Kings College, Otahuhu Proposed Plan Change. Integrated Transportation Assessment Report

Proposed Plan Change Integrated Transportation Assessment Report 23 October 2017

Project: Report title: Document reference: Kings College, Otahuhu Integrated Transportation Assessment Report J00700 Kings College ITA-final4 Date: 23 October 2017 Report Status Prepared By Reviewed By Approved By Final Report Nabi Mussa Mike Nixon Mike Nixon

Integrated Transportation Assessment Report Table of Contents Executive Summary... i 1 Introduction... 1 2 Existing Environment... 2 2.1 Site Location... 2 2.2 Road Network... 2 2.2.1 Mangere Road... 2 2.2.2 Hospital Road... 4 2.3 Accessibility... 5 2.3.1 Private Vehicles... 5 2.3.2 Public Transport... 6 2.3.3 Walking... 9 2.3.4 Cycling... 9 2.3.5 Traffic Volumes... 12 2.4 Crash History... 14 3 Proposed Development... 16 3.1 Overview... 16 3.2 Transport Connectivity... 16 3.3 Internal Road Design... 18 4 Trip Generation... 19 4.1 Site Trip Generation (With Plan Change)... 19 4.2 Acceptability of Trip Rates... 20 4.3 Site Trip Generation (Without Plan Change)... 21 4.4 Wider Area Trip Generation... 22 4.5 Trip Distribution / Model Generation... 23 4.5.1 Distribution Assumptions... 23 4.5.2 Additional Traffic Movements... 23 4.5.3 Proposed Traffic Movements... 25

Integrated Transportation Assessment Report 5 Assessment of Effects... 25 5.1 Assessment Methodology... 25 5.2 Road Network Assessment... 26 5.2.1 Great South Road/ Mangere Road Intersection... 26 5.2.2 Mangere Road/ Walmsley Road intersection... 29 5.2.3 Indicative Mangere Road/ Site Access Intersection... 32 6 Parking... 33 6.1 Proposed Auckland Unitary Plan Requirements... 33 6.2 On-street Parking... 33 6.3 Cycle Parking... 33 6.4 Accessible Parking... 34 6.5 Servicing... 34 7 Access... 34 7.1 Site Access... 34 7.2 Access to Individual Sites... 35 8 Integration with Future Transport Network... 35 8.1 General... 35 8.2 Auckland Plan... 35 8.3 Regional Policy Statement... 36 8.4 Auckland Regional Land Transport Plan... 36 8.5 Auckland Regional Public Transport Plan... 36 8.6 Auckland Unitary Plan... 37 8.7 Auckland Transport Code of Practice... 37 8.8 Auckland Design Manual... 38 9 Construction Traffic... 38 10 Consultation... 39 11 Implementation Plan... 39 12 Conclusions... 40

Integrated Transportation Assessment Report Attachment A SIDRA Output... 41

Integrated Transportation Assessment Report Page i EXECUTIVE SUMMARY Commute Transportation Consultants (Commute) has been engaged by King s College (King s) to prepare an Integrated Transport Assessment (ITA) for a proposed Plan Change at their campus and neighbouring land in Otahuhu, Auckland (referred to as the site ). King s currently own property on Mangere Road, Hospital Avenue, Middlemore Road and Golf Avenue. The land owned by King s is currently zoned Special Purpose School Zone and it is proposed to re-zone 3.11 ha of their land, in the north-western section of the campus, as Residential Terrace Housing and Apartment Building Zone (THAB Zone). As part of this proposed Plan Change, some 1.55 ha of neighbouring THAB Zone and Residential Single House Zone (SHZ) land owned by the Royal Auckland and Grange Gold Club (RAGGC) will be re-zoned Special Purpose School Zone. The proposed plan change areas are shown below. Proposed Plan Change Proposed Residential Terrace Housing and Apartment Building Zone Proposed Special Purpose School Zone The development potential of the 3.11 ha THAB zone has been assessed using a development intensity of 100 dwellings/ha. This is a conservative estimate as no preliminary development schemes have been prepared at this stage. The THAB zone has been assessed to accommodate 311 dwellings and generate some 143 trips in the morning and evening peak hours. All vehicle trips are proposed to enter and exit the site via a new intersection on Mangere Road. In order to accommodate right turn movements out of the site safely and to assist future residents walking to the nearby Otahuhu Town Centre, traffic signals are likely to be the preferred intersection control. This can be confirmed at Resource Consent stage depending on the yield of proposed residential development. Based on the assessments undertaken in this report, it is concluded:

Integrated Transportation Assessment Report Page ii the THAB zoned land is compatible with the neighbouring zones (THAB zone to the west and Business Mixed Use Zone to the east). the site has good accessibility to various transport modes: walking, cycling, bus and private vehicle. the effects of the proposed increase in vehicles are expected to be minor with all surrounding roads and intersections capable of accommodating site generated traffic. the Auckland-wide rules of the Unitary Plan enable assessment of the traffic effects of the vehicle access onto Mangere Road regardless of the underlying zone (vehicle access onto an Arterial Road). A new intersection on Mangere Road can be established to serve the new THAB zoned land once development plans are clarified. A signalised intersection can accommodate the proposed development traffic with minimal delays and queues to traffic on Mangere Road. Land on the development site would be vested to Auckland Council to accommodate the new intersection. the potential residential development under the proposed THAB zoning is consistent with, and encourages key regional and district transport policies. In addition, future improvements to the public transport network are planned to occur as a result of rail improvements including the City Rail Link which will add further capacity to rail services at Middlemore Station. In addition, other projects such as the Walmsley Transit Lane, and walking and cycling improvements, will also better cater for multi-modal travel near the site. Accordingly, it is concluded that the proposed Plan Change is acceptable from a transport planning perspective.

Integrated Transportation Assessment Report Page 1 1 INTRODUCTION Commute Transportation Consultants (Commute) has been engaged by King s College (King s) to prepare an Integrated Transport Assessment (ITA) for a proposed Plan Change at their campus and neighbouring land in Otahuhu, Auckland (referred to as the Plan Change area ). King s currently own property on Mangere Road, Hospital Avenue, Middlemore Road and Golf Avenue. The land owned by King s is currently zoned Special Purpose School Zone and it is proposed to re-zone 3.11 ha of land in the north-western section of the campus, as Residential Terrace Housing and Apartment Building Zone (THAB Zone). As part of this proposed Plan Change, some 1.55 ha of neighbouring THAB Zone and Residential Single House Zone (SHZ) land owned by the Royal Auckland and Grange Gold Club (RAGGC) will be re-zoned Special Purpose School Zone. The development potential of the 3.11 ha THAB zone has been assessed using a development intensity of 100 dwellings/ha. This is a conservative estimate as no preliminary development schemes have been prepared at this stage. Vehicles have been assessed to access the site via a new intersection on Mangere Road which will likely connect to an internal road, likely a cul-de-sac or crescent road. Key transportation considerations of the proposed Plan Change are: Compatibility with neighbouring land uses the accessibility of the site to the various modes of transport; and the ability of the surrounding road network to safely and efficiently accommodate traffic generated by potential development. These and other transportation issues will be addressed in this report.

Integrated Transportation Assessment Report Page 2 2 EXISTING ENVIRONMENT 2.1 SITE LOCATION Figure 1 shows the location of the site in relation to the surrounding road environment. Figure 1: Site Location King s College campus (shown in gray) Proposed Plan Change on King s College campus Proposed Plan Change area on RAGGC land The Plan Change area (site) is located in Otahuhu, Auckland. The site comprises land currently owned by King s College and RAGGC. The area is bounded by Mangere Road to the north, Hospital Road to the west, RAGGC to the south and residential and business zoned land to the east. The King s College land is currently zoned as Special Purpose School Zone in the Unitary Plan while the RAGGC land is currently zoned as THAB and SHZ. 2.2 ROAD NETWORK 2.2.1 MANGERE ROAD Mangere Road is classified as an Arterial Road in the Unitary Plan and is a major route (Urban Route 14) between SH1 and SH20A. Mangere Road connects to Great South Road to the east and Massey Road to the west. Photograph 1 and Photograph 2 show Massey Road near the proposed site access.

Integrated Transportation Assessment Report Page 3 Photograph 1: Mangere Road (looking east toward Great South Road) Photograph 2: Mangere Road (looking west toward Walmsley Road) Mangere Road has a road reserve width of approximately 20.1 m with a sealed carriageway of approximately 13.0 m. Mangere Road between Walmsley Road and Great South Road provides a single lane in each direction with additional lanes on the approaches to the Great South Road/ Mangere Road and Walmsley Road/ Mangere Road intersections. Mangere Road between Walmsley Road and Hospital Road provides two lanes in each direction with additional lanes on the approach to the Walmsley Road/ Mangere Road intersection. Pedestrian footpaths are provided on both sides of Mangere Road. There is a signalised pedestrian crossing on Mangere Road some 180 m east of Walmsley Road and bus stops are provided nearby.

Integrated Transportation Assessment Report Page 4 Signalised pedestrian crossing movements are also provided at the Great South Road/ Mangere Road, Walmsley Road/ Mangere Road and Mangere Road/ Hospital Road intersections. Intermittent on-street parking is permitted on both sides of Mangere Road between Walmsley Road and Great South Road, however No Stopping At All Times (NSAAT) markings are provided on both sides of Mangere Road between Walmsley Road and Hospital Road. Mangere Road has a posted speed limit of 50 km/hr. 2.2.2 HOSPITAL ROAD Hospital Road is not classified as an Arterial Road in the Unitary Plan. Hospital Road runs in a northsouth direction between Mangere Road to the north and Swaffield Road to the south. Photograph 3 and Photograph 4 show Hospital Road near the RAGGC land within the Plan Change area. Photograph 3: Hospital Road (looking north toward Mangere Road)

Integrated Transportation Assessment Report Page 5 Photograph 4: Hospital Road (looking south toward Middlemore Train Station Hospital Road has a road reserve width of approximately 20.1 m outside the King s College entrance with a sealed carriageway of approximately 13.0 m. The road reserve narrows on the approach to Mangere Road. Hospital Road between Mangere Road and Swaffield Road provides a single lane in each direction. Pedestrian footpaths are provided on both sides of Hospital Road. There is a pedestrian refuge on Hospital Road some 240 m south of Mangere Road and bus stops are provided nearby. A signalised pedestrian crossing is provided between the Middlemore Hospital (the Hospital ) main entrance and Middlemore Train Station some 870 m south of Mangere Road (some 300 m south of the RAGGC land within the Plan Change area). On-street parking is permitted on both sides of Hospital Road from a location approximately 300 m south of Mangere Road and further south toward the Hospital. NSAAT markings are provided on both sides of Hospital Road north of this location due to a narrower road reserve on the approach to Mangere Road. Hospital Road has a posted speed limit of 50 km/hr. 2.3 ACCESSIBILITY 2.3.1 PRIVATE VEHICLES The site is well located with regards to road connectivity to the wider Auckland Region. As noted, Mangere Road is part of Urban Route 14 that provides a link between SH1 and SH20A. The SH1 Princes Street interchange is located approximately 2.3 km east of the proposed THAB zoned land in the north-eastern part of the site. The SH20 Massey Road interchange is located approximately 2.5 km west of Hospital Road with the SH20A Kirkbride interchange a further 2.8 km west. The site is some 17.0 km from the Auckland city centre and 9.0 km from Manukau City Centre. At peak times, travel times between the site and the City Centre range from 30 minutes to 1 hour and are sensitive to SH1 motorway flows and the associated demands at the Princes Street interchange.

Integrated Transportation Assessment Report Page 6 2.3.2 PUBLIC TRANSPORT A number of bus routes pass the site along Mangere Road and Hospital Road. The nearby bus routes are summarised in Table 1. Table 1: Nearby Bus Routes Bus Route Stop Location Route Description Frequency 32 Mangere Road between Walmsley Road and Hospital Road Sylvia Park to Mangere Town Centre Frequent Service. 7 am to 7 pm, 7 days a week. Every 15 minutes. 33 Great South Road between Mangere Road and Cracroft Street Papakura Rail Station to Otahuhu Rail Station Frequent Service. 7 am to 7 pm, 7 days a week. Every 15 minutes. 321 Mangere Road between Walmsley Road and Hospital Road, or Hospital Road Middlemore Hospital to Britomart Local Service. 7 am to 7 pm, Monday to Friday only. Every 30 minutes. 325 Mangere Road between Walmsley Road and Hospital Road Mangere Town Centre to Manukau Train Station Connector Service. 7 am to 7 pm, 7 days a week. Every 30 minutes. 326 Mangere Road between Walmsley Road and Great South Road Mangere Town Centre to Otahuhu Train Station Local Service. 7 am to 7 pm, 7 days a week. Every 30 minutes Monday to Friday, every hour on weekends. The two closest bus stops to the proposed THAB zone are on Mangere Road near the entrance to Otahuhu College (some 250 m west). As those bus stops only serve Route 326, which has a lower frequency service, it is expected most people would walk to the Otahuhu Interchange or Otahuhu Bus Station which are located 1.2 km from the site (approximately 15 minute walk). Auckland Transport ( AT ) have advised 1 that route 326 is earmarked for review and may be shortened to run between Mangere and Middlemore, with an increased frequency. This would have the result of removing the bus stops on Mangere Road between Walmsley Road and Great South Road (near the proposed THAB zone) as no other routes use these stops. AT have identified that new stops to serve the proposed THAB zone could potentially be established on Great South Road at the Great South Road/ Mangere Road intersection that would also better serve students of the two nearby colleges (as the current stops on Great South Road are located some 350 m south of Mangere Road, and the nearest stop to the north is not paired with a stop on the other side of the 1 Page 5, Auckland Transport Memorandum, Response to King s College Proposed Private Plan Change, 18 October 2017

Integrated Transportation Assessment Report Page 7 road). These new Great South Road stops would be located on Route 33 (a frequent bus route providing connectivity between Otahuhu and Papakura). The effects of these changes on the development are considered neutral, as noted, the majority of residents are expected to walk to the nearby Otahuhu Interchange or Otahuhu Bus Station. The Otahuhu Interchange provides connectivity to several bus services as well as train services on the southern line. Trains currently operate on 10 minute frequencies and following the completion of CRL, there are expected to be 5 minute train frequencies using a combination of eastern line and southern line services. Figure 2 shows an extract of the bus routes operating near the site. Figure 3 shows the post-crl train frequencies near the site. Figure 2: Bus Routes Site

Integrated Transportation Assessment Report Page 8 Figure 3: Post-CRL Train Frequencies Site In order to improve public transport connectivity to and from the Otahuhu Interchange, transit lanes and improved walking and cycling facilities are currently being investigated by AT 2 along Walmsley Road between Mangere Road and Station Road. The works will also improve cycling and walking connectivity to the Otahuhu Interchange and are located near the proposed THAB zone (some 320 m, or 4 minute walk, east of Walmsley Road). 2 https://at.govt.nz/projects-roadworks/east-west-connections/bus-improvements-for-mangere-otahuhu-and-sylviapark/walmsley-rd-transit-lane-and-walking-and-cycling-improvements/

Integrated Transportation Assessment Report Page 9 2.3.3 WALKING The Austroads Guide to Traffic Engineering Practice Part 13 Pedestrians indicates that the practical walking distance for non-recreational walking trips is in the order of 1.5 km. Using the practical walking distance of 1.5 km and the 15 th percentile walking speed of a typical fit, healthy adult of 1.3 m/s, gives a journey time of some 20 minutes. This is in line with New Zealand data in the Pedestrian Planning and Design Guide, which states that for walking trips, half are more than 10 minutes and 18% are more than 20 minutes. The primary catchment area for pedestrians has therefore been based on a 1.5 km radius of the centre of the site as shown in Figure 4. Figure 4: Walking Catchment Otahuhu Interchange Otahuhu Bus Station Approximate 1.5 km walking catchment Otahuhu Town Centre Otahuhu College King s College Site Middlemore Hospital Middlemore Train Station As shown above, the Otahuhu Town Centre, Otahuhu Interchange, Middlemore Train Station, Middlemore Hospital and two schools are located within walking distance of the site. As noted, the aforementioned walking and cycling improvements along Walmsley Road currently being investigated by AT, will improve walking accessibility between the proposed THAB zone and the Otahuhu Interchange. Overall, the site is considered to be well connected to neighbouring activities. 2.3.4 CYCLING The Auckland Regional Cycle Network classifies Mangere Road and Hospital Road as a Cycle Connector. A Cycle Metro is located to the east of the site along SH1 and extends between the Auckland City Centre and Manukau City Centre.

Integrated Transportation Assessment Report Page 10 Figure 5: Auckland Regional Cycle Network The timeframe for AT implementing any connection along Mangere Road or Hospital Road is currently unknown however it is likely to be after 2023 based on the Auckland Cycling Investment Programme 2018-2028 3. Otahuhu works have been identified as being in a Later Construction period. As noted however, the Walmsley Road transit lanes, and walking and cycling improvements are currently being investigated and will improved cycling connectivity to the Otahuhu Interchange. AT have also advised 4 that a link to Middlemore Hospital will also be investigated and likely run along Hospital Road. All of these proposed improvements can serve the proposed THAB zone and School zone. Based on New Zealand Transport Agency Research Report 426, the average cycling trip length is approximately 3 km. Figure 6 shows an indicative cycling catchment for the site. 3 https://at.govt.nz/media/1974167/auckland-cycling-10-year-plan-july-2017.pdf 4 Page 5, Auckland Transport Memorandum, Response to King s College Proposed Private Plan Change, 18 October 2017

Integrated Transportation Assessment Report Page 11 Figure 6: Cycling Catchment Approximate 3.0 km cycling catchment Otahuhu Industrial Highbrook Business Park Site MIT Papatoetoe Town Centre In addition to the locations identified within the walking catchment, the cycling catchment includes industrial activities at Highbrook Business Park and along James Fletcher Drive. MIT is also located to the east and Papatoetoe Town Centre is just outside the catchment to the south. The site is considered to offer excellent cycling connectivity to a wider range of employment, education, recreational and commercial activities however limited infrastructure is currently in place to accommodate cycle demands.

Integrated Transportation Assessment Report Page 12 2.3.5 TRAFFIC VOLUMES 2.3.5.1 AUCKLAND TRANSPORT TRAFFIC VOLUMES Table 2 outlines traffic volumes of various roads surrounding the site. Table 2: Traffic Volumes Road Location Date 7-Day ADT (veh/ day) Peak hour volume (veh/ hr) Mangere Road Near Kurunui Place April 2016 26,017 2,155 2,122 Hospital Road Between Mangere Road and St George Street N/A 1,500 N/A N/A As shown above, Mangere Road carries relatively high daily and peak hourly traffic volumes. However, the area in general is developed and the site is expected to add minimal levels of traffic to Mangere Road. Hospital Road has low traffic volumes in the order of 1,500 vehicles per day (vpd). 2.3.5.2 SURVEYED TRAFFIC VOLUMES SCATS traffic signal detector counts and manual traffic counts (for shared movement lanes) were undertaken in the week beginning 31 July 2017 at the following intersections: Great South Road/ Mangere Road Mangere Road Signalised Pedestrian Crossing Mangere Road/ Walmsley Road/ Golf Avenue Mangere Road/ Hospital Road The surveys were undertaken during the weekday morning commuter peak period (7:00 to 9:00 am) and the weekday evening commuter peak period (2:30 to 6:00 pm). The results of the surveys are summarised in Figure 7 and Figure 8.

Massey Road 1418 254 820 188 Golf Avenue Site Access Great South Road 18 50 85 643 778 320 40 315 629 260 Kings College, Otahuhu Integrated Transportation Assessment Report Page 13 Figure 7: Surveyed Traffic Volumes AM Peak Hour 606 986 448 Mangere Road 622 256 822 128 Chelsea Avenue Middlemore Road 184 Hospital Road 222

Massey Road 1164 292 1211 181 Golf Avenue Site Access Great South Road 8 41 92 555 508 608 40 145 739 963 Kings College, Otahuhu Integrated Transportation Assessment Report Page 14 Figure 8: Surveyed Traffic Volumes PM Peak Hour 379 873 450 Mangere Road 652 228 783 155 Chelsea Avenue Middlemore Road 159 Hospital Road 276 2.4 CRASH HISTORY A search of the road safety record using the New Zealand Transport Agency Crash Analysis System (CAS) has been carried out to identify all reported crashes near the site during the five-year period from 2012 to 2016 as well as all available data in 2017. The search focused on all reported crashes occurring on Mangere Road (between Great South Road and Massey Road) and Hospital Road (between Mangere Road and the northern roundabout), and within 50 m of the following intersections: Mangere Road/ Great South Road intersection. Mangere Road/ Awa Street intersection. Mangere Road/ Walmsley Road/ Golf Avenue intersection. Mangere Road/ Middlemore Road/ Chelsea Avenue intersection. Mangere Road/ McDonald Place intersection. Mangere Road/ Hospital Road/ Massey Road intersection. A total of 188 crashes were identified. The crashes are summarised in Table 3.

Integrated Transportation Assessment Report Page 15 Table 3: Crash History Summary Location Number of Crashes/ Predominant Crash Types Injuries Great South Road/ Mangere Road Intersection 50 crashes 40% rear end collisions and 32% loss of control crashes 1 fatal, 7 minor injury and 42 non-injury crashes 0 pedestrian crashes and 1 bicycle crash (minor injury) Mangere Road midblock between Great South Road and Walmsley Road 21 crashes 38% rear end collisions and 38% loss of control crashes 4 serious injury, 3 minor injury and 14 non-injury crashes 1 pedestrian crash (serious injury) and 0 bicycle crashes Mangere Road/ Walmsley Road Intersection 46 crashes 43% rear end collisions, 26% crossing/ turning crashes and 22% loss of control crashes 1 fatal, 1 serious injury, 8 minor injury and 36 non-injury crashes 0 pedestrian crashes and 0 bicycle crashes Mangere Road midblock between Walmsley Road and Middlemore Road 5 crashes 40% crossing/ turning crashes and 40% loss of control crashes 1 fatal, 1 serious injury and 3 non-injury crashes 0 pedestrian crashes and 0 bicycle crashes Mangere Road/ Middlemore Road/ Chelsea Avenue intersection 10 crashes 50% rear end collisions and 40% crossing/ turning crashes 10 non-injury crashes 0 pedestrian crashes and 0 bicycle crashes Mangere Road midblock between Chelsea Avenue and Hospital Road 4 crashes 50% loss of control crashes and 25% rear end collisions 4 non-injury crashes 0 pedestrian crashes and 0 bicycle crashes Mangere Road/ Hospital Road intersection 43 crashes 40% crossing/ turning crashes and 37% rear end collisions 1 serious injury, 8 minor injury and 34 non-injury crashes 0 pedestrian crashes and 0 bicycle crashes Hospital Road midblock between Mangere Road and northern roundabout 9 crashes 67% rear end collisions 3 minor injury and 6 non-injury crashes 0 pedestrian crashes and 0 bicycle crashes

Integrated Transportation Assessment Report Page 16 The predominant crash types were rear end collisions and loss of control crashes over the crash study area. This is not unexpected on high volume roads with a number of signalised intersections. As will be described, the proposed development is considered to add relatively small additional traffic movements onto Mangere Road and is therefore not expected to significantly affect the operation and safety of the nearby intersections. 3 PROPOSED DEVELOPMENT 3.1 OVERVIEW As noted, it is proposed to re-zone 3.11 ha of King s land, in the north-western section of the campus, as Residential Terrace Housing and Apartment Building Zone (THAB Zone). As part of this proposed Plan Change, some 1.55 ha of neighbouring THAB Zone land owned by the Royal Auckland and Grange Gold Club (RAGGC) will be re-zoned Special Purpose School Zone. The proposed plan change areas are shown below. Figure 9: Proposed Plan Change Proposed Residential Terrace Housing and Apartment Building Zone (currently Special Purpose -School Zone ) Proposed Special Purpose School Zone (currently THAB and SHZ) 3.2 TRANSPORT CONNECTIVITY Access to the site either for education purposes (under the current school zone) or residential development (under the proposed THAB zone) will require vehicle access onto Mangere Road. Based on the survey data, and the development scenario assessed, there is a need to safely accommodate right turn entry and exit movements to and from the site. This is best achieved via a new signalised intersection with Mangere Road however access solutions may change depending on the configuration and intensity of any proposed development (which has not yet been decided). This design would be confirmed at the time of any development through the resource consent process.

Integrated Transportation Assessment Report Page 17 Due to the neighbouring land to the south being predominantly developed, there is no potential for public road connectivity to Jellicoe Street for instance. As such, a cul-de-sac road or crescent road would likely be provided into the THAB zone. This would also be assessed at the time of any development through the resource consent process. Given that a signalised intersection is likely to occupy the greatest area, a worst-case scenario has been assessed to understand whether a signalised intersection on Mangere Road could be established. An indicative signalised intersection is shown in Figure 10. Figure 10: Indicative Signalised Intersection The location of the indicative signalised intersection has been chosen to fit between residential driveways on the northern side of Mangere Road. Two possible locations were considered: In front of 49 and 51 Mangere Road, or In front of 43 and 45 Mangere Road. The preferred location, if traffic signals are progressed, is considered to be in front of 43 and 45 Mangere Road. The alternative option in front of 49 and 51 Mangere Road, was considered to have potential conflicts between right turn movements into the site and right turn movements into Sturges Park. The traffic signals are located some 230 m from the mid-block signalised pedestrian crossing to the west and 150 m to the Great South Road/ Mangere Road intersection to the east. These separation distances are considered appropriate and typical of many town centre arterial road intersections (Mt Wellington Highway at Sylvia Park for instance). Due to the proposed cycle route along Mangere Road, the indicative signalised intersection can be integrated with a future cycleway design once neighbouring land is acquired by Auckland Transport (either directly, or at the time land is developed). Along the site boundary, it is likely that some land may need to be kept clear of buildings due to the indicative future road boundary (shown in red on the above figure). The indicative signalised intersection with cycleway integration is shown in Figure 11.

Integrated Transportation Assessment Report Page 18 Figure 11: Indicative Signalised Intersection with Cycleway Integration 3.3 INTERNAL ROAD DESIGN As noted, the internal road is likely to be a crescent road or cul-de-sac however could change depending on the size of any proposed residential development. An indicative cross section width for the internal road would be 18 m. If a cul-de-sac was progressed, a cul-de-sac head could be provided at the end of the road to enable vehicles, particularly rubbish vehicles, to turn around at the end of the road. The cul-de-sac would likely be designed to meet ATCOP GD006 Type A specification. The proposed indicative cross-section is shown in Figure 12. Figure 12: Proposed Internal Road Cross Section

Integrated Transportation Assessment Report Page 19 The proposed cross-section can accommodate on-street parking within the traffic lane and leave sufficient carriageway width for two-way traffic flow. It is envisaged that kerb buildouts between parking bays would enable room for street trees and act to reduce vehicle speeds on the internal road. 4 TRIP GENERATION 4.1 SITE TRIP GENERATION (WITH PLAN CHANGE) As noted previously, the 3.11 ha of Kings College land currently zoned Special Purpose School Zone is proposed to be zoned THAB. The 1.55 ha of THAB zoned land (owned by RAGGC) fronting Hospital Road is proposed to be zoned Special Purpose School Zone. The effects of these changes, for the purposes of the trip generation assessment, are summarised as follows: The proposed 3.11 ha THAB zoned land would generate all vehicle traffic onto Mangere Road. This is a fundamental change to the existing environment which has limited vehicle movements to and from Mangere Road (the majority of school traffic currently enters and exits via Golf Road). However, it is noted that redevelopment of the site for education purposes (under current zoning) such as student day houses could also be undertaken with vehicle access onto Mangere Road. Vehicle access onto Mangere Road is therefore not a unique feature of the proposed Plan Change this may occur anyway under the current zoning. The number of vehicle movements generated by King s College remains unchanged. The newly zoned 1.55 ha of school zoned land is proposed to be accessed via the existing school gate on Golf Road however there may be some site access from Hospital Road. In any event, the 1.55 ha of development potential is less than the 3.11 ha of existing school land being lost as a result of the THAB zoning noted above. No additional school related development has been assessed however any additional school development (on the RAGGC land) generating vehicle movements onto Golf Road and/or Hospital Road would be offset by the removal of vehicle trips associated with residential development that could occur on the RAGGC THAB and SHZ zoned land. Essentially therefore, the traffic assessment of the proposed Plan Change conservatively focusses on 3.11 ha of potential residential development within the proposed THAB zone at the northern end of the site and how this affects the existing operation of the nearby Mangere Road/ Walmsley Road and Great South Road/ Mangere Road intersections. The peak hour trip generation of dwelling houses is typically estimated using the predictive models within the RTA Guide 5. An assessment has been undertaken using an indicative development potential of 100 dwellings per hectare (311 dwellings in total). This housing density is indicative of an apartment dwelling typology however for the purposes of this assessment, Medium Density Residential Flat Building trip rates have been used. A trip rate of 0.45 trips per dwelling has been used for the 1 to 2-bedroom apartments (assessed as 45% of the residential yield each) and a trip rate of 0.55 trips per dwelling for 3-bedroom + dwellings (assessed as 10% of the residential yield). The number of generated trips is summarised in Table 4. 5 Roads and Traffic Authority of NSW, Guide to Traffic Generating Developments, Version 2.2, October 2002

Integrated Transportation Assessment Report Page 20 Table 4: RTA Guide Traffic Generation Dwelling Type Number of Dwellings Trip Rate Indicative Trips 3+ Bedrooms 31 0.55 17 2 Bedroom 140 0.45 63 1 Bedroom 140 0.45 63 TOTAL 311 143 Based on the above, the overall trip generation for the site is 143 traffic movements per hour. The overall trip rate is therefore 0.46 trips per dwelling. 4.2 ACCEPTABILITY OF TRIP RATES The Auckland Transport Integrated Transport Assessment Guidelines ( ITA Guidelines ) recommends that trip rates for each mode of travel be developed based on the number of people anticipated to be residing within the development and sources such as Census data and other surveys. The results of such analyses can be confirmed by referring to traditional vehicle trip generation rates provided in New Zealand databases and documents such as the RTA Guide. To check the acceptability of the above RTA rates, reference has been made to existing car ownership details for Otahuhu West (Census 2013) and comparing this to the parking requirements recommended for Medium Density Residential Flat Buildings in the RTA guide. If the existing parking ownership patterns in Otahuhu align with recommended RTA parking provisions, the RTA trip rates are likely to align also. The site is located within the Otahuhu West area unit (521901) as defined by Statistics NZ. Household car ownership patterns from Census 2013 revealed the following: 16% of households (192 households) had no motor vehicle 41% of households (474 households) had one motor vehicle 31% of households (360 households) had two motor vehicles, and 12% of households (138 households) had three or more motor vehicles. For a total of 1,161 households, there is estimated to be 1,677 vehicles (assuming the 138 households with three or more spaces have an average of 3.5 spaces per household). This equates to 1.44 parking spaces per household. The RTA Guide recommends a minimum parking requirement for Medium Density Residential Flat Buildings of: 1 space for each unit, plus an additional space for each 5 x 2 bedroom unit, plus an additional space for each 2 x 3 bedroom unit, plus 1 space per 5 units (for visitors) For the 311 proposed dwellings, with the typology mix outlined in Table 4, a minimum parking provision of 417 spaces is recommended, or 1.34 parking spaces per dwelling. As the minimum RTA parking requirement is aligned to the RTA trip data (they use the same data sources) and the RTA minimum parking requirement aligns well to existing car ownership patterns in the area, the trip rates used for assessment are considered appropriate. It should also be noted that the proposed dwellings are likely be capped to a maximum of two parking spaces per dwelling.

Integrated Transportation Assessment Report Page 21 4.3 SITE TRIP GENERATION (WITHOUT PLAN CHANGE) If the King s land was not rezoned, and the RAGGC land parcel was not available, Kings College would likely intensify their existing school activities on the 3.11 ha parcel of land (Special Purpose School Zone) fronting Mangere Road. This could include an increase in day houses and potential student pick up and drop off vehicle movements at this entrance. If the Plan Change is not accepted, there are two potential school development scenarios on the 3.11 ha School-zoned land parcel. These are summarised as: 15 dwellings with all vehicle access to and from Mangere Road and day houses for 400 students; and Separate primary school with 500 students. It is estimated that 15 dwellings would generate in the order of 8 trips (using a trip generation rate of 0.55 trips per dwelling) and the day houses could generate up to 150 trips assuming 50% students arriving by public transport, walking and cycling, 25% students arriving by vehicles driven by a student (2 students per vehicle), and 25% students arriving by vehicle driven by a caregiver (2 students per vehicle). These trips would only coincide with the morning commuter peak hour. In terms of the primary school, based on NZTA Research Report 453 6, peak school trip generation occurs in the morning peak hour with 0.62 trips per pupil. For the proposed 500 student school, the school can therefore be expected to generate 310 trips during the morning peak hour however some of that traffic is staff related (32 trips 7 ) while the remainder is pick up/drop off related (278 trips). Staff trips are expected to be tidal, predominantly inbound in the morning and outbound in the afternoon, while pick up/drop off traffic will likely comprise two trips in the same hour (one inbound and one outbound). The school will close prior to the evening peak hour, therefore school traffic would only coincide with morning peak hour commuter traffic. The differences in peak hour trips in Mangere Road between what could be generated by the existing school zone and the proposed THAB zone are summarised Table 5 below. Table 5: Trip Generation Existing School Zone vs Proposed THAB Zone Zone Morning Peak Hour Evening Peak Hour Existing School Zone 468 trips 0 trips Proposed THAB Zone 143 trips 143 trips Given the trip generating potential of school zone based activities, it is likely traffic signals would be required in order to control right turn movements into and out of the site. 6 NZ Transport Agency research report 453, Trips and parking related to land use, November 2011 7 Calculated by using research report 453 trip rates of 0.62 trips per pupil or 8.86 trips per staff member. A trip total of 310 trips therefore equates to 500 pupils and 35 staff. In addition, 90% of staff are assumed to drive therefore equating to approximately 32 staff trips

Integrated Transportation Assessment Report Page 22 As can be seen, the primary difference between the existing School zone activities and proposed THAB zone activities is the additional 143 trips in the evening peak hour. The THAB development in the morning peak hour is considered to offer significant benefits over further school activities on this larger portion of the site. 4.4 WIDER AREA TRIP GENERATION The Auckland Council Auckland Regional Transport (ART) model uses detailed projections of household and employment growth across the Auckland region to calculate likely traffic volumes on key roads. The ART model is a strategic transport model and is not suitable for detailed site analysis. Nevertheless, it does provide an indication of modelled land use throughout the region. ART model inputs (forecast projections of households and employment numbers) have been provided by JMAC 8 for ART Zone 428 (Otahuhu) which includes the subject site. The development site represents approximately 3% of the total area of ART Zone 428. Figure 13 shows the proposed ART Zone output. Figure 13: ART Zone Output ART 3.2A Zone Summary Graph Enter zone number in yellow cell 0 1 2 3 4 5 6 7 8 ART3.2A Zone Otahuhu 428 2006 2013 2016 2021 2026 2031 2036 2041 2046 HH_ScenI_MOD 636 655 735 810 883 958 1013 1073 1135 Pop_ScenI_MOD 2215 2203 2391 2615 2835 3064 3246 3419 3610 Emp_ScenI_MOD 1463 1082 1094 1158 1212 1268 1314 1362 1422 Zone 428 4000 Otahuhu 3500 3000 2500 HH_ScenI_MOD 2000 Pop_ScenI_MOD 1500 1000 Emp_ScenI_MOD 500 0 2006 2013 2016 2021 2026 2031 2036 2041 2046 8 Joint Modelling Application Centre, a partnership between Auckland Council, Auckland Transport and the NZ Transport Agency. Modified Scenario I v9 ART Inputs, 8 August 2015

Integrated Transportation Assessment Report Page 23 As shown above, there is proposed to be an increase in households within Otahuhu of some 400 dwellings between 2016 and 2046. The development potential of the site with an assessed increase of 300 dwellings represents a significant proportion of this future modelled development. Based on current housing demands, it is therefore likely that the number of dwellings likely to be established within the area will exceed what Council has predicted to be established. As will be discussed however, the traffic generated can be accommodated by the existing road network and the site is well placed to take advantage of alternative transport modes. It should also be noted that the net result of the proposed plan change is 1.56 ha of new THAB land or 156 dwellings (72 trips per hour). This is not considered a fundamental change to the potential yield of dwellings within the area. AT have expressed some initial concern that the location of these new trips represents a more significant change i.e. that the location of the current THAB zone may be better located as it fronts a lower volume road (Hospital Road). In this respect, it is considered that the proposed THAB zone on Mangere Road is wholly compatible with the zoning to the east and west of the site (THAB and Business- Mixed Use zones respectively). While Mangere Road is a busy arterial road, it is located in close proximity to the Otahuhu Town Centre and therefore represents an appropriate transport planning outcome (intensification around centres). Furthermore, the existing THAB zone located on Hospital Road was likely not established due to efficiency in accessing the road network but rather due to its close proximity to the Middlemore rail station (intensification around RTN). 4.5 TRIP DISTRIBUTION / MODEL GENERATION 4.5.1 DISTRIBUTION ASSUMPTIONS All trips associated with the 311 dwellings have been added to the existing road network traffic volumes summarised in Section 2.3.5. In terms of inbound/outbound percentages, the following has been assumed: Morning Peak Hour 80% outbound, 20% inbound Evening Peak Hour 20% outbound, 80% inbound. In terms of directional split, 50% of vehicles are assumed to travel to/from the east (i.e. Great North Road) while 50% of vehicles are assumed to travel to/from the west (i.e. Walmsley Road). This has been based on Mangere Road traffic volumes which are generally 50% eastbound and 50% westbound during both peak hours. The key intersections for assessment are the Great South Road/ Mangere Road intersection and Mangere Road/ Walmsley Road intersection. Additional vehicle movements have been assigned to the network based on existing turning movement patterns. 4.5.2 ADDITIONAL TRAFFIC MOVEMENTS Figure 14 and Figure 15 show the estimated development traffic movements generated by the site.

Golf Avenue Site Access Great South Road 5 14 14 25 7 32 Golf Avenue Site Access Great South Road 1 57 57 7 3 7 Kings College, Otahuhu Integrated Transportation Assessment Report Page 24 Figure 14: Additional Traffic Movements Weekday Morning Peak Hour 10 24 Mangere Road 14 33 12 39 14 6 Figure 15: Additional Traffic Movements Weekday Evening Peak Hour 45 6 Mangere Road 57 8 3 9 57 2

Golf Avenue Site Access Great South Road 8 41 97 14 14 580 508 608 40 152 771 963 Golf Avenue Site Access Great South Road 18 50 86 57 57 650 778 320 40 318 636 260 Kings College, Otahuhu Integrated Transportation Assessment Report Page 25 4.5.3 PROPOSED TRAFFIC MOVEMENTS The proposed traffic movements including existing and additional traffic movements are summarised in Figure 16 and Figure 17. Figure 16: Proposed Traffic Movements Weekday Morning Peak Hour 606 996 1386 474 Mangere Road 14 655 268 1272 861 14 134 Figure 17: Proposed Traffic Movements Weekday Evening Peak Hour 379 918 1110 456 Mangere Road 57 660 231 1294 792 57 157 5 ASSESSMENT OF EFFECTS 5.1 ASSESSMENT METHODOLOGY The traffic effects of the indicative development potential of the THAB zoned land have been assessed using the traffic modelling software SIDRA. The modelling does not allow for additional traffic movements that could be achieved under the existing School zoning and are therefore conservative in terms of assessing traffic effects of the proposed Plan Change.

Integrated Transportation Assessment Report Page 26 The results presented in this report include the Degree of Saturation, which is a measure of available capacity and the Level of Service ( LOS ), which is a generalised function of delay. For signal controlled intersections, a Degree of Saturation of less than 0.90 is considered to be acceptable. LOS A and B are very good and indicative of free-flow conditions; C is good; D is acceptable; and E and F are indicative of congestion and unstable conditions. The assessment below identifies the effect of the additional vehicle trips. 5.2 ROAD NETWORK ASSESSMENT 5.2.1 GREAT SOUTH ROAD/ MANGERE ROAD INTERSECTION 5.2.1.1 EXISTING INTERSECTION PERFORMANCE The Great South Road/ Mangere Road intersection is a signal controlled intersection with free left turn slip lanes into both Mangere Road and Great South Road. The existing intersection performance is summarised in Table 6 and Table 7 below. Table 6: Great South Road/ Mangere Road Existing Intersection Performance Morning Peak Hour

Integrated Transportation Assessment Report Page 27 Table 7: Great South Road/ Mangere Road Existing Intersection Performance Evening Peak Hour As shown above, the morning peak hour shows similar patterns to the evening peak hour. The intersection operates with an overall LOS of C and the maximum degree of saturation is 84%. The queues are considered typical of a major arterial road intersection. 5.2.1.2 PROPOSED INTERSECTION PERFORMANCE As noted, the proposed traffic volumes are summarised in Figure 16 and Figure 17. The proposed Great South Road/ Mangere Road intersection performance is summarised in Table 8 and Table 9. Table 8: Great South Road/ Mangere Road Proposed Intersection Performance Morning Peak Hour

Integrated Transportation Assessment Report Page 28 Table 9: Great South Road/ Mangere Road Proposed Intersection Performance Evening Peak Hour As shown above, the intersection continues to work acceptably. The intersection continues to operate at overall LOS C and the average delays increase from 33.1 seconds to 34.6 seconds in the morning peak hour and from 28.4 seconds to 28.7 seconds in the evening peak hour. The maximum queue increases by 10 m. Overall, the effects of the potential development volumes on the existing intersection are considered negligible.

Integrated Transportation Assessment Report Page 29 5.2.2 MANGERE ROAD/ WALMSLEY ROAD INTERSECTION 5.2.2.1 EXISTING INTERSECTION PERFORMANCE The Mangere Road/ Walmsley Road intersection is a signal controlled intersection with a free left turn slip lane into Mangere Road from Walmsley Road. The existing intersection performance is summarised in Table 10 and Table 11 below. Table 10: Mangere Road/ Walmsley Road Existing Intersection Performance Morning Peak Hour

Integrated Transportation Assessment Report Page 30 Table 11: Mangere Road/ Walmsley Road Existing Intersection Performance Evening Peak Hour As shown above, the morning peak hour shows similar patterns to the evening peak hour. The intersection operates with an overall LOS of C and the maximum degree of saturation is 92%. The queues are considered typical of a major arterial road intersection. 5.2.2.2 PROPOSED INTERSECTION PERFORMANCE The proposed Mangere Road/ Walmsley Road intersection performance is summarised in Table 12 and Table 13.

Integrated Transportation Assessment Report Page 31 Table 12: Mangere Road/ Walmsley Road Proposed Intersection Performance Morning Peak Hour Table 13: Mangere Road/ Walmsley Road Proposed Intersection Performance Evening Peak Hour

Integrated Transportation Assessment Report Page 32 As shown above, the intersection continues to work acceptably. The intersection continues to operate at overall LOS C and the average delays increase from 20.8 seconds to 21.2 seconds in the morning peak hour and from 28.1 seconds to 28.7 seconds in the evening peak hour. The maximum queue increases by 18 m. Overall, the effects of the development volumes on the existing intersection are considered negligible. 5.2.3 INDICATIVE MANGERE ROAD/ SITE ACCESS INTERSECTION 5.2.3.1 INDICATIVE INTERSECTION PERFORMANCE The proposed Mangere Road/ Site Access intersection performance is summarised in Table 14 and Table 15. Table 14: Mangere Road/ Site Access Proposed Intersection Performance Morning Peak Hour Table 15: Mangere Road/ Site Access Proposed Intersection Performance Evening Peak Hour

Integrated Transportation Assessment Report Page 33 As shown above, the morning peak hour shows similar patterns to the evening peak hour. The intersection operates with an overall LOS of A and the worse movements are the outbound movements from the site access and the right turn entry movement into the site. These movements continue to operate satisfactorily and the maximum queue length is 28 m. The queues are considered typical of a major arterial road intersection and fit within the available queue storage lengths. 6 PARKING 6.1 PROPOSED AUCKLAND UNITARY PLAN REQUIREMENTS The Unitary Plan outlines the relevant rules against which potential development should be assessed. As noted, 3.11 ha of school zoned land is proposed to re-zoned as THAB. Table 16 summarises the Unitary Plan parking requirements. Table 16: Unitary Plan Minimum Parking Requirements Activity Unitary Plan Parking Requirement Residential Terrace Housing and Apartment Building Zone All dwellings in the Terrace Housing and Apartment Building Zone No minimum No maximum As noted, there are potentially 311 dwellings in total. On this basis, there is no minimum or maximum parking requirement and any provision of parking would meet Unitary Plan requirements. Realistically however, it is considered that some dwellings may provide no parking while other dwellings may provide up to two parking spaces. It is unlikely any dwellings would provide more than two parking spaces. 6.2 ON-STREET PARKING On-street parking on the internal road can be determined at future resource consent stages however it is generally considered that a minimum of 1 space per 4 dwellings is an appropriate design standard. This would equate to some 78 parking spaces for the 3.11 ha of THAB zoned land. This may require investigation of on-street angled parking and the provision of time restrictions to avoid residents using on-street parking as informal resident parking. 6.3 CYCLE PARKING Table 17 outlines the Unitary Plan bicycle parking requirements for the THAB zoned land. Table 17: Unitary Plan Bicycle Parking Requirements Activity Short Stay Long Stay Residential (Developments of 20 or more dwellings) 1 per 20 dwellings 1 per dwelling without a dedicated garage All dwellings are assumed to be terraces or apartments. Terraces would likely provide internal garaging therefore there would be no need for cycle parking however apartments would likely have a shared at-grade or basement parking area (no dedicated garages). On this basis, bicycle parking spaces would be required for the apartment typologies.