ATTACHMENT 3 THE APPLICATION PROPOSED PLAN CHANGE REZONING OF 250 CRANFORD STREET AND 215 INNES RD FROM LIVING 1 TO BUSINESS 1

ATTACHMENT 3 THE APPLICATION PROPOSED PLAN CHANGE REZONING OF 250 CRANFORD STREET AND 215 INNES RD FROM LIVING 1 TO BUSINESS 1 Planit RW Batty and Associates Ltd Revised version July 2007

REQUEST PURSUANT TO CLAUSES 21 & 22 OF THE FIRST SCHEDULE OF THE RESOURCE MANAGEMENT ACT 1991 CHRISTCHURCH CITY COUNCIL PROPOSED PLAN CHANGE Introduction The two properties at 250 Cranford Street and 215 Innes Road ( the subject sites ) are currently zoned Living 1 in the Operative Christchurch City Plan ( the Plan ). A location plan is attached as Appendix 1. The combined area of the subject sites is 1481m 2 and they currently contain older style dwellings, with associated accessory buildings and gardens. The dwellings are used as residential rental properties. Purpose and Reasons for the Plan Change The purpose of the Proposed Plan Change is to rezone the subject sites to Business 1 (Local Centre/District Centre Fringe). The subject sites immediately adjoin and surround an existing Business 1 zone on the corner of Innes Road and Cranford Street, therefore this proposed Plan Change will effectively expand the business centre at this location. The existing Business 1 zoned land is occupied by a takeaway, pharmacy, dog groomer, hairdresser, real estate office, bakery and dairy. Car parking is, however, an issue for the existing centre, with both Cranford Street and Innes Road being minor arterials, but carrying levels of traffic which are significantly higher than anticipated for such roads. This means that there are no parking yellow dashed lines along Cranford Street from partway along the frontage of the subject site on Cranford Street (250 Cranford Street) through to the intersection. It is currently difficult for visitors to find a car park on Cranford Street, so it is anticipated that some on-site car parking will be provided on the subject sites.

In addition, the subject site at 215 Innes Road is effectively sandwiched between the existing Business 1 zone to the southwest and a medical centre to the northeast. It is noted that the residential coherence rule of the Plan seeks to avoid this circumstance. The environment of the site is, therefore, not particularly conducive to residential living, and this rezoning seeks to rationalise the zoning to group commercial activities together, thus reducing adverse effects on residential amenity. The rezoning will give the owners of the subject sites and the owners of the existing business zone the flexibility and opportunity to comprehensively redevelop this Business 1 zoned centre. It will enable the potential for improved car parking for visitors to the site, and therefore improved traffic and pedestrian safety; and remove an existing issue in terms of residential coherence. The existing Business 1 zoned land does not have any existing access from Cranford St and it would not be possible to place one without requiring resource consent. However, 250 Cranford St has an existing access which is located as far from the intersection as possible and it is likely that, should full redevelopment occur, the location of this access would remain as the sole access from Cranford St for the entire site. Amendments to the Plan Planning Maps: Amend Planning Map 32A by rezoning the properties at 250 Cranford Street and 215 Innes Road to Business 1 as shown in Appendix 2.

SECTION 32 ANALYSIS Before a plan change is publicly notified, Section 32 of the Resource Management Act requires an evaluation that must examine: the extent to which each objective is the most appropriate way to achieve the purpose of the Act; and whether, having regard to their efficiency and effectiveness, the policies, rules, or other methods are the most appropriate for achieving the objectives. The evaluation must take into account: the benefits and costs of policies, rules, or other methods; and the risk of acting or not acting if there is uncertain or insufficient information about the subject matter of the policies, rules, or other methods. The proposed plan change does not alter the objectives, policies or rules of the Plan. The following assessment therefore considers the extent to which the proposed rezoning is the most appropriate method for achieving the objectives of the Plan and includes an evaluation of the associated benefits and costs. THE ZONES AND SURROUNDS Living 1 Zone purpose The current zoning of the subject sites is Living 1, which covers most suburban living areas of the City. This zone is described in the Plan as providing principally for low density permanent living accommodation. It is anticipated that the zone provisions will maintain open space and landscape plantings, with dwellings at low building densities and heights. Local community facilities are anticipated in the zone. Business 1 Zone purpose The proposed zoning of the subject sites is Business 1; the Local Centre/District Centre Fringe Zone. The Plan states that these areas are dominated by small scale retail shops and service activities, and many are characterised by strip development of shops immediately adjoining road frontages. The Business 1

Zone purpose is to provide for local opportunities for employment, community activities and convenient (often pedestrian) access to goods and services. The Plan notes that the standards of the Business 1 zone control activities that might impact on amenity, particularly immediately adjoining residential areas. The Plan (Vol. 3, Part 3, Section 1.4) recognises that many of these local centres have a poor physical layout and parking arrangements. In most cases, the boundaries of the Business 1 zones are immediately adjoining a residential area. The performance standards relating to adverse effects directly reflect the proximity of business activities to living environments. The environmental results anticipated for the zone are: (a) (b) (c) (d) (e) (f) A zone environment with generally small scale commercial buildings. Generally lower levels of parking than in larger commercial zones, with standards on access, parking and manoeuvring to mitigate such lack of provision upon any redevelopment that may occur. Noise outcomes limited at zone boundaries to levels consistent with adjacent living zones and standards of amenity. A visual environment with relatively high site coverage, and in some cases limited open space, on-site car parking, and landscaping. Limited future expansion where this would lead to a loss of residential housing stock, generation of traffic through development patterns which could have adverse effects on traffic safety and efficiency, or increased pedestrian movements across arterial roads. Community activities and residential occupation encouraged in conjunction with retail activities above ground floor level, and in some cases, ultimate displacement by residential activities. Surrounds The area immediately surrounding the subject sites contains a mixture of business and residential activities. The Cranford Street/Innes Road corner contains a group of seven businesses, while to the east of the Innes Road property is a doctor s surgery. The remaining adjoining properties are all residential in nature. Directly across Cranford Street are an accountants office and an orthodontist, while in the wider area there is a mixture of activities, which include a fire station,

a new motel development, a second medical practice and home occupations, however, residential activities are the predominant land use. Further to the east, opposite the subject site at 215 Innes Road, is Special Amenity Area 15. This Area has a level of protection afforded to it relating to street scene on Severn and Mersey Streets. Both Cranford Street and Innes Road are minor arterials and their intersection is controlled by traffic lights. ACHIEVING THE OBJECTIVES The relevant objectives contained within Volume 2 of the Plan are those found within the City Identity (Section 4), Urban Growth (Section 6), Transportation (Section 7), Living (Section 11) and Business (Section 12) sections. These and their associated policies are discussed in the following paragraphs. City Identity The relevant objective and policies of the City Identity section relate to urban form, with the objective seeking to maintain and enhance the physical features and characteristics contributing to the distinctive form of the City. A suburban areas and centres policy (4.1.4) seeks the maintenance and enhancement of the suburban centres, although the actual policy is not entirely clear and it could be argued that it relates to the larger district centres only. In any event, it is noted that the rezoning of this land to Business 1 will contribute to the retention of this commercial centre and enhance the local environment by providing the opportunity for additional car parking and/or business activities. Urban Growth A key objective (6.2) of the Urban Growth section promotes patterns of land use that promote and reinforce a close proximity and good accessibility between living, business and other employment areas. The Plan (Reasons for Objective 6.2) notes that the way in which business activities are distributed within Christchurch has a major influence on travel demand and energy consumption. It notes that, while it is unrealistic to expect all people to use facilities nearest to their homes, there are good reasons why the opportunities should at least be made available. These include:

enabling people with limited private transport to have convenient access to shops and other facilities; enabling people to have a choice as to whether they use a car, walk or cycle, or use public transport; and enabling those who do rely on car travel, to be able to reduce trip lengths to access services, recreation and employment. Associated policy 6.2.2 (Suburban centres) seeks to encourage a continuing distribution of compact suburban centres that provide for the needs of the City and its communities in a manner that minimises adverse effects on the transport network and the amenities of living environments. The Plan states that the expansion of existing centres should occur in locations and on routes that reinforce community density, minimise adverse effects on amenity, are served by public transport, and where the level of demand on the road network can be accommodated. In this case, the amenity of adjoining residents will be predominantly maintained (and possibly enhanced should redevelopment occur), the centre is well served by public transport and is in close proximity to a residential area, and the road network will not be adversely affected (as discussed further below). Therefore, the proposed rezoning will achieve the intent of these provisions. Transportation There are two key Transportation objectives which necessitate consideration. The first (Objective 7.1) seeks to ensure a safe, efficient and sustainable transport system, which is to be achieved through policies which remedy, mitigate or avoid adverse effects on the transport system (Policy 7.1.1). The second (Objective 7.2) promotes an efficient and effective road network that allows the City to function and develop with minimal conflict between land uses, traffic and people and contains policies aimed at controlling the establishment of land use activities to those which are compatible with the roads they front (Policy 7.2.5). In preparing this plan change, an assessment of the traffic effects on the network associated with the potential redevelopment of the subject sites has been undertaken by Sam Flewellen (see Appendix 3 ). Mr Flewellen describes the traffic environment in the area and concludes that the existing situation is undesirable from a parking provision viewpoint. He assesses

the locality and discusses his observations of vehicles parking on yellow lined areas, effectively blocking the left hand turn from Cranford Street into Innes Road. Mr Flewellen notes that the Council has advised that there is a proposal for improvements at the intersection of Cranford Street and Innes Road in future. This is likely to involve the four-laning of Cranford Street and may involve land acquisition. This has the potential to reduce the ability to park close to the existing shops even further in future. In terms of the road network, the worst case scenarios would be the redevelopment of the site and the associated provision of new car parking, or the construction of buildings and associated car parks on the subject sites. Mr Flewellen has assessed these scenarios and notes that the potential to provide on-site parking will be greatly improved by the rezoning and considers that this can only be beneficial to the functioning and safety of the road network. He also considers that, given the local nature of the shops, the majority of the traffic that would visit the site would be already on the road network and there would be a little to very minor increase in traffic generation as a result of the rezoning. Overall, he concludes that the proposed Plan Change will have more potential benefits than the existing situation. The proposed rezoning will, therefore, achieve the Transportation objectives and policies. Living Zones Given that this proposed plan change seeks to rezone from Living 1 to Business 1, many of the objectives and policies of the Living Zones are not relevant or would clearly not be met by Business 1 land uses. There are, however, some provisions that could be considered relevant. Policy 11.1.2 seeks to maintain the general character of the suburban living environment. This refers primarily to the need to manage infill and redevelopment of sites and not allow significant changes to the scale of building previously permitted. This proposed plan change will not significantly change the character of the area as a whole: it will still be predominantly residential with a small shopping centre on the corner of Cranford Street and Innes Road. With respect to building scale, it is noted that the Plan includes a number of provisions that limit the scale of buildings in the Business 1 Zone, in order to avoid effects on living zoned properties. For example, the Living recession planes apply, a 3m setback from the Living boundary is imposed (greater than the 1.8m required in the Living 1 Zone), and a height limit of 8m applies (the same as is permitted in the Living 1

Zone). These provisions in combination will ensure that the general character of the built environment will not change significantly. Policy 11.3.1 discusses residential coherence and amenity. It notes that loss of residential neighbours can result in adverse effects in terms of loss of security, friendship and fellowship, as well as loss of visual evidence of residential character. As noted earlier, the subject site at 215 Innes Road is located on a minor arterial and effectively sandwiched between the existing Business 1 zone to the southwest and a medical centre to the northeast. It is noted that the residential coherence rule of the Plan seeks to avoid this circumstance. The environment of the site is, therefore, not particularly conducive to residential living and it is noted that the existing property has a low level of amenity at present. This proposed rezoning seeks to rationalise the zoning to avoid this circumstance. The site at 254 Cranford Street may be affected to a degree by this change in residential coherence. It is noted that the applicant owns this adjoining site. With respect to amenity, it is noted that the hours of operation and traffic generation provisions relating to the effects of non-residential activities within the Living 1 Zone will not apply in the Business 1 Zone. These are further explained below: Hours of operation in Living 1 Zones, the hours of operation permitted for non-residential activities are 50 hours per week between 7am and 11pm, Monday to Friday, and 8am to 11pm, Saturday, Sunday and public holidays. These restrictions will not apply within the Business 1 Zone, however it would be unusual for local shops to operate outside these hours and the Living Zone noise standards will have to be complied with at the boundary of adjoining Living zoned sites. Traffic generation under the Living 1 Zone rules, traffic generation to the subject sites would be limited to 100 trips per day, for educational, spiritual, daycare and health facilities, and 50 trips per day for other non residential activities. Traffic generation to a Business 1 zoned site is limited to 250 trips per day. Mr Flewellen has advised that the scale of these shops and any potential new shops in the future is such that it would not be expected to generate any significant amount of new traffic. With respect to the Innes Road site, it is noted that the adjoining frontage properties are non-residential or zoned Business 1, therefore they will be compatible with the proposal. With respect to the property to the rear, it is noted

that activity is likely to be focussed to the front of the site and the Living 1 noise and glare standards will have to be complied with in any event. Any increase in effects as a result of one more Business 1 zoned property would not be significant to the properties on the other side of this busy arterial road. It is considered that any adverse effects resulting from the rezoning of the Innes Road site will be insignificant. With respect to the Cranford Street site, there will a change in residential amenity for the site at 254 Cranford Street, however it is noted that there is a busy traffic environment already existing and the Plan requires compliance with the Living Zone noise and glare standards. In addition, it is noted that the applicant owns this adjoining property. Objective 11.6 seeks the conservation and enhancement of existing housing stock in older living areas of the City. It must be noted that residential use is not precluded from a Business 1 zone and some component of residential activity could be retained on the site, however the proposed plan change is likely to lead to the removal of two dwellings. The objectives and policies of the Living zone, therefore, do not actively encourage the rezoning of residential properties from Living to Business, however the general principle of maintenance of the character of the area and the amenity of adjoining neighbours will be achieved to a degree through the Business 1 Zone standards and the proposed rezoning will avoid the residential coherence issue currently applying to Innes Road. Business Zones Objective 12.1 promotes a distribution, scale and form of business activity which meets the economic needs of businesses, provides the community with convenient access to goods and services, and which is able to be efficiently serviced and encourages, amongst other things, accessibility, and manages the adverse effects of business activities on the environment. Policy 12.1.2 seeks to provide for varying levels of commercial activity by emphasising consolidation of commercial activity, particularly retailing, at existing commercial centres while maintaining and enhancing the function and amenity of the centre, and managing effects in a way that: maintains or enhances the amenity of nearby living environments, and

avoids adverse effects on the function, use and development of the central city and district centres. Policy 12.1.4 seeks to take into account any cumulative effects on the road network, the central city and district centres, and local living environments. Policy 12.1.6 seeks to provide for the outwards expansion of suburban centres which are suitable for growth in terms of the strategic and local environmental effects, in that they: are appropriate in terms of location in relation to the existing distribution of business activity, provide appropriate access and limit adverse effects on the road network, avoid adverse effects on the central city and district centres, are compatible with the nature and proximity of adjoining land uses, avoid expansion into areas identified for residential consolidation, maintain the amenity values and coherence of adjoining living areas, assist in consolidation of the role and/or function of the suburban centre, and provide for a greater range of goods and services for the surrounding community. The rezoning of these sites to Business 1 is entirely consistent with these provisions. The location of this existing Business 1 zone has already been accepted as appropriate through the City Plan process and this small increase in the amount of land zoned Business 1 will not threaten the viability of the central city nor any district centre, nor will it intrude into an area identified for residential consolidation. As discussed above, the amenity values and coherence of the adjoining living zone will not be adversely affected to a significant degree. The proposed rezoning will consolidate the centre and provide for a greater range of goods and services and/or allow for improved parking facilities for the local community. As discussed above, it is considered that that the potential to provide on-site parking will be improved by the rezoning, which can only be beneficial to the functioning and safety of the road network. It is also considered that, given the local nature of the shops, the majority of the traffic that would visit the site would be already on the road network and there would be a little to very minor increase

in traffic generation as a result of the rezoning. This is further discussed by Mr Flewellen in the Transportation Assessment contained within Appendix 3. Objective 12.8 seeks a high standard of amenity, design and layout in suburban centres, whilst minimising adverse effects. Policy 12.8.1 seeks to recognise that minor adjustments to boundaries of suburban centres may be effective in achieving an improved layout. The explanation of the policy notes that adjustments may achieve improved design and functional layout, or assist the development of a centre. The Plan notes that this is especially relevant at older centres. It also notes that such adjustments must respect policies controlling local environmental effects. The rezoning will allow for improved layout and functioning, particularly with respect to car parking, within the centre. These environmental effects are discussed in Policy 12.8.10, which seeks to ensure that any development of suburban centres respects the amenity values of adjoining and surrounding living areas, while still providing opportunities to meet the business needs of the community, and in Policy 12.8.13, which seeks to control the adverse effects of business activity, particularly upon surrounding living areas. As discussed above, the Business 1 Zone contains provisions which are designed to be sympathetic to, and which control adverse effects on, adjoining living zoned properties. Policy 12.8.11 seeks effective buffers with adjoining living areas. It notes that the standards controlling activities will assist in mitigating adverse effects on living zone neighbours, which will be the case on the northwestern boundaries. The Plan then also notes that effects can be mitigated further if other effective buffers exists. In this case, there are effective buffers on three sides. To the southwest and southeast are Innes Road and Cranford Street, both minor arterials. To the northeast on Innes Road is the medical centre, an activity that would be anticipated within a Living 1 zone, which will create a transitional buffer between commercial and residential activities.

BENEFITS AND COSTS Proposed Rezoning The proposed plan change will rezone the subject sites from Living 1 to Business 1. The benefits and costs of the rezoning are set out in the table below. The primary costs are the potential loss of residential sites and a change in character of the subject sites from residential to commercial. These are balanced against the benefits, including the opportunity for on-site parking, a likely improvement in amenity, greater development flexibility, and the potential for improved facilities servicing the community. Benefits Will enable the establishment of onsite car parking (with associated enhancement of traffic and pedestrian safety) or the redevelopment of the shopping centre. Future proofing against potential changes to adjoining roading infrastructure and associated onstreet car parking changes. Costs Costs associated with plan change process. Removal of two residential sites from living zone and ultimately two residential dwellings from the City s housing stock. A change in character from residential to commercial. Additional traffic generation. Will enable redevelopment of an existing commercial corner location Will enable an improvement in the visual amenity of the Innes Road site. Will allow flexibility in the use of site. Removal of an existing issue in terms of residential coherence.

Maintain Current Zoning This is the do nothing option. The benefit of this option is the retention of the housing stock and residential land, however given the age and condition of one of these dwellings and the location of the medical centre, this benefit is somewhat limited. Benefits No costs associated with plan change process. Land remains Living 1 and housing stock is retained. Costs The existing residential coherence issue continues. Redevelopment as a business activity could only occur through the resource consent process, which has been assessed as potentially difficult and inflexible. Minimal potential for effective onsite car parking. Loss of the potential for increased goods and services to the local community. Potential deterioration in amenity and function of centre as a result of continuing parking problems and increased opportunities at other nearby centres. Resource Consent Process The resource consent option for a commercial development is considered difficult due to existing standards and the policy implications of breaching those standards. There is also an inherent degree of inflexibility in any resource consent. The benefits of this option are limited.

Benefits Zone remains unchanged. Potentially less time than that associated with plan change. Costs Inflexible in terms of comprehensive redevelopment options, given more than one owner/tenant. Costs associated with process. CONSULTATION The applicant has discussed the proposal with the adjoining neighbours at 217, 254, 258a, 258b, & 260 Innes Road, 254 Cranford Street, and 212a Knowles Street. No concerns have been raised by these parties. CONCLUSION Based on the above assessment, the overall conclusion is that the proposed Business 1 rezoning will achieve the objectives of the Plan and will result in a more effective use of the land resource. The benefits of the proposed rezoning outweigh the costs and the risk of not acting.

Appendix 1 Location Map Subject sites

Appendix 2 Planning Map Amendment

Appendix 3 Traffic Assessment Transportation Assessment - 250 Cranford Street & 215 Innes Road Proposed Rezoning of Living 1 Zoned Land as Business 1 Prepared by Sam Flewellen Revised Version July 2007

1.0 Introduction 1.1 It is proposed to rezone 250 Cranford Street and 215 Innes Road from Living 1 to Business 1 zoning. The subject sites immediately adjoin and surround an existing Business 1 zone on the corner of Innes Road and Cranford Street, therefore this proposed Plan Change will effectively expand the business zoning at this location. 1.2 The existing Business 1 zoned land is occupied by a bakery and cake store, dairy, hairdresser, real estate office, dog groomers, pharmacy and fish and chip store. However, in the immediate surrounding environment, there is a Doctor s clinic (217 Innes Road), Orthodontist (253 Cranford Street), Accountants (249 Cranford Street), Medical Centre (189 Cranford St), St Albans Fire Station (Cranford Street) and Motels (Cnr McFaddens Rd and Cranford St). Outside the Real Estate Agents is a Post Box. The remaining area is predominately residential. 2.0 Road Hierarchy 2.1 Both Cranford Street and Innes Road are classified as Minor Arterials (3000-15000 vehicles per day) in the Christchurch City Plan. Survey data obtained from the Council for surveys undertaken on both weekdays and weekends around the intersection of these roads in August 2006 indicates that Cranford Street is actually carrying as high as 21000 vpd and Innes Road as high as 14000 vpd (see Appendix i). 2.2 Overall, both roads carry a high number of vehicles with Cranford Street acting as an arterial route from the city centre to the northern motorway and Innes Road an arterial route from the north-west (Papanui) of the city towards the north-east (QEII Park and coastal) part of the city. 3.0 Bus network 3.1 There are 2 bus routes that run down this section of Cranford Street. These are the number 14 which runs a loop from Nunweek to the City and also the number 16 which runs a loop from Belfast to the City. There are 2 bus stops in close proximity to the site (see attached photos in Appendix iii) with both being immediately either

side of the intersection on Cranford Street. These bus stops serve both the number 14 and 16 buses. There are no bus stops within the immediate vicinity of this site on Innes Road. 4.0 Cycle network and parking 4.1 Both Cranford Street and Innes Road are part of the CCC cycle network as shown on the cycle network map in the City Plan. This will remain unaffected by the proposed Plan Change. I note that there is a roadside cycle stand located outside the real estate office on the Innes Road frontage. This cycle stand has space for about 6 cycles but does require on-street space for the cycles to sit to avoid blocking the footpath (see attached photos in Appendix iii). I note that during my site visit, a car was parked in this space the majority of the time, thereby preventing any cycles from using this stand. 5.0 Roading Projects and Planned Works 5.1 Cranford Street is now under the full jurisdiction of the Christchurch City Council (CCC) having been passed over from Transit New Zealand (TNZ) in 2004. I note that there are no designations from either the CCC or TNZ for Cranford Street or Innes Road contained within the Christchurch City Plan. 5.2 Verbal discussions have been undertaken with Paul Roberts (City Streets Transportation Engineer) from the Christchurch City Council on January 18 th 2007 who advised that although no designations are in place on Cranford Street or Innes Road, there is a proposal for improvements at this intersection in the future. This is likely to involve the four-laning of Cranford Street and is also likely to require some land acquisition. This could have a notable impact on the existing residential and business activities in this area, particularly if land acquisition is required. 6.0 Current Car Parking Situation 6.1 A layout of the intersection of Cranford Street and Innes Road is attached as Appendix (ii).

6.2 There are no parking yellow dashed lines along Cranford Street from partway along the frontage of the subject site on Cranford Street (250 Cranford Street) through to the intersection. It is currently difficult for visitors to find a car park on Cranford Street, therefore, it is anticipated that some on-site car parking would be provided on the subject sites should they be redeveloped in the future. From a site visit undertaken on 22 January 2007 it appears that on a semi regular basis, some vehicles attempt to stop briefly on the yellow lines or other nearby undesirable locations, e.g. footpaths, to visit the dairy and bakery predominately. I note that a milk delivery truck occupied the yellow lined area (see attached photos in Appendix iii) outside the bakery during my site visit, which also blocked the left turn lane from Cranford Street into Innes Road. 6.3 There is some on-site parking at present, which is accessed from Innes Road. This parking is located at the rear of the shops (see attached photos in Appendix iii) and is in such a location that it would be used by shop owners/staff only. Therefore, all visitor/customer parking is presently undertaken on the roadside. There are a small number of roadside spaces available directly outside the shops on Innes Road (4 spaces). There are another 4 spaces outside the Doctors on Innes Road as well. These are all subject to a parking limit of 60 minutes between the hours of 0830 and 1700 Monday to Friday. 6.4 A brief general observation survey of vehicle activities was undertaken during the site visit on 22 January 2007. This was undertaken for a period of 15 minutes from 1030 to 1045am. At the beginning, 6 out of the 8 nearest Innes Road parking spaces were occupied whilst none on Cranford Street were. During this 15 minute period, 2 cars departed their Innes Road parking spaces whilst one arrived. I note that both departures were persons exiting the pharmacy and the single arrival was clearly a staff member from the real estate activity. Cranford Street saw 4 cars pull up and depart within the vicinity of the shops. From observations, all customers visited the bakery and made a quick stop only. Although I did not observe any use during my visit, I would expect that the post box would also result in quick stops as well. The roadside car parking is relatively busy, particularly on the Innes Road section in front of the shops and continuing north. I would therefore expect the majority of roadside parking near these shops would be occupied during the peak AM and PM hours.

6.5 Overall, it is considered that the current car parking situation for this Business 1 zone land with fairly busy roadside parking near a busy intersection is undesirable and that the ability for future provision of safer on-site parking would be preferable, in particular given that future road widening and intersection improvements could restrict roadside parking even further when they occur. 7.0 Potential Car Parking Situation City Plan Car Parking standards 7.1 The relevant parking standards from the City Plan are shown in Table 1 below. Table 1 Relevant Car Parking Standards from the City Plan Activity Customer/visitor Staff Cycle Loading/unloadin g Offices Generally : Food and Beverage outlets Retail activities and commercial services 5% of staff requirement (1 space minimum) 4 spaces/100m 2 PFA for the first 150m 2 PFA, 19 spaces/100m 2 PFA thereafter If GLFA less than 750m 2 then 4 spaces/100m 2 GLFA, otherwise 4.6 space/100m 2 GLFA for the first 20000m 2. 2.5 spaces/100m 2 GFA 1 space/100m 2 PFA (2 spaces minimum) 1 space/200m 2 GFA 1 space/100m 2 PFA 1 99% car bay/8000m 2 GFA or part thereof + 1 HGV bay/8000m 2 GFA (up to 16000m 2 GFA), 1 HGV bay/20000m 2 GFA after 16000m 2 GFA 1 HGV bay/1000m 2 PFA 05 spaces/100m 2 1 space/200m 2 1 HGV bay/1600m 2 GLFA for the first 6400m 2 GLFA Redevelopment of Existing Site Only 7.2 At present there are 7 shops in the existing business zone. The existing site area is 1246m 2. The overall GFA of buildings currently existing on the site is approximately 800m 2. However, approximately 250m 2 of this GFA does not appear to form a retail function of the site and generally sits behind the retail shops located on the street frontage (see aerial photograph in Appendix v). Therefore, in order to provide a robust assessment rather than overstate the current parking demand, a GFA of

550m 2 has been used for the assessment of the existing activities throughout this report. 7.3 The GFA of each activity appears to be approximately 150m 2 for the bakery (approx 50m 2 PFA) with the remaining shops being on average 65m 2 GFA per shop with the fish and chip shop having a PFA of approximately 20m 2. Therefore in accordance with the City Plan parking standards, the parking requirements of the Plan would be as follows: Table 2 Parking Requirements - Existing Activities Activities Parking Required Total Spaces Required Fish and Chip Shop Bakery Real Estate Offices Pharmacy Dog Groomers Dairy Hairdresser 1 visitor 2 staff no cycle spaces no HGV spaces 2 visitor 2 for staff 1 cycle space no HGV space 1 visitor space 2 staff no cycle space no HGV space) 3 visitor 1 staff no cycle spaces no HGV space 3 visitor 1 staff no cycle spaces no HGV space 3 visitor 1 staff no cycle spaces no HGV space 3 visitor 1 staff no cycle spaces no HGV space 3 spaces 5 spaces (incl cycle) 3 spaces 4 spaces 4 spaces 4 spaces 4 spaces Total 25 Spaces (incl 1 cycle space)

7.4 This equates roughly to a requirement of 25 parking spaces for the whole of the existing development. A complying on-site parking situation could be possible by losing the 250m 2 of relatively unused buildings to the rear of the current retail activities and redeveloping the site such that the buildings are located to the rear corner of the site with car parking to the front of the site. However, this would certainly be an unlikely scenario as the site owners would have to go to considerable time and expense in order to achieve more car parking (not presently required given existing use rights) without achieving more retail floor area. Although this option may improve the on-site parking situation, I would not consider in reality, that this option would be readily pursued. In addition, if the potential road widening of Cranford St were to occur in the future then, this could potentially result in a loss of new on-site car parking that triggered such redevelopment in the first place. Redevelopment of New Business Zoned Sites Only 7.5 The area of the two new sites proposed to be rezoned for B1 use is 1441m 2. Should the two newly rezoned sites be developed individually and not as part of an overall redevelopment of the entire site, it should be noted that the required car parking standards as shown in Table 1 above would be applicable. Therefore, these two new sites will need to provide for on-site parking in conjunction with the proposed use of each site. There would be potential for the sites to be developed as car parking sites only, to be used in conjunction with the existing centre, or for a new building with associated car parks on each site. Should this latter option be pursued, I would consider that the car parking situation should remain as it presently exists with the required amount of car parking being provided on each of the new sites to mitigate any parking effects of these new activities, whilst the existing business activities will continue as they presently exist. I would consider the redevelopment of these two sites only as a relatively unlikely scenario. Redevelopment of Entire Business 1 Area including the New Sites. 7.6 The rezoning of the subject sites to Business 1 zoning as a whole will give the landowners of the subject sites and the existing business zone the flexibility and opportunity to comprehensively redevelop the entire potential Business 1 zoned centre (being the existing Business zoned area containing the existing shops and

also the subject sites). The existing site comprises 1246m 2 and the proposed site comprises 1441m 2 bringing the total potential area for B1 zoning to 2687m 2. 7.7 By rezoning the two properties for Business use, this will effectively enlarge the site and potential for business activities on the site whilst also enabling the ability to improve on-site car parking for visitors and staff to the site. This in turn will assist with improving traffic and pedestrian safety by reducing the current undesirable parking situation around the existing site. 7.8 As referred to earlier, the existing development would already require approximately 24 spaces, few of which are provided at present. Given the nature of the shops being relatively small and usually generating short term trips, the required car parking space dimensions would be 2.6m wide by 5.4m long with an aisle width of 5.4m. 7.9 Taking the business and car parking requirements into account, there would be some potential to provide an expansion for business activities whilst still providing a complying amount of car parking. The Business 1 zone allows for buildings up to 8m in height with the relevant recession plane, setback standards etc. An 8m height limit would potentially allow for a two storey building. 7.10 Although a two storey building could be allowed, I would consider it unlikely that a second storey would be included in a redevelopment. In addition, it is considered that should a second storey be included, it would be very unlikely to be used as a retail use, and even if it were, it is unlikely that this could be achieved in a complying manner as the retail car parking requirements are substantially higher than other business activities e.g. offices. Therefore, for the purposes of a robust assessment, it has been assumed that a second storey could be included but for an office activity only. 7.11 It is considered that a retail GFA of approximately 900m 2 and first floor office GFA of approximately 400m 2 would be the maximum allowable GFA that could be built where compliance could realistically still be achieved. However, this would be subject to a number of design criteria to ensure this is possible e.g. recession planes, setback, manoeuvring, access placement etc.

7.12 It should be noted that the existing Business 1 zoned land does not have any existing access from Cranford St and it would not be possible to place one without requiring resource consent. However, 250 Cranford St has an existing access which is located as far from the intersection as possible and it is likely that should full redevelopment occur, that the location of this access would remain as the sole access from Cranford St for the entire site. 7.13 Although there is potential for an increase in the scale of activities on this site, I would consider that complete redevelopment of the site would provide the best potential to achieve the most practical and efficient use of the site in terms of transportation given that a purpose designed car parking and manoeuvring area could be provided. Although there is the potential to provide compliant (or close to) car parking for the other options, these are considered unlikely to happen given the costs involved and the more restricted site constraints that these options would face. Parking Conclusions 7.14 Overall, I would consider that the potential to provide compliant on-site parking in a safe, practical and efficient design would be improved by the proposed Plan Change. 8.0 Trip Generation 8.1 Given the above potential for an increase in the GFA of activities on-site from approximately 550m 2 to approximately 1300m 2, it is important that the impacts of any increase in traffic generation be assessed. For the purposes of the assessment of vehicle trips that could result from the proposed Plan Change, a comparison of the existing situation vs the complete redevelopment of the site (worst case scenario) has been undertaken. 8.2 The Transfund New Zealand Research Report No.209 Trips and Parking Related to Land Use has been used for trip rate data. This provides up to date peak hours trip rates for a range of activities that been obtained from recent surveys. For the basis of this assessment I have only used trip rates where the information is based on survey samples of greater than five sites to provide an accurate assessment.

8.3 The trip rate calculation used for the retail aspect of the assessment is 35.7 vph (vehicles per hour) per 100m 2. This trip rate is taken from data obtained from small shopping centres being up to a GFA of 4000m 2. Whilst this shopping centre is considerably less than 4000m 2 being potentially only 1300m 2, it was considered that this was the most appropriate trip rate in order to provide a robust assessment. For office activities, the trip rate of 2.5vph per 100m 2 was used. Both rates used are peak hour rates in order to assess the worst case scenario. Existing Trip Generation 8.4 The existing site provides little to no on-site car parking. There is one access from Innes Road to the rear of the site but given the coverage of the site by existing buildings and a lack of maneuvering space, there is only room for a handful of staff spaces. There is certainly no practical on-site parking available for customers. 8.5 Although the total GFA of buildings existing on-site is approximately 800m 2, in reality it is only about 550m 2 that would be actively used as part of the existing retail activities. Therefore, a GFA of 550m 2 has been used for the purposes of this assessment. It should also be noted that one trip to the site and one trip away from the site is counted as two trips. Table 3 Trip Generation - Existing Activities Peak Hours Monday Friday (AM Peak 0800-0900 - PM Peak 1700-1800) Retail (small shopping centre) - (35.7/100m 2 ) Office - (2.5vph/100m 2 ) Existing Retail Activities e.g. Bakery, Dog Groomers etc. 196 (550m 2 GFA) 8.6 Table 2 above shows what the number of vehicle trips associated with the existing activities could be. Given the lack of on-site parking, this figure in reality would be expected to be lower, although it would be accurate if a complying amount of car parking was available on the site, which is possible should this option be pursued. Therefore, it can reasonably be assumed that up to 99 vehicles (196 trips) will visit the existing activities on-site during a normal peak hour.

Table 4 Trip Generation - Total Site Redevelopment Peak Hours Monday Friday (AM Peak 0800-0900 - PM Peak 1700-1800) Retail (small shopping centre) - (35.7/100m 2 ) Office - (2.5vph/100m 2 ) Retail (900m 2 GFA) 321 Office (400m 2 GFA) 10 Retail + Office 331 8.7 Table 3 above shows what the number of vehicle trips associated with a comprehensive redevelopment of the site could be. This is inclusive of the two additional sites sought to be zoned Business 1. This assumes a complying amount of car parking being provided on-site for both the potential retail and office activities. Therefore it can reasonably be assumed that up to 166 vehicles (331 trips) would visit the site if it is redeveloped in accordance with what the proposed Plan Change would allow. Table 5 - Comparison of Trip Generation at Peak Hours Existing 196 Total Site Redevelopment 331 Difference +135 vph 8.8 Table 4 above shows the predicted increase in trip generation as a result of the proposed Plan Change. The total site redevelopment has been assessed as a worst case scenario and shows a peak hour increase of 68 vehicles (135 trips) to and from the site. Current Traffic Flows Cranford Street Table 6 - Cranford Street Traffic Base Flow Data North-west (Away from City Centre) South-east Direction (Towards City Centre) Total Flow AM 415 (31%) 936 (69%) 1351 (100%) PM 1139 (67%) 561 (33%) 1700 (100%)

8.9 The traffic data for the Cranford Street flows indicates flow distributions of approximately 69% (two thirds) in the AM peak suggesting the majority of motorists are heading to the city centre for work. This pattern is reciprocated for the PM peak where 67% of motorists are traveling home from work. Current Traffic Flows Innes Road Table 7 Innes Road Traffic Base Flow Data North-east Direction (Towards QEII) South-west Direction (Towards Merrivale) Total Flow AM 445 (33%) 904 (67%) 1349 (100%) PM 854 (67%) 421 (33%) 1275 (100%) 8.10 All available traffic data for Innes Road is combined totals only. Therefore, a similar flow distribution has been applied to Innes Road as Cranford Street which indicates motorists traveling to work in the city centre in the AM peak and away from the city centre in the PM period. 8.11 The available figures suggest that both Cranford Street and Innes Road are experiencing high traffic flows particularly during the peak hours of 0800-0900 and 1700-1800. Both roads are listed as minor arterial roads in the City Plan. However, it is understood that both Cranford St and the intersection with Innes Road is projected for improvements in the future. Trip Breakdown 8.12 As with any business use site, it will be subject to pass by, diverted, linked trips and new trips. 8.13 Pass-by trips are trips where vehicles are already traveling on Cranford Street and Innes Road e.g. heading to and from work, and therefore simply passing by the shops anyway with the ability to stop off if desired. For the type of shops that exist at this site at present, it would be considered that due to the relatively small scale of each shop and the local nature of the activities, that the majority of trips to these shops will be pass-by trips. However, with the potential for a notable increase in the

amount of retail space associated with a redevelopment of the site, there will be an increase in new trips. 8.14 Diverted Trips are trips where cars that are already on the road network change their usual route to visit a particular site. Most suburbs have their own clusters of local shops with similar facilities to those on the subject site, thereby resulting in little incentive for car trips to divert their existing course to visit the subject site. However, following the Plan Change and potential increase in retailing from the site, some activities of a less local nature could establish and generate new trips. Overall though, these shops will be expected to serve predominately local needs. 8.15 Linked Trips are trips which involve one trip but to numerous sites/activities e.g. a mall with a number of shops/cafes/supermarkets/facilities etc that people can visit without taking additional car trips. In terms of linked trips to the subject site, this is considered to be fairly limited but a small amount of trips to the sites may encompass visiting more than one shop per visit e.g. dairy and fish and chip shop, etc. 8.16 New trips are simply trips where purely as a result of the shops on offer, people who are not from the local area or do not regularly travel in close proximity to the subject site, will make a new trip to the site simply due to a service offered at this site. Due to the local nature of the subject site, it is not considered common for activities to generate high levels of new trips in a location such as this. However, given that the scale of the retail floor area will increase by around 350m 2 GFA with potential for an additional 400m 2 (approx) of office GFA, there will be new trips generated to the site, in particular if a more unique activity is established on-site e.g. popular café, restaurant etc. Table 8 Vehicle Trips Per Hour Breakdown Percentage of Increased Trips Total vph Pass By trips 25% 34 Diverted Trips 25% 34 Linked trips 5% 6 New Trips 45% 61 Total 100% 135

8.17 Table 8 above lists the predicted breakdown of trips for the redeveloped site. It is considered that 25% of trips will be pass-by i.e. already traveling down these roads during daily commute. 8.18 25% have been assessed as being diverted trips i.e. traffic already on the road in the general vicinity of the site, but who change their normal driving course to visit the site. 8.19 Linked trip (trips to the site to visit more than one shop/activity in the general vicinity of the site) are considered to account for a low percentage trips i.e. 5%, as there are not a sufficiently large number of potential activities that would result in this type of trip. 8.20 Given the high peak hour flows on both Cranford St and Innes Road and the location of the site on the corner of both roads, it is considered a strategic location for a large proportion of traffic either on these roads on nearby roads to visit. Overall, 55% of the increase in trips has been realistically assumed to be traffic that is already on the road network in the vicinity of the site and not resulting in additions of vehicles to the road network. 8.21 The remaining 45% of trips have been assessed as new trips on the road network as a result of the proposed plan change. This is a relatively high percentage for new trips given the existing circumstances but it is considered an appropriate figure given the potential for a number of new activities to establish on-site and generate new trips e.g. offices, restaurant, popular cafés etc. It is also considered a robust figure to use for this assessment. 8.22 The results of this assessment therefore conclude that 31 new vehicles (61 vehicle trips) will be added to existing traffic flows on Cranford St and Innes Road during peak hours. Flow Distribution 8.23 In terms of flow distribution for these 61 new vehicle trips per peak hour, it has been assumed that the car parking area will have an access from both Cranford Street and Innes Road as is generally the case with corner shopping villages such as that which could potentially occur with site redevelopment. The access would generally

be located as far back from the intersection as possible but otherwise operate with no restrictions e.g. entry/exit only. 8.24 Despite the fact that in reality flows will be split between these two accesses, for the sake of this assessment, it has been assumed that both roads will potentially receive the full 61 vehicle trip increase during a peak hour (worst case scenario). 8.25 The existing travel patterns of 67% one direction/33% opposite direction have been applied to the new trips for continuity. Tables 9 and 10 below show the actual increase on existing flows in both directions on both roads during the AM and PM peaks as assessed for the worst case scenario. Table 9 - Cranford Street Comparison of traffic flows for existing vs total site redevelopment AM and PM Peaks AM Flows North-West (Away South-East Total from City Centre) (Towards City Centre) AM Base Flow 415 936 1351 AM + Total Site Redevelopment 435 (415 +20 ) 977 (936 +41 ) 1412 (1351+61) Predicted Total Total 435 (4.6% increase) Total 977 (4.1% increase) Total 1412 (4.3% increase) PM Flows North-West (Away South-East Total from City Centre) (Towards City Centre) Base Flow 1139 561 1700 PM + Total Site Redevelopment 1180 (1139 + 41) 581 (561 + 20) 1761 (1700 +61) Predicted Total Total 1180 (3.5% increase) Total 581 (3.4% increase) Total 1761 (3.5% increase)

Table 10 - Innes Road Comparison of traffic flows for existing vs total site redevelopment AM and PM Peaks AM Flows North-East (Away from City Centre) South-West (Towards Papanui) Total AM Base Flow 445 904 1349 AM + Total Site Redevelopment 465 (445+20 ) 945 (904+41 ) 1410 (1349+61) Predicted Total Total 465 (4.3% increase) Total 945 (4.3% increase) Total 1410 (4.3% increase) PM Flows North-East (Away from City Centre) South-West (Towards Papanui) Total Base Flow 854 421 1275 PM + Total Site Redevelopment 895 (854+41) 441 (421+20) 1336 (1275+ 61) Predicted Total Total 895 (4.6% increase) Total 441 (4.5% increase) Total 1336 (4.6% increase) 8.26 Overall, these tables show that the largest predicted increase would be 4.6% which would occur on Cranford St during the AM peak in a north-west (away from city centre) direction and also 4.6% for Innes Road in the PM in a north-east direction (away from city centre). 8.27 For Cranford Street, the 4.6% increase relies on all 61 predicted trips using the Cranford Street access (very unlikely). When broken down simply it results in an additional 10 cars traveling along Cranford Street in this direction over a peak hour. This is equivalent to one additional car joining the network every 6 minutes for a 60 minute period. 8.28 For Innes Road, the 4.6% increase would result in an additional 21 vehicles being one additional car joining the network every 3 minutes for a period of 60 minutes.

8.29 I would therefore anticipate only a very minor increase in traffic generation on both Cranford St and Innes Road as a result of the potential redevelopment that this Plan Change could generate. Permitted Traffic Generation Analysis 8.30 When assessing a potential development, it is considered appropriate to assess the effects that could occur as of right. The present Living 1 zoning would allow for a non-residential activity as of right provided it is an educational, spiritual, day-care, or health facility activity. Both sites would be compliant with the residential coherence rule (Community Standard 2.3.7) and could realistically be used for these activities. 8.31 The permitted level of traffic generation for educational, spiritual, daycare and health facilities onto collector and arterial roads is up to 100 vehicle trips per day. Therefore, both sites could realistically establish a non-residential activity on each of the sites generating up to 100 vehicle trips per day. Anything more than this would require resource consent. 8.32 Table 11 below shows the permitted levels of traffic generation for the Living 1 and Business 1 zones. Table 11 - Permitted Maximum Vehicle Trips per day Living 1 zone Business 1 zone Maximum Increase Total Site 200 (100 per site) 250 overall 50 overall redevelopment Development of 2 sites only 200 (100 per site) 500 (250 per site) 300 (150 per site) 8.33 For a complete site redevelopment, the traffic generation would be applied to the site as a whole. Assuming the entire site was zoned for Business 1, this would allow for up to 250 vehicle trips per day. Therefore, any effects to be considered would be restricted to between 100 vpd (existing complying potential) for each of the living sites and 250 vpd (proposed complying potential) for the entire site redevelopment. 8.34 The potential increase in trips allowed from the site if it were redeveloped would be 50vpd. When averaged out over a 10 hour day (0800-1800), this increase equates

to 5 trips per hour (3 cars). However, it would be expected that a higher percentage of trips will occur during the peak hours e.g. 30% per peak hour (8 cars). However, despite this, the difference is considered no more than minor. 8.35 Given the predicted traffic generation figures earlier in this report, a total site redevelopment would certainly trigger the high traffic generator rule and therefore a resource consent would be required regardless. The high traffic generator rule has a number of assessment matters that are required to be considered in relation to the vehicular access if this rule is triggered. The relevant assessment matters are listed below: (a) The actual or potential level of vehicle, cycle, and pedestrian traffic likely to be generated from, and moving past, the proposed access point(s). (b) The extent to which the traffic using the access, either alone or in association with other nearby activities, will adversely affect the traffic function and/or the safety of the surrounding road network. (c) Whether the present and projected vehicle, cycle and pedestrian flows along the frontage road will exacerbate any adverse effects created by extra onstreet parking and manoeuvring associated with the site. (e) The extent to which the noise, vibration and fumes of vehicles using the access would affect surrounding activities, particularly residences. (f) The adverse effects of extra traffic, particularly heavy vehicles, generated by the development on the amenity and safety of surrounding residential streets. (g) The extent to which the physical form of the frontage road may mitigate the adverse effects of the extra vehicle movements generated for example, the presence of a solid median to stop right hand turns. (h) Any cumulative effects of traffic generation from the activity in conjunction with traffic generation from other activities in the vicinity. (j) (k) (l) The proximity of the access to other high traffic generating landuse access points and intersections. The extent to which any extra conflict may be created by vehicles queuing on the frontage road past the vehicle crossing. The extent to which the traffic generated by the site will adversely affect the frontage road, particularly at times of peak traffic flows on the road. (m) Whether the adverse effects of the traffic could be minimised/mitigated by onstreet traffic management measures including the installation of signals or pedestrian refuges or deceleration and acceleration lanes.

(o) Whether the sight distances at the access are adequate to provide safe access/egress with reference to "Road and Traffic Standards Guidelines for Visibility at Driveways". 8.36 Given the ability of the above matters to enable consideration of mitigation measures and potential effects on the surrounding road network, it is considered that, should the entire site ever be redeveloped, there is adequate ability for the Council to address any potential traffic matters and mitigation measures that may be required. 8.37 In addition, if the site is redeveloped to the extent that a resource consent is required via the traffic generation rule, it would certainly be expected that notable mitigation would be required, particularly to restrict right turn movements to and from any access points, which will most likely involve restricting access movements to left turn only e.g. implement solid medians, left in access design etc. 8.38 In the event that each of the 2 proposed business sites are developed individually, it is important to note that the size of each site would be very restrictive to development potential as complying on-site parking and manoeuvring would prevent large buildings from establishing on each site, which would tend to restrict traffic flows to less than 250 vpd. Generally, the only small buildings that have the potential to generate relatively high traffic flows are those such as cafes and bakeries, etc. 8.39 Should only the two proposed sites be developed then the difference in potential traffic generation would be 150 vehicle trips per day (100 permitted for Living zone 250 permitted for Business 1 zone) per site. There are no restrictions on hours of operation for business zones, but for the sake of this assessment, a total of 10 hours a day (8am 6pm) has been used, which is considered a realistic time for this sort of shop to be open. For a bakery/cafe shop, the peak hours would not be considered the most common time to visit, therefore the trips have been spread out evenly during the anticipated hours of operation. 8.40 When averaged out over a 10 hour day (0800-1800), this increase would result in an average of 15 trips (8 cars) for each site each hour. Given that peak hours will attract a higher number of trips than the average, it is considered that 30% of trips can be applied to the peak hour. This equates to 45 trips (23 cars) for each site.

8.41 Of these 23 cars, it is expected that the number of right turn movements would be relatively low. For the right turn movement into 215 Innes Road, there is a right turn bay with queuing median for which it is considered would accommodate these movements without obstructing traffic flows to any significant degree. Right turn movements from 215 Innes Road, will be more difficult but any delays will be limited more to on-site convenience. 8.42 For 250 Cranford St, it is noted that at the furthest point from the intersection, the width of the carriageway from the centerline to the white edgeline is approximately 4.8m, which is considered adequate for a vehicle to pass should a car be queuing to turn right into this site. Vehicles turning right when exiting 250 Cranford St will have to rely on either suitable breaks in the traffic flows or more likely for courtesy space to be left by vehicles queuing. However, the instances of this occurring are still relatively low. 8.43 In reality, given that the number of car parking spaces and on-site manoeuvring manoeuvring space will be heavily restricted on each site, the realistic levels of traffic will be determined by this and in reality will most likely choose to make the left turn into and out of the respective sites. 8.44 In the event that the two proposed business sites are developed individually and access and parking is provided on-site, it is appropriate to consider whether this would create any confusion for motorists wishing to access the existing shops. In the unlikely event that this does occur, then shop owners/tenants tend to erect signs to state the number of parking spaces and that it is for the activities on the respective site only. In addition, regular customers to the site soon learn what the access/car parking options are and will not repeatedly make this type of mistake. Given that any individual development of these sites will be very restrictive on the amount of manoeuvring and car parking that could be provided on-site, I consider it very unlikely that motorists would ever attempt to access either of these sites mistakenly believing that it accesses a car parking area for all shops. 8.45 Therefore, it is considered that, should only the two living sites (assuming business zoning for each) be developed individually, the effects from an increase in potential traffic, before a resource consent would be required, would be no more than minor.

9.0 Crash Statistics Analysis 9.1 Crash data has been obtained from the Land Transport Safety Authority in and around the junction of Cranford Street and Innes Road (See Appendix iv). On Cranford Street, records have been included from the junction of McFaddens Road to Dee Street, whilst on Innes Road records have been included from the junction of Roosevelt Avenue to Ethne Street. There are 22 crash records within this area. 9 of these crashes were in the immediate vicinity of the signal controlled junction of Cranford Street and Innes Road. Of these 9 crashes, 2 were attributed to alcohol consumption, 1 failing to give way appropriately, 1 collision whereby a cyclist failed to use the correct lane, 3 from not stopping at amber or red lights and 2 whereby the following car did not notice the car in front slowing. 9.2 Of the total 22 crashes, there is no clear pattern to suggest a fundamental design fault with the intersection. 10.0 Conclusion 10.1 I consider that the existing situation is undesirable from a parking provision viewpoint. The pressure on existing roadside parking spaces appears to be high and if planned improvements for Cranford Street and this intersection proceed in the near future, then the ability to park close to the existing shops may be reduced even further. The rezoning of two adjacent living sections as business will provide the option to redevelop the entire area, which given an increase in overall site area would allow for adequate on-site parking to be provided as well and an increase in building GFA on the site. 10.2 Given that the majority of trips to a Business 1 zoned area such as this would be pass-by and diverted trips with most vehicles already on the surrounding road network these roads regardless of the shops, I consider that any potential increase to the level of traffic generation permitted as a result of this rezoning will be no more than minor. 10.3 Overall, I consider the proposed Plan Change to have more potential benefits than the existing situation.

Appendix i Traffic Count Data

Appendix ii Cranford Street / Innes Road Current Intersection Layout

Appendix iii Photographs from Site Visit Photo 1 View From Innes Road South towards shops. Photo 2 View of access to on-site parking

Photo 3 View of cycle stand Photo 4 View of Cranford Street Northbound bus stop

Photo 5 View of Cranford St Southbound bus stop Photo 6 View of Milk truck parking on Cranford St yellow lines for delivery

Appendix iv LTSA Crash Statistics