como Street and the supermarket on Barry s Point Road), cinemas, restaurants and cafes. As such, the Anzac Street Precinct is an ideal location for intensive development. On the other hand, Anzac Street is a regional arterial route and is one of only three routes serving Takapuna and the Devonport Peninsula (the others being Esmonde Road and Hurstmere Road/Kitchener Road). It is also a high frequency bus route which forms part of the Quality Transit Network. Previous studies (provided as attachments to this report) have noted that these routes are predicted to be congested in the medium term as development occurs in the area, and the Council has been concerned with retaining a satisfactory level of service, both for essential general traffic and for buses. As such, while the concept of development in this location appears ideal, it also offers the potential to cause adverse effects on the operation of this important regional arterial route, and thereby adversely affect the accessibility of Takapuna. During the evolution of the Plan Change, the transport assessment has concentrated on ways to avoid significant adverse effects on Anzac Street, mainly through considering alternative access options. The Plan Change is not prescriptive on this matter, but it seeks to minimise the extent of direct vehicular property access from Anzac Street, with either rear or side access. For example, access could be achieved from Lomond Street or by the development of service roads, both to the north and south of Anzac Street. These could be complete service roads, running from Auburn Street to Pupuke Road, or they could be disconnected. Such accesses would allow development to proceed without the adverse effects on both the amenity and the operation of the route. The traffic modelling indicates that the overall traffic effects of the Plan Change are fairly modest, in terms of overall traffic flows and the operation of Anzac Street. This is partially dependent on the access options adopted for the precinct with there being significant transport advantages in pursuing options which include rear access. These advantages are:

4 Integrated Transport Assessment ii 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. For some time Council has been pursuing a proposal to widen Anzac Street. This project is still programmed to take place, but it is not fully committed. The main features of this widening would be the development of a westbound bus lane, a narrow raised central median to prohibit all right turn movements and wider (but still modest) berms. It is quite possible that the Plan Change could be confirmed prior to the completion of the Anzac Street Widening project. It is therefore recommended that the right turn restrictions onto Anzac Street proposed as part of the Widening project are identified within the Plan Change. Work planned to accompany the Plan Change includes a mid block signalised pedestrian crossing, to allow residents and employees to cross the road and access the bus stops without having to use the crossings adjacent to the Barry s Point Road and Auburn Street intersections. Parking standards are proposed that will be more restrictive than those set out in the District Plan, in order to encourage other modes of transport. Therefore, this Report concludes that development in this location is consistent with the regional and local objectives and that the potential adverse effects can be mitigated as long as direct vehicle access onto Anzac Street is discouraged where practicable.

5 Integrated Transport Assessment i CONTENTS 1 INTRODUCTION STRATEGIC CONTEXT North Shore City Council Documents North Shore City Council Plan Takapuna Strategic Framework Discussion Document The District Plan Previous Studies EXISTING CONDITIONS Site Location and Existing Development Local Road Network Traffic Conditions Public Transport Local Walking and Cycling Network Walking Cycling Crash Analysis FUTURE CONDITIONS WITHOUT PLAN CHANGE Changes in Traffic Flows Bus Flows Discussion on Future Traffic Demands Anzac Street Widening PROPOSED PLAN CHANGE Summary PARKING Residential Parking Standards Commercial Parking Standards TRAFFIC ASSESSEMENT Previous Assessments Anzac Street Plan Change Transport Assessment (December 2008) Anzac Street Plan Change Report 2: Transport Assessment of Additional Scenarios (April 2009) Trip Generation Summary PASSENGER TRANSPORT PROVISION FOR PEDESTRIANS PROVISION FOR CYCLISTS SUGGESTIONS FOR PLAN CHANGE Development Ceiling and Mix Anzac Street Widening Access Midblock Pedestrian Crossing Parking Other Parking Travel Plans... 30

6 Integrated Transport Assessment ii 11.7 Provision for Other Modes of Transport Strategic Fit CONCLUSIONS ATTACHMENTS ATTACHMENT A ATTACHMENT B ATTACHMENT C ATTACHMENT D ATTACHMENT E ATTACHMENT F ATTACHMENT G NATIONAL REGIONAL AND STRATEGIC ASSESSMENT REASSESSMENT OF ANZAC STREET WIDENING REPORT 1 REASSESSMENT OF ANZAC STREET WIDENING REPORT 2 PARKING RECOMMENDATIONS ANZAC STREET PLAN CHANGE ANZAC STREET PLAN CHANGE ASSESSMENT OF ADDITIONAL SCENARIOS ANZAC STREET: SIGNALISED PEDESTRIAN CROSSING: PARAMICS MODELLING SUMMARY

7 Integrated Transport Assessment 1 INTRODUCTION This Integrated Transport Assessment (ITA) forms part of the application for a Plan Change to the North Shore City Council (NSCC) District Plan. Flow Transportation Specialists Ltd (Flow) has been commissioned by NSCC to identify and assess the transport planning and traffic engineering matters associated with a NSCC led proposed Plan Change for the Anzac Street West Precinct in Takapuna. This ITA considers traffic and wider transportation issues, including: The strategic context, with regards to national, regional and local documents The existing situation in Anzac Street and the surrounding area, in terms of the existing uses and the traffic operation The future situation without the Plan Change The proposed changes in land uses Vehicle trip generation assumptions associated with these changes Proposed parking standards for the Plan Change area An assessment of the traffic effects of the Plan Change An assessment of the effects of the Plan Change on passenger transport Accessibility by other modes of transport. This ITA makes recommendations for transport provisions to be included in the proposed Plan Change. 2 STRATEGIC CONTEXT The following tables provide a summary of the national and regional strategies and policies that are currently operational. These strategies and policies provide an overall context for the Anzac Street West Precinct Plan Change. A more comprehensive overview for each strategy has been provided in Attachment A.

8 Integrated Transport Assessment 2 Table 1: National Strategy Summary Strategy New Zealand Transport Strategy (NZTS), Ministry of Transport, 2008 Government Policy Statement on Land Transport Funding (GPS), Ministry of Transport, 2009 Safer Journeys, Ministry of Transport, 2010 Relevance to Anzac Street West Precinct Plan Change The NZTS aims to increase walking, cycling and passenger transport and improve reliability of journey times and reduce average journey times. The Anzac Street West Precinct Plan Change will be assessed from a multimodal perspective. The GPS aims to ensure better access to markets, employment and areas that contribute to economic growth and provide more transport choices. It acknowledges that there will be mode shift over time, particularly in major cities. The strategy identifies that there may be an increase in the use of passenger transport, walking and cycling and the safety needs of these modes of transport should be addressed. The Anzac Street West Precinct Plan Change will be considered from a multimodal perspective with objectives of encouraging walking cycling and passenger transport as transport choices. Table 2: Regional Strategy Summary Strategy Auckland Regional Policy Statement, Auckland Regional Council, 1999 Auckland Regional Growth Strategy, Auckland Regional Council, 1999 The LG(A)AA and Proposed Plan Change 6, Auckland Regional Council, 2005 Auckland Regional Land Transport Strategy (RLTS), Auckland Regional Council, 2010 Regional Arterial Road Plan (RARP), Auckland Regional Transport Authority, 2009 Auckland Transport Plan (ATP), Auckland Regional Transport Authority, 2009 Relevance to Anzac Street West Precinct Plan Change The Anzac Street West Precinct is located within the defined urban limits. The Auckland Regional Growth Strategy identifies Takapuna as one of two future subregional centres in North Shore City, the other sub-regional centre being Albany. The Proposed Plan Change 6 identifies Takapuna as a sub-regional town centre. The RLTS has a preferred strategic option which is relevant to Anzac Street and Takapuna, specifically in terms of increasing passenger transport trips, walking and cycling increases, and increases in the percentage of people who live within 400 m of a quality transit network or 800 m of a rapid transit network stop. 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. The ATP supports walking, cycling and passenger transport improvements in key centres including Takapuna. This includes the design of the upgrade of Takapuna bus station. The ATP also mentions a walking and cycling lane adjacent to State Highway 1 between Northcote Road and Constellation Drive. From a national and regional perspective the strategies and policies are supportive of more intensive development to be located in identified regional and sub regional town centres. There is also overall support for transport modal shifts towards higher levels of walking, cycling and passenger transport. These mode shifts are generally encouraged; however there is also mention that this should not be at the expense of economic efficiencies.

9 Integrated Transport Assessment 3 From a regional perspective the Regional Land Transport Strategy (RLTS) provides a strategy for developing a transport system that provides balanced levels of access, high reliability and safety. The previous RLTS (2005) provided principles for the development of policies which included that on regional arterial roads the movement of people and goods on the road should generally have priority over the access function of the road. These principles have been stated in the Regional Arterial Road Plan (RARP) as this was the existing RLTS at time of publishing the RARP. The RLTS 2010 has a policy of network management which has an objective to ensure that existing transport resources are managed in a safe, efficient and sustainable manner. Within this policy there is a specific requirement to: Develop and apply operational and safety standards and/or guidelines for the management of the strategic and regional arterial networks including geometric standards, provision for heavy vehicles, goods loading of commercial vehicles, public transport, walking, cycling, property access, drop off and pick up facilities, parking, and integration with centres. The guidelines and standards should be consistent with the principles in Appendix H of the RLTS, which refers to the corridor management plan guidelines as provided in the RARP. These guidelines provide the following advice and comment on access management 1 : Roads with limited access are better able to move people and goods safely and efficiently. However, several arterials or sections of arterials, particularly in older parts of the region, have competing roles which require good interaction between the arterial and the fronting land uses It is important to avoid to the greatest extent possible, the down-rating of the transport function of the arterial network resulting from the introduction of additional access demand in inappropriate ways Reducing the number of conflicting vehicle movements, particularly right turning movements, generated by fronting development and intersection roads on regional arterials improves the efficiency and safety of arterial roads. 2.1 North Shore City Council Documents The following provides a summary of the relevant North Shore City plans and policies. These plans and policies are those most relevant to the Anzac Street Plan Change North Shore City Council Plan This plan replaces the council's Long Term Council Community Plan (LTCCP). The LTCCP has been prepared in response to the requirements of the Local Government Act 2002 (LGA 2002). The City Direction section of the Plan states that Takapuna (and Albany) are sub-regional centres of significant scale in terms of residential and employment activity, and growth potential. It states that both Takapuna and Albany are very accessible and generally serve the north and south of North Shore City for higher order retail and commercial uses, complementing each other and capitalising on their particular location strengths. They are also locations for significant growth in more intensive forms of accommodation, as the city s population increases. The major sub-regional centres of Takapuna and Albany will be enabled to significantly develop and intensify the provision of employment and housing. 1 Auckland Regional Transport Authority, Regional Arterial Road Plan (2009), page 26

10 Integrated Transport Assessment Takapuna Strategic Framework Discussion Document The objective of the Takapuna Strategic Framework is to set an overarching direction for growth over the next 30 to 40 years. The framework identifies a number of precincts within Takapuna, including the Anzac Street West Precinct. This is the first area for which a precinct plan has been prepared and endorsed by the Council. The proposed Plan Change to the District Plan seeks to rezone the land and provide for the development envisioned by the precinct plan The District Plan The northern part of the Anzac Street West Precinct, bounded by Pupuke Road, Killarney Street, Auburn Street and Anzac Street is zoned for residential 6C and residential 7. Residential 6C allows for intensive housing, while residential 7 allows for office as well as residential uses. The properties fronting Anzac Street are zoned for residential 7, with the remainder of the properties zoned for residential 6C. The southern part of the precinct, bounded by Pupuke Road, Anzac Street, Auburn Street and Huron Street comprises of residential 6A, residential 7, and recreation 4 zones. The properties along Anzac and Auburn Streets are zoned for residential 7, while the remainder of the residential properties are zoned for residential 6A. The Auburn Reserve is zoned for recreation 4, which allows for organised sports uses, and contains a playcentre, and a croquet club. The District Plan maps show building line restrictions in place at some locations along both sides of Anzac Street, from Pupuke Road to Auburn Street. It is noted, however, that a Notice of Requirement was issued by Council in 2006 to provide for future widening of the Anzac Street corridor from Fred Thomas Drive to Auburn Street. This Anzac Street designation effectively replaces the building line restrictions along Anzac Street. Auburn Street, from Anzac Street to Huron Street, has building line restrictions in place along the length of the western side and in the vicinity of any intersections on the eastern side. Further, the area surrounding the edge of Shoal Bay is designated as a Coastal Conservation Area. There is also a notable tree located on the northwest corner of the intersection of Auburn and Lomond Streets and a substation located at 29 Huron Street. Anzac Street is defined as a Regional Arterial in the District Plan. The District Plan states that these roads generally provide significant access to significant areas of population and provide significant interurban links. Access to and from the properties is allowed but may be restricted Previous Studies Flow has undertaken a number of studies to date in order to understand the traffic effects of the completion of the SH1 Esmonde Interchange upgrade on traffic flows and conditions along Anzac Street, the effects of the proposed Anzac Street Widening and also the effects of early options for the proposed Plan Change. These studies are referred to in the following sections and they are provided as attachments to this report as they have informed the current Plan Change proposal. 2 North Shore City District Plan, Section 12 Transportation

11 Integrated Transport Assessment 5 3 EXISTING CONDITIONS 3.1 Site Location and Existing Development The Anzac Street West Precinct, as defined in the Takapuna Strategic Framework, is the subject of the proposed Plan Change. As shown in Figure 1 below, the Anzac Street West Precinct is located close to Takapuna Town Centre (within a ten minute walk) and encompasses the area bounded by Pupuke Road, Killarney Street, Auburn Street and Huron Street. Apart from the Auburn Reserve, the Anzac Street West Precinct is currently comprised predominantly of residential uses, with a number of formerly residential properties along Anzac Street now containing office activities. The Auburn Reserve currently contains a play centre and croquet club. The Precinct is very close to a number of community facilities including Takapuna Primary School, Takapuna Aquatic Centre, Killarney Park, The Pump House theatre and café, community facilities in the Como Reserve, North Shore Bridge Club, and churches, in addition to the wider facilities that are available within the Takapuna Central Business District (CBD). Figure 1: Anzac Street West Precinct in relation to Takapuna Town Centre 3 Takapuna Town Centre Anzac Street West Precinct 3.2 Local Road Network Anzac Street runs from the intersection of Taharoto Road/Killarney Street/Fred Thomas Drive in the west through to the intersection of Hurstmere Road, in the Takapuna CBD in the east. The route continues westwards as Taharoto Road, which leads to the Smales Farm/North Shore Hospital area and Northcote Road and the Northern Motorway (see Figure 1). 3 accessed September 2010

12 Integrated Transport Assessment 6 Access to/from Takapuna and the Devonport Peninsula is restricted to three routes, due to the geography of the area, namely Esmonde Road, Taharoto Road/Anzac Street and Hurstmere Road/Kitchener Road. Figure 2 below shows the road network surrounding Takapuna and the Anzac Street West Precinct as classified in the District Plan. Anzac Street, from Taharoto Road to Auburn Street and within the Anzac Street West Precinct is designated as a Principal (Regional) Arterial. Anzac Street from Auburn Street to Hurstmere Road is a Secondary (District) Arterial. Pupuke Road from Killarney Street to Anzac Street is designated as a Collector Road. Auburn Street from Killarney Street to Anzac Street is designated as a Collector Road, while the remainder of Auburn Street, south of Anzac Street is designated as a Secondary (District) Arterial. Killarney Street from Taharoto Road to Hurstmere Road is designated as a Secondary (District) Arterial. The roading hierarchy from the District Plan is shown below in Figure 2. Figure 2: District Plan Road Hierarchy 4 Anzac Street between Pupuke Road and Auburn Street, shown below in Figure 3, currently comprises two traffic lanes in each direction, widening to three lanes approaching the intersections with Pupuke Road and Auburn Street. A bus stop is located on either side and no stopping is allowed along the length of this section on both sides of Anzac Street. 4 North Shore City Council District Plan, June 2002

13 Integrated Transport Assessment 7 Figure 3: Anzac Street 5 Anzac Street Photograph 1: Looking Eastbound on Anzac Street West (northern side) 5 Google Earth image accessed September 2010

14 Integrated Transport Assessment 8 Photograph 2: Looking Eastbound on Anzac Street West (southern side) Photograph 3: Bus Stop located on Anzac Street West

15 Integrated Transport Assessment Traffic Conditions Automatic traffic count data was collected by North Shore City Council in March These counts indicate that traffic volumes on Anzac Street are around 20,000 vehicles per day, two way, on a weekday, with weekend flows of 15,700 vehicles/day on a Saturday and 15,000 vehicles/day on a Sunday. The flows are not even over the two directions, with the weekday flows being around 8,800 vehicles/day in the eastbound direction and 11,300 vehicles/day westbound. This situation is a result of the way in which Killarney Street and Anzac Street operate as a pair, with the eastbound movement from Taharoto Road to Killarney Street being an easy left turn movement but with the reverse movement (from Killarney Street to Taharoto Road) constrained by the operation of the signalised intersection. Weekday, Saturday and Sunday profiles from the automated counts are shown at Figure 4, Figure 5 and Figure 6 below. The flow profiles show that: The maximum two way flows of around 1,600 vehicles/hour occur between 8-9am and 5-6pm on a weekday The maximum weekend flows are in excess of 1,500 vehicles/hour, around lunchtime on a Sunday The maximum directional flows are around 1,000 vehicles/hour, westbound, between 5-6pm on a weekday and 12-1pm on a Sunday. Figure 4: Traffic flow profile along Anzac Street: weekdays (vehicles/hour) e 1000 m u o V Time Eastbound Westbound Total

16 Integrated Transport Assessment 10 Figure 5: Traffic flow profile along Anzac Street: Saturday (vehicles/hour) e m u o V Time Eastbound Westbound Total Figure 6: Traffic flow profile along Anzac Street: Sunday (vehicles/hour) e 1000 m u o V Time Eastbound Westbound Total 3.4 Public Transport Anzac Street is designated as part of the Quality Transit Network (QTN) and is an important bus corridor. As can be seen below in Figure 7 Anzac Street accommodates a large number of bus services, including the majority of buses to/from Takapuna Town Centre. Thirteen different bus services travel via Anzac Street, giving a high frequency service to a variety of destinations.

17 Integrated Transport Assessment 11 The Takapuna bus station is located nearby, as are the Akoranga and Smales Farm busway stations, which form part of the Northern Busway running alongside the Northern Motorway (SH1) from Albany to the CBD. Figure 7: Local Bus Services Local Walking and Cycling Network Walking Footpaths are provided on either side of Anzac Street. However, these are narrow in some places, particularly adjacent to the bus shelters and power poles (as shown previously in Error! Reference source not found..) The Plan Change area is located within reasonable walking distance from Takapuna town centre with substantial levels of entertainment, community facilities, employment and school facilities. The terrain is largely flat, and there are pedestrian facilities at the signalised intersections of Anzac Street with Fred Thomas Drive/Killarney Street, Barry s Point Road/Pupuke Road and Auburn Street. 6

18 Integrated Transport Assessment Cycling North Shore has a number of existing cycle facilities across the City. These designated cycle routes can be divided into three categories, including on-road cycle lanes, shared footpaths and dedicated or shared paths in parks and reserves. The North Shore City Strategic Cycle Plan, (December 2003), provides a map of the existing on and off road cycle paths, as shown in the following figure. It indicates that on street cycle lanes are proposed along both Anzac Street and Killarney Street, as part of the Anzac Street Widening project. The current intention for the Plan Change is that the Anzac Street Widening project proceeds; however dedicated cycling facilities will be located on Killarney Street only as the two roads are anticipated to operate in conjunction with each other. Auburn Street is shown as part of the uncompleted local cycleway network. Figure 8: Current Status of North Shore Cycle Network 7 ARTA currently conduct regional cycle monitoring surveys 8 annually to record the number of cyclists in the Auckland Region. Within the North Shore there are two sites in proximity to Anzac Street, including Hurstmere Road/ Killarney Street and Taharoto Road/ Northcote Road. These counts were undertaken between 6:30 to 9 am and 4 to 7 pm. The table below provides a summary of the cyclist numbers recorded in March 2010 at these two sites, including the morning count and the evening count and an estimated average annual daily traffic count for cyclists. Table 3: Cyclist numbers recorded in vicinity of Anzac Street Location AM Period PM Period Total AADT Estimate Hurstmere Road/ Killarney Street Taharoto Road/ Northcote Road North Shore City Cycling Strategy 2009, North Shore City Council 8 Auckland Regional Transport Authority, Manual Cycle Monitoring in the Auckland Region, North Shore City, March 2010

19 Integrated Transport Assessment 13 There are presently no specific cycle facilities provided in the vicinity of the Anzac Street West Precinct. 3.6 Crash Analysis A search of the New Zealand Transport Agency (NZTA) Crash Analysis System (CAS) has been undertaken to find vehicle crashes that occurred along Anzac Street and at the intersections of Anzac Street with Fred Thomas Drive and with Auburn Street. The Esmonde Road interchange was completed in May 2007 and this changed traffic patterns and flows in Takapuna. Therefore, only crashes that occurred after 16 May 2007 (the official opening date of the upgraded interchange) have been included in this analysis. Table 4 below provides a summary of crashes recorded between 16 May 2007 and the end of It is noted that crashes within 50 m of an intersection are considered to have occurred at the intersection. Table 4: Recorded Crashes May 2007 to December 2009 Location Number of Recorded Crashes Description Intersection of Anzac Street/Pupuke Road/Barry s Point Road 9 crashes (1 severe injury, 1 minor injury and 7 non injury crashes) Four due to collision with vehicle moving slowly or stopped for the queue or signals. One due to collision with vehicle reversing on road One due to failure to give way when exiting service station Two loss of control while turning One vehicle turning right hit by oncoming vehicle Anzac Street mid block between Pupuke Road and Auburn Street 1 crash (non injury crash) Driver s attention diverted by cigarette, lost control Intersection of Anzac Street/Auburn Street 8 crashes (2 minor injury, 6 non injury crashes) Three due to collision with vehicle moving slowly or stopped for the queue or signals. Two due to loss of control (one at intersection, one at driveway within 50m of intersection) One collision with a parked vehicle One due to head on collision, vehicle on wrong side of intersection One due to collision in intersection while signals were damaged/non operational The above crash records are for the two and a half period from May 2007 to December This period is insufficient to conduct a comprehensive historical trend review. It is however possible to consider the type of crashes that have been reported and review any typical patterns that have occurred within the eighteen months.

20 Integrated Transport Assessment 14 The intersections analysed had a similar number of crashes, and also show a similar pattern in terms of the type of crashes that occurred at the intersection. The type of crash with the highest prevalence at both intersections is a rear end collision. This is not unusual given that both intersections are highly trafficked and signalised. Both intersections experienced two loss of control crashes, of which one was attributed to alcohol. We consider that the above could reasonably be considered typical given the type of intersections and the midblock environment. Therefore, we do not consider that there are any current safety issues at the intersections of Anzac Street with Pupuke Road and Auburn Street, nor on Anzac Street between Pupuke Road and Auburn Street. However, this situation reflects the traffic demands associated with the current uses along Anzac Street and there are safety concerns around potential impact of greater turning movements on/off Anzac Street resulting from a greater intensity of uses along the route. 4 FUTURE CONDITIONS WITHOUT PLAN CHANGE Section 3 provided details of the existing traffic and transport conditions in the Anzac Street West Precinct. This section considers changes that are anticipated in the area, irrespective of the Plan Change. 4.1 Changes in Traffic Flows Predicted changes in traffic flows were set out in the Flow report of August 2008 (provided as Attachment C), based on outputs from the Council s TRACKS transport model. 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 traffic 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 demands. The resulting changes in demands predicted on Anzac Street and Taharoto Road, between 2007 and 2021, are set out in Table 5, Table 6 and Table 7. 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 and also the fact that the TRACKS model is indicating that the Anzac Street/Taharoto Road corridor is predicted to take the majority of the growth in traffic to/from Takapuna (see Section 4.3 below). 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.

21 Integrated Transport Assessment 15 Table 5: 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 6: 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 7: 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, 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 2016, illustrated in Figure 9.

22 Integrated Transport Assessment 16 Figure 9: Bus Frequencies (Services in 2016 in the AM Peak Period, ) 4.3 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 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 dependent 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 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. 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 10. These are Esmonde Road, Taharoto Road and Kitchener Road.

23 Integrated Transport Assessment 17 Figure 10: Cordon around the Takapuna and Devonport area The TRACKS / SATURN modelled flows crossing this cordon in 2011 and 2021 are set out in Table 8. Table 8: 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 predicted changes in demands over 10 years, whereas the flows in Table 7 related to changes over 14 years.

24 Integrated Transport Assessment Anzac Street Widening NSCC has been considering the widening of Anzac Street for some time and building lines are included in the District Plan. The Council published the Notice of Requirement (NoR) in 2006 and this was confirmed by the Commissioners in 2007 following a Hearing. The NOR is now subject to appeal. The purpose of the Anzac Street designation is to provide the following: Two general traffic lanes eastbound and westbound, separated by a raised median island A third westbound lane reserved exclusively for buses and cyclists Reconstruction of the Anzac Street/Pupuke Road/Barrys Point Road intersection Wider footpaths and enhanced amenity, ie landscaping, tree planting General environmental and amenity upgrade by enhanced planting and landscaping along both sides of the corridor Undergrounding of power and telephone lines. The designation also includes provision for an eastbound cycle lane along Killarney Street. Despite the progress on the proposal for the widening of Anzac Street, the council has decided not to pursue the proposal in the short term, due to its various funding commitments. Widening may now take place around This means that the Plan Change may be confirmed prior to the completion of the widening. 5 PROPOSED PLAN CHANGE The current situation within the Anzac Street West Precinct is shown below in Figure 11. The Anzac Street West Precinct satisfies a number of criteria as a precinct for urban intensification: All parts of the precinct are within ten minutes walk to the centre of Takapuna Anzac Street is a prominent gateway for vehicles, including passenger transport entering and leaving Takapuna centre There is an abundance of public parks in and around the precinct Killarney Park, Auburn Reserve, Shoal Bay Inlet The precinct is adjacent to Takapuna Primary School and within walking distance of a number of intermediate and secondary schools Anzac Street forms part of an emerging mixed use corridor which links Taharoto Road, Smales Farm, Wairau Valley and the North Shore Hospital with the centre of Takapuna The precinct links the Barry s Point Precinct with the centre of Takapuna All parts of the precinct are within walking distance of both Akoranga Busway station and the Takapuna bus station Planning is underway for a new harbour crossing, which may include a future rail connection in the vicinity of Barry s Point Road. This will provide an important public transport node on the periphery of the Anzac Street West Precinct

25 Integrated Transport Assessment 19 Figure 11: Anzac Street West Precinct Current Situation In August 2009 Councillors endorsed the preferred option of a significant increase in development along Anzac Street, Auburn Street and Huron Street and on either side of a shared use link between Auburn Reserve and Killarney Park. The key features of the preferred option, as shown in Figure 12, are: Encouraging the development of apartments (ranging from four to six or eight storeys) and terrace (two to three storeys) to achieve a more compact urban neighbourhood A primarily residential function, but provision for mixed use (residential above service, office or retail uses) along Anzac and Auburn Streets The provision of a high quality public realm focused around a landscaped link between Killarney Park and Auburn Reserve A possible reconfiguration of Auburn Reserve, to open up opportunities for more efficient use of park space.

26 Integrated Transport Assessment 20 Figure 12: Anzac Street West Precinct Preferred Development Option The overall objective of the Anzac Street Plan Change is to develop the Anzac Street West Precinct over time into an urban residential neighbourhood. This will involve a significant change in the character of the area and will require various planning mechanisms to operate in order to support the development of the area in a manner that supports the objectives for the area. As mentioned in Section 2.2, Flow has assessed various land use and access scenarios in conjunction with various background growth scenarios. The results of these various assessments can be found in Attachments E and F. The Plan Change as envisaged in the preferred development option above was to allow for development to occur at greater heights and to allow for commercial/office on ground floors, with higher density residential on upper storeys. This plan could lead to up to 878 residential dwellings (if there are no non residential uses), with terraced housing assumed for the section in red, around the northwestern quadrant of the Precinct (facing Killarney Street, the northern end of Pupuke Road and the western half of Lomond Street). Apartments of between four and eight storeys are assumed for the rest of the Precinct in this scenario, although some commercial development is anticipated on the ground floor of the buildings facing onto Pupuke Road (south), Auburn Street and key sites along Anzac Street. During the Plan Change preparation process, the precinct development plan has been amended slightly from the original concept shown above. The amendments include: Retail development is now anticipated at ground floor only along the part of Auburn Street south of Anzac Street, and office development is provided for at ground floor and first floor in this same area and also along Anzac Street

27 Integrated Transport Assessment 21 The Council is no longer intending to designate properties to provide a landscaped link between Killarney Park and Auburn Reserve. This link was proposed primarily to improve the public realm and to link two public open spaces for walking and cycling, and would also have operated as a shared space, providing rear (or side) access to some of the proposed sites that front onto Anzac Street To provide for direct walking and cycling access between Auburn Reserve and Killarney Park, it is now proposed to use a bonus provision technique to incentivise a through site lane. It is unlikely that this will provide for rear or side access for properties that front Anzac Street. As a result, it is likely that the number of access points onto Anzac Street will increase from that anticipated in the original development option. If a developer chooses to provide a through site lane in this manner it will enable extra height (and therefore residential units) to be located in the area surrounding the link that is shown in the original preferred development option. It is likely that this may lead to a slightly higher number of residential units than the initial 878 estimated above, dependant on the uptake of the bonus provision. 5.1 Summary The following provides a summary of the proposed land use mix for the previous and current Plan Change Scenarios. It is worth noting that while the previous transport assessments only focussed on intensification on the Anzac Street corridor itself, the latest scenario captures the wider precinct area and therefore a greater level of intensification. However, some background growth was assumed in the wider precinct in the earlier assessments and further details on the traffic growth assumed in this wider area are provided at Section 7.2 below. The household numbers are approximate as they will be dependent on the mix of residential unit sizes. Table 9: Land Uses for Anzac Street West Precinct Previous Scenario for Anzac Street West only (with ground floor commercial) and background growth in wider precinct Households 315 for Anzac Street West only Commercial (m 2 ) New Scenario (all residential) New Scenario (with ground floor commercial) 815 5,600 6 PARKING The council has recommended parking standards for residential and commercial activities within the Plan Change area. These standards have been developed through consideration to the current parking standards in North Shore City and the Auckland region, rates of vehicle ownership and the current strategic direction for parking. 6.1 Residential Parking Standards The residential parking standards that are proposed are very similar but slightly lower than those in the Albany Business 11 A and B zones. The Albany Business 11 zones slightly over provide parking in comparison to census data on vehicle ownership. 5,600

28 Integrated Transport Assessment 22 Given the proximity of the Anzac Street West Precinct to Takapuna, the high level of public transport accessibility and the regional strategic direction that seeks to reduce parking standards in town centres, the proposed approach is to set a minimum parking requirement that slightly under provides parking. It is also proposed to set maximum parking standards to create an upper limit on the amount of residential parking that a developer can provide. Utilising both minimum and maximum parking standards is consistent with the Auckland Regional Parking Strategy 2009 and with other mixed use developments in North Shore City and the Auckland Region. The unbundling of parking spaces will also be permitted under the Plan Change and will encourage development to consider demand for parking spaces across mixed use developments in a more holistic manner. This will offer the potential to share spaces between the commercial and residential activities in a development, with businesses being able to use residential spaces during the daytime. It will also enable parking spaces to be sold separate from a residential unit. Also proposed is a requirement for bicycle parking/storage and that this storage should be secure, undercover and well lit. Visitor parking for vehicles is provided in the usual ratio of one parking space per five residential units. The proposed residential parking rates are as shown in Table 10 below. Table 10: Proposed Residential Parking Rates Residential Minimum Maximum One bedroom dwelling 0.8 spaces per unit 1 space per unit Two bedroom dwelling 1 space per unit 1.5 spaces per unit Three or more bedroom dwelling 1.5 spaces per unit 2 spaces per unit Visitor parking 1 space per five units 1 space per five units Bicycle parking for residents 1 stand per unit 6.2 Commercial Parking Standards A mixed use environment is anticipated along Anzac Street, to the extent that the current Residential 7 zone provides for office and medical related activities. It is anticipated that a non-residential use of ground floor space is likely to be one of the best ways of maintaining an active and open edge between the land uses and Anzac Street itself. The suggested rates for commercial parking in the Precinct are set out in Table 11. Table 11: Proposed Commercial Parking Rates Residential Minimum Maximum Ground Floor 2.5 spaces per 100m 2 5 spaces per 100m 2 First Floor 2 spaces per 100m spaces per 100m 2 This is a general rate to provide for all commercial activities in the Precinct (office and medical related activities, as well as several small retail nodes). Fewer car parks are required at first floor as it is anticipated that ground floor commercial activities are more likely to comprise visitor related activities than those at first floor.

29 Integrated Transport Assessment 23 The recommended minimum parking rates are more permissive than those in the Albany Centre Business 11 zone. There is a greater supply of short term on-street visitor parking in Lomond and Killarney Street than in Albany Centre. In addition, the excellent public transport links, proximity to the city centre and regional initiatives in the Auckland Regional Parking Strategy all support a reduction in commercial car parking requirements. Lower minimum rates give developers more flexibility and encourage a more market driven approach to car park provision. There is also potential to share spaces between the commercial and residential activities in a development, with businesses being able to use residential spaces during the daytime. Attachment D provides for further information on the background for the proposed parking rates. 7 TRAFFIC ASSESSEMENT 7.1 Previous Assessments Flow has undertaken two previous assessments of the proposed Plan Change and these reports have informed the development of the Plan Change Anzac Street Plan Change Transport Assessment (December 2008) Flow completed an initial Transport Assessment in December 2008 which investigated the traffic impacts of the proposed Plan Change. (This report has been included as Attachment E). Three land use and four possible access scenarios were assessed. All three land use scenarios assumed the development of four storey buildings within the Plan Change area. At the time of this study the Plan Change area was restricted to the Anzac Street frontage only. Land use Scenario 1 assumed solely residential use on four floors. Scenario 2 assumed mixed use development, with commercial development on the ground floor and residential uses on the upper floors. Scenario 3 assumed solely commercial uses. Access options tested were as follows: Option 1 allowed direct access off Anzac Street. The concept plan indicated that the existing accesses would be rationalised, with approximately five accesses on the northern side of Anzac Street and seven accesses to the south Option 2 was termed slip road development. Access to all sites to the north was via a service road, running almost the entire length of the block. A shorter length of service road was provided to serve the sites to the south, over the eastern half of the block Option 3 was termed rear service lane access. This concept included 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 were proposed along the rear of the developments so traffic could use either Pupuke Street or Auburn Street to get in/out of the site. To the south, this lane was reached via Como Street, from the eastern end. To the north, lanes stemmed from Auburn Street and Pupuke Road, but these were not connected Option 4 was termed new road and block development. As with Option 3, this concept included 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 were to be built between Pupuke Street and Auburn Street, both to the north and south of the development (ie these would have run along the entire length of the block).