proposed proposed plan change request ... - auckland … · an office park environment. the...

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PROPOSED PROPOSED PROPOSED PROPOSED PLAN CHANGE REQUEST PLAN CHANGE REQUEST PLAN CHANGE REQUEST PLAN CHANGE REQUEST

TO TO TO TO

AUCKLAND UNITARY PLANAUCKLAND UNITARY PLANAUCKLAND UNITARY PLANAUCKLAND UNITARY PLAN

CENTRAL PARK PRECINCTCENTRAL PARK PRECINCTCENTRAL PARK PRECINCTCENTRAL PARK PRECINCT

666 Great South Road666 Great South Road666 Great South Road666 Great South Road

EllerslieEllerslieEllerslieEllerslie

TRANSPORTTRANSPORTTRANSPORTTRANSPORT ASSESSMENTASSESSMENTASSESSMENTASSESSMENT

Prepared By:

Todd Langwell

September 2019

Reference: 19206 Issue B – Final

Proposed Plan Change Request

666 Great South Road, Ellerslie

Transport Assessment Issue C – Updated Final

Ref: 19206 – Preliminary Traffic Assessment – 666 Great South Road

Project Information:Project Information:Project Information:Project Information:

ClientClientClientClient Oyster Group

Job NumberJob NumberJob NumberJob Number 19206

TitleTitleTitleTitle Proposed Plan Change Request to Auckland Unitary Plan - Central Park Precinct

666 Great South Road - Ellerslie

Prepared ByPrepared ByPrepared ByPrepared By Todd Langwell

DateDateDateDate September 2019

Document History and SDocument History and SDocument History and SDocument History and Statustatustatustatus

RevisionRevisionRevisionRevision Date IssuedDate IssuedDate IssuedDate Issued Reviewed ByReviewed ByReviewed ByReviewed By Approved Approved Approved Approved BBBByyyy Date Date Date Date AAAApprovedpprovedpprovedpproved StatusStatusStatusStatus

A 14/08/2019 P Kelly T Langwell 14/08/2019 Draft

B 30/08/2019 T Langwell 03/09/2019 Final

C 10/09/2019 T Langwell 10/09/2019 Updated Final

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Planning Consultants Ltd contracted client. This document may not be used, copied or reproduced in whole or part for any purpose other than

that for which it is supplied, without the written consent of Traffic Planning Consultants Ltd. Traffic Planning Consultants Ltd accepts no

responsibility to any third party who may use or rely upon this document.





TABLE OF CONTENTSTABLE OF CONTENTSTABLE OF CONTENTSTABLE OF CONTENTS

1.0 INTRODUCTION ................................................................................................................... 1

2.0 EXISTING TRANSPORT ENVIRONMENT ................................................................................. 2

2.1 Surrounding Activities / Context ............................................................................................ 2

2.2 The Central Park Precinct (I308) ............................................................................................ 2

2.3 Existing Site Traffic Environment ........................................................................................... 3

2.4 Surrounding Road Network ................................................................................................... 3

2.4.1 Great South Road ........................................................................................................... 4

2.4.2 Sultan Street ................................................................................................................... 4

2.4.3 Kalmia Street .................................................................................................................. 5

2.5 Public Transport Accessibility ................................................................................................ 5

2.6 Pedestrian Accessibility ......................................................................................................... 6

2.7 Cyclist Accessibility ................................................................................................................ 8

2.8 Traffic Safety .......................................................................................................................... 9

2.9 Existing Site Vehicle Trip Generation ................................................................................... 11

3.0 THE PROPOSAL .................................................................................................................. 13

3.1 General Description ............................................................................................................. 13

3.2 Potential Trip Generation .................................................................................................... 13

3.3 Potential Trip Distribution ................................................................................................... 14

3.4 Potential Active Mode and Public Transport Trips .............................................................. 14

3.5 Parking Provisions ................................................................................................................ 14

4.0 TRANSPORT ASSESSMENT.................................................................................................. 15

4.1 Intersection Capacity Effects ............................................................................................... 15

4.1.1 Great South Road / Park Avenue Intersection ............................................................. 15

4.1.2 Kalmia Street / Sultan Street Intersection .................................................................... 17

4.2 Parking Effects ..................................................................................................................... 18

4.2.1 Current Precinct Provisions .......................................................................................... 18

4.2.2 Residential Parking Provision ....................................................................................... 18

4.2.3 Displaced Parking Demand ........................................................................................... 18

5.0 AUCKLAND UNITARY PLAN CONSIDERATIONS .................................................................... 19

5.1 Central Park Precinct (I308) - Objectives and Policies ......................................................... 19

5.2 Central Park Precinct (I308) – Assessment Criteria ............................................................. 19

5.3 Section E27 – Transport ....................................................................................................... 19

6.0 CONCLUSIONS ................................................................................................................... 20

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1.01.01.01.0 INTRODUCTIONINTRODUCTIONINTRODUCTIONINTRODUCTION

The purpose of this report is to provide a Transport Assessment for the request to rezone the site

from Business – Business Park Zone to Business – Mixed Use Zone and to modify the existing

Central Park Precinct standards (I308).

The site is currently zoned Business – Business Park under the Auckland Unitary Plan Operative in

Part (AUP), and overlays with the Central Park Precinct. The proposal is to rezone the site as

Business – Mixed Use to enable residential development on part of the site. The location of the

overall precinct and intended area (“the site”) of residential development is illustrated in Figure Figure Figure Figure

1.1.1.1.

Figure Figure Figure Figure 1111:::: Site LocationSite LocationSite LocationSite Location Source: Google Maps

This report describes the location of the site in relation to the adjacent transport environment;

describes the form of the potential development and its connections to the road network;

assesses the likely impacts of the rezoning on the transport environment; and assesses the

proposal in terms of the relevant objectives and policies in the AUP.

The Site Central Park

Precinct

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2.02.02.02.0 EXISTINGEXISTINGEXISTINGEXISTING TRANSPORT ENVIRONMENTTRANSPORT ENVIRONMENTTRANSPORT ENVIRONMENTTRANSPORT ENVIRONMENT

2.12.12.12.1 Surrounding Activities / ContextSurrounding Activities / ContextSurrounding Activities / ContextSurrounding Activities / Context

Figure 2Figure 2Figure 2Figure 2 illustrates the surrounding activities to the Central Park estate. Within a close walking

distance are the Ellerslie Town Centre, One Tree Hill College, Ellerslie School, and the Millennium

Centre.

Figure Figure Figure Figure 2:2:2:2: Surrounding Activities Surrounding Activities Surrounding Activities Surrounding Activities and and and and ContextContextContextContext Source: Architectus

2.22.22.22.2 The Central Park Precinct (I308)The Central Park Precinct (I308)The Central Park Precinct (I308)The Central Park Precinct (I308)

The purpose of the Central Park Precinct is to provide for employment and office activities within

an office park environment. The quantity of car parking is limited to contribute to pedestrian

amenity within the precinct, while the amount of supporting services and minor convenience /

service retail is also capped to ensure that the Precinct complements and does not compete with

the Ellerslie town centre. The associated objective and policies support these outcomes.

The Precinct includes several development standards designed to deliver the combination of

amenity within the site, including the following transport outcomes:

Site intensity is limited to 1.8:1 across the site and a maximum gross floor area of

114,000m².

The total gross floor area of recreation, food and beverage and retail activities is limited.

Requirement for a pedestrian plaza and landscape amenity spaces (none of which apply

to the site).

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Requirement of footpaths within pedestrian oriented areas; and

Minimum and maximum car parking requirements to serve the office park and support

services.

2.32.32.32.3 Existing Site Traffic Existing Site Traffic Existing Site Traffic Existing Site Traffic EnvironmentEnvironmentEnvironmentEnvironment

Central Park has a total Gross Floor Area (GFA) of approximately 45,000 m2 for commercial

activities and some small retail activities. In total, 2,340 parking spaces are currently provided on

the site with about 1,570 spaces located within existing buildings and the balance on grade or

uncovered parking areas.

The Central Park estate has two main accesses, one in the north at the southern end of the public

section of Sultan Street, and one in the west from Great South Road. There is also an exit only on

to Great South Road near the southern end of the site.

The site is in the eastern portion of the Central Park estate. Currently, the northern portion of the

site is used as a public parking operated by Wilson Parking, and the southern portion of the site is

used as private parking for the business tenants and visitors within the Central Park. Together,

514 parking spaces are currently provided on the site. Six site accesses are formed along Sultan

Street and existing driveways within the Central Park estate.

2.42.42.42.4 Surrounding Road NetworkSurrounding Road NetworkSurrounding Road NetworkSurrounding Road Network

The site is bound by Sultan Street in the north and west, Southern Rail in the east, and business

activities in the south. The typical traffic management arrangements in the vicinity of the site are

shown in Figure Figure Figure Figure 3333.

Figure Figure Figure Figure 3333:::: Road NetworkRoad NetworkRoad NetworkRoad Network in the Vicinity of the Sitein the Vicinity of the Sitein the Vicinity of the Sitein the Vicinity of the Site Source: Geomaps, Auckland Council

The Site

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2.4.12.4.12.4.12.4.1 Great South RoadGreat South RoadGreat South RoadGreat South Road

Great South Road is classified as an arterial road in the AUP with a primary function to

accommodate traffic movement between areas of the city as well as a secondary function to

provide access to abutting properties. Great South Road extends from Broadway in Newmarket

and leads towards the south-eastern portion of Auckland Region

In the vicinity of the site, Great South Road has a typical carriageway width of 21.8 metres. To the

north of the Central Park, Great South Road has two traffic lanes in each direction separated by a

painted flush median, whilst to the south of the Central Park, Great South road has three traffic

lanes in each direction separated by a central raised median. The intersections of Great South

Road/Kalmia Street and Great South Road/the access for 650-654 Great South Road are

signalised. To the south of the Central Park where Great South Road intersects with Ellerslie-

Panmure Highway, it is controlled by a roundabout with Give-Way controls on each approach.

Great South Road has a generally straight road alignment with a generally flat topography.

The most recent traffic counts on Great South Road (between Kalmia Street and Rockfield Road)

were carried by Auckland Transport in February 2017. Details of the traffic count are summarised

in Table 1Table 1Table 1Table 1.

Table 1Table 1Table 1Table 1:::: Traffic CountsTraffic CountsTraffic CountsTraffic Counts on on on on Great South RoadGreat South RoadGreat South RoadGreat South Road (between (between (between (between Kalmia Street and Kalmia Street and Kalmia Street and Kalmia Street and Rockfield RoadRockfield RoadRockfield RoadRockfield Road))))

DirectionDirectionDirectionDirection WeekdayWeekdayWeekdayWeekday SaturdaySaturdaySaturdaySaturday SundaySundaySundaySunday WeekdayWeekdayWeekdayWeekday

AM PeakAM PeakAM PeakAM Peak MiddayMiddayMiddayMidday PeakPeakPeakPeak PM PeakPM PeakPM PeakPM Peak

Both Both Both Both 24,273 19,642 12,133 2,046 1,989 2,082

Traffic Planning Consultants (TPC) has also conducted a survey on Great South Road where it

intersects Park Avenue (a private road within the Central Park) on Tuesday 3rd July 2018. The

survey results indicate that this section of Great South Road has 2,350 vehicle in the AM peak

hour (8:00am – 9:00am) and 2,201 vehicle movement in the PM peak hour (4:30pm – 5:30pm).

2.4.22.4.22.4.22.4.2 Sultan StreetSultan StreetSultan StreetSultan Street

Sultan Street is a local road with a primary function to provide access to abutting properties.

Sultan Street forms a T-Junction with Kalmia Street at its northern end with a Stop priority control

installed on the Sultan Street approach. It runs towards the south and the Central Park. The public

road terminates at the northern access for the Central Park and continues as a private road. At its

south-western end, the private road forms a T-Junction with Great South Road and operates as

an exit with only left-turns permitted. Within the Central Park, it also intersects with other private

roads as small intersections or roundabouts.

The public road has a typical carriageway width of 10.9 metres, providing one traffic lane in each

direction. Kerbside parking is permitted on both sides of the road. The private section of Sultan

Street has a typical carriageway width of 7.6, where two-way traffic flow is accommodated with

one traffic lane in each direction. No kerbside parking is allowed within the Central Park. Along

Sultan Street, some speed humps and speed tables are provided to slow traffic. Sultan Street has

a generally straight road alignment connected by some gentle bends, with a flat topography.

TPC has conducted a survey at the Sultan Street/Kalmia Street intersection on Tuesday 3rd July

2018. The survey results indicate that Sultan Street has 299 vehicle movements during the AM

peak hour and 158 vehicle movements during the PM peak hour.

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2.4.32.4.32.4.32.4.3 Kalmia StKalmia StKalmia StKalmia Streetreetreetreet

Kalmia Street is classified as a local road in the AUP with a primary function to provide access to

abutting properties. Kalmia Street is a short street linking Main Highway in the north-east and

Great South Road in the south-west. A signalised midblock pedestrian crossing on Kalmia Street

is located approximately 8 metres east of its intersection with Sultan Street.

Sultan Street has a typical carriageway width of 12.9 metres, providing one traffic lane in each

direction. Kerbside parking is permitted on both sides of the road except where close to

intersections or vehicle crossings. Kalmia Street has a generally straight road alignment with two

gentle curves in the eastern portion and with a flat topography.

The most recent traffic counts on Kalmia Street (between Sultan Street and Stanway Place) were

carried by Auckland Transport in November 2017. Details of the traffic count are summarised in

Table Table Table Table 2222.

Table Table Table Table 2222:::: Traffic CountsTraffic CountsTraffic CountsTraffic Counts on on on on Kalmia StreetKalmia StreetKalmia StreetKalmia Street (between (between (between (between SultanSultanSultanSultan Street and Street and Street and Street and Stanway PlaceStanway PlaceStanway PlaceStanway Place))))

DirectionDirectionDirectionDirection WeekdayWeekdayWeekdayWeekday SaturdaySaturdaySaturdaySaturday SundaySundaySundaySunday WeekdayWeekdayWeekdayWeekday

AM PeakAM PeakAM PeakAM Peak MiddayMiddayMiddayMidday PeakPeakPeakPeak PM PeakPM PeakPM PeakPM Peak

Both Both Both Both 8,393 4,145 3,170 1,014 640 861

TPC has also conducted a turning movement count survey at the Kalmia Street/Sultan Street

intersection on Tuesday 3rd July 2018. The survey results indicate that Kalmia Street has 1,055

vehicle movements during the AM peak hour and 736 vehicle movements during the PM peak

hour.

2.52.52.52.5 Public Transport AccessibilityPublic Transport AccessibilityPublic Transport AccessibilityPublic Transport Accessibility

Information from the Auckland Transport website for public transport routes in the Ellerslie and

Panmure areas is shown in Figure Figure Figure Figure 4444. . . .

The site is located approximately 210 metres (about two and half minute walking distance) south

of the Ellerslie Train Station on the Southern Line. The Southern Line connects Britomart

(Auckland City Centre) and Pukekohe via Newmarket, Ellerslie, Otahuhu, and Manurewa. It

operates every five to ten minutes on weekdays and every ten to fifteen minutes at weekends

and on public holidays.

Several bus routes are available on Great South Road and Kalmia Street near the site. Within 500

metres (six-minute walking distance) from the site, three bus stops are available on Kalmia Street

and two bus stops are available on Great South Road. They serve either bus route 295 (connecting

Auckland City Centre and Ellerslie), bus route 298 (connecting Onehunga Transport Centre and

Sylvia Park) or bus route 321 (connecting to Britomart and Middlemore Hospital). These bus

routes generally operate every 15 to 30 minutes.

Therefore, the site is considered very accessible to public transport.

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Figure Figure Figure Figure 4444:::: EllerslieEllerslieEllerslieEllerslie Area Public Transport RoutesArea Public Transport RoutesArea Public Transport RoutesArea Public Transport Routes

Source: Central Guide May 2019, Auckland Transport

2.62.62.62.6 Pedestrian Pedestrian Pedestrian Pedestrian AccessibilityAccessibilityAccessibilityAccessibility

Footpaths are provided along both sides of Great South Road and Kalmia Street and most other

roads in the vicinity of the site. At the signalised intersection of Great South Road and Park Avenue

(a private road), pedestrian phases are provided on the eastern approach and southern approach.

There is also a signalised pedestrian crossing on Kalmia Street, east of its intersection with Sultan

Street.

Given that the site is located central to the Ellerslie area with schools, commercial activities and

many other public facilities, it is easy for people to walk between the site and other surrounding

amenities. Figure Figure Figure Figure 5555 shows the 400 metres walking contour from the site, whilst Figure Figure Figure Figure 6666 shows

the one-kilometre walking contour. From these figures, the site lies within a convenient walking

distance of large areas of residential and business activity.

The Site

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Figure Figure Figure Figure 5555:::: 400 Metre Walking Contour from the Site400 Metre Walking Contour from the Site400 Metre Walking Contour from the Site400 Metre Walking Contour from the Site

Source: Unitary Plan Map, Geomaps, Auckland Council

Figure Figure Figure Figure 6666:::: One Kilometre Walking Contour from the One Kilometre Walking Contour from the One Kilometre Walking Contour from the One Kilometre Walking Contour from the SiteSiteSiteSite


- 8 -





2.72.72.72.7 CyclistCyclistCyclistCyclist AccessibilityAccessibilityAccessibilityAccessibility

As illustrated in Figure Figure Figure Figure 7777, Kalmia Street, Rockfield Road, and Station Road in the vicinity of the site

are identified as main cycle routes in Ellerslie area with dedicated cycle lanes provided on the

roads (shown as dark blue) or identified as suitable for cyclist, albeit on busy roads (shown as light

blue).

Figure Figure Figure Figure 7777: : : : EllerslieEllerslieEllerslieEllerslie Area Area Area Area Cycling ProvisionsCycling ProvisionsCycling ProvisionsCycling Provisions

Source: Central Auckland Cycle Map, Auckland Transport, January 2013

Figure Figure Figure Figure 8888 shows the three-kilometre cycling contour from the site, which encompasses a significant

portion of Central Auckland area, including the northern portion of Onehunga and Penrose

business and industrial areas and high-density residential area in Ellerslie, Remuera, Greenlane,

and Panmure.

The Site

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FigureFigureFigureFigure 8888:::: Three Kilometre Cycling Contour from the SiteThree Kilometre Cycling Contour from the SiteThree Kilometre Cycling Contour from the SiteThree Kilometre Cycling Contour from the Site


The site can therefore be described as accessible for active modes of walking and cycling.

2.82.82.82.8 Traffic SafetyTraffic SafetyTraffic SafetyTraffic Safety

Information from the New Zealand Transport Agency’s “Crash Analysis System” for the five-year

period (January 2014 to December 2018) indicates that 30 crashes have been reported on Great

South Road and Kalmia Street in the vicinity of the site, including two serious injuries and seven

minor injuries. No crashes were reported on roads within Central Park. A summary of the reported

crashes are listed in TTTTable 3 able 3 able 3 able 3 and Table 4Table 4Table 4Table 4.

Most crashes (87%) in the vicinity of the site were reported on Great South Road. Eight of them

were related to the signalised intersection of Great South Road and Park Avenue (a private road

within Central Park), with no injuries reported. Other than that, five crashes were reported at the

Great South Road/Kalmia Street intersection including one serious injury and two minor injuries,

and five crashes were report at the Great South Road/Marei Road intersection including one

serious injury and one minor injury. Rear-end and turning were the main cause of these crashes.

In addition, six crashes were reported on the midblock on Great South Road, including one minor

injury.

Given the busy arterial road nature, it is expected that a certain number of crashes will happen

along the researched section on Great South Road. The typical rate used for accident occurrences

is ‘number of road injury accidents per 100 million vehicle kilometres travelled (VKT)’. From the

Ministry of Transport website, it gives a rate of 22 injury accidents per 100 million VKT nationwide

in 2016.

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The section of Great South Road between Rockfield Road and Sultan Street has a length of

approximately 450 metres with some 24,300 vehicle movements per day (refer to Section 2.2Section 2.2Section 2.2Section 2.2).

The total distance vehicles travelled for the five-year period (January 2014 to December 2018) is

therefore approximately 20 million kilometres. With eight injuries reported, the researched

section has a rate of approximately 40 injury accidents per 100 million VKT with no fatal crashes.

This rate is above the level to the national average, therefore Auckland Transport should further

investigate the road safety of Great South Road in this area.

Additionally, the only specific crash patterns identified are the right turning movement to and

from Marei Road and merging at the intersection of Great North Road and Park Avenue. The

layout at Marei Road intersection, and the signal phasing at Park Avenue intersection should be

further investigated by Auckland Transport.

Four crashes were reported on Kalmia Street with one minor injury and no noticeable patterns of

crashes.

Table 3: Table 3: Table 3: Table 3: Crash History in the Vicinity of the Site (Great South Road)Crash History in the Vicinity of the Site (Great South Road)Crash History in the Vicinity of the Site (Great South Road)Crash History in the Vicinity of the Site (Great South Road)

LocationLocationLocationLocation

Reported CrashesReported CrashesReported CrashesReported Crashes

Key FactorsKey FactorsKey FactorsKey Factors TotalTotalTotalTotal InjuryInjuryInjuryInjury

NonNonNonNon----

InjuryInjuryInjuryInjury

Intersection:

Great South Road and

Kalmia Street

5 1 serious,

2 minor 2

2 – Right Turn Against (1 serious, 1 minor)

1 – Crossing Vehicle Turning (1 minor)

1 – Rear End

1 – Turning versus Same Direction

Midblock:

Great South Road

between Kalmia Street

and Marei Road

- - - -

Intersection:

Great South Road and

Marei Road

5 1 serious,

1 minor 3

4 – Right Turn Against (1 serious)

1 – Pedestrian Crossing Road (1 minor)

Midblock:

Great North Road

between Marei Road

and Park Avenue

6 1 minor 5

2 – Turning Versus Same Direction

1 – Lost Control (1 minor)

1 – Collision with Obstruction

1 – Overtaking and Lane Change

1 – Right Turn Against

Intersection:

Great North Road and

Park Avenue

8 - 8

3 – Merging

2 – Rear End

2 – Right Turn Against

1 – Crossing Vehicle Turning

Midblock:

Great South Road

between Park Avenue

and Great South Road

40 metres south of

Sultan Street (Private

Road)

2 2 minor 0 1 – Rear End (1 minor)

1 – Pedestrians Other (1 minor)

TotalTotalTotalTotal 26262626 2 serious,2 serious,2 serious,2 serious,

6 minor6 minor6 minor6 minor 18181818

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Table 4: Table 4: Table 4: Table 4: Crash History in the Vicinity of the Site (Kalmia Street)Crash History in the Vicinity of the Site (Kalmia Street)Crash History in the Vicinity of the Site (Kalmia Street)Crash History in the Vicinity of the Site (Kalmia Street)

LocationLocationLocationLocation

Reported CrashesReported CrashesReported CrashesReported Crashes

Key FactorsKey FactorsKey FactorsKey Factors TotalTotalTotalTotal InjuryInjuryInjuryInjury NonNonNonNon----InjuryInjuryInjuryInjury

Intersection:

Kalmia Street and

Sultan Street

1 0 1 1 – Head On

Midblock:

Kalmia Street between

Sultan Street and

Stanway Place

2 0 2 1 – Manoeuvring

1 – Collision with Obstruction

Intersection:

Kalmia Street and

Stanway Place

1 1 minor 0 1 – Manoeuvring (1 minor)

Midblock:

Kalmia Street between

Stanway Place and

Great South Road

- - - -

TotalTotalTotalTotal 4444 1 minor1 minor1 minor1 minor 3333

2.92.92.92.9 Existing Existing Existing Existing Site Site Site Site Vehicle Vehicle Vehicle Vehicle Trip GenerationTrip GenerationTrip GenerationTrip Generation

On Tuesday 3rd July 2018, TPC conducted surveys at the Great South Road/Park Avenue (a private

road within the Central Park) intersection (western access), Great South Road/Sultan Street

(private road) intersection (western exit), Sultan Street (public road)/Kalmia Street intersection,

and at the Sultan Street access (northern access). The surveys were conducted during the morning

periods from 7:00am to 9:00am and the afternoon periods from 4:00pm to 6:00pm. It was found

that the peak hour trip generation occurs between 8:00am to 9:00am and 4:30pm to 5:30pm.

The survey results indicate that 722 vehicles entering and 136 vehicles exiting the Central Park

during the AM peak hour, and 136 vehicles entering and 411 vehicles exiting the Central Park

during the PM peak hour. Those numbers also include a small amount of traffic to and from the

business premises at 650 – 654 Great South Road.

Figure Figure Figure Figure 9999 and Figure Figure Figure Figure 10101010 illustrates the number of vehicles entering and leaving the Central Park in

the peak hour during AM and PM commuter periods respectively. Overall, it suggests:

In the AM peak hour:In the AM peak hour:In the AM peak hour:In the AM peak hour:

33.7% vehicles entering and 21.3% vehicles exiting from the northern access;

66.3% vehicles entering and 66.2% vehicles exiting from the western access; and

12.5% vehicles exiting from the wester exit.

In the PM peak hour:In the PM peak hour:In the PM peak hour:In the PM peak hour:

23.5% vehicles entering and 25.1% vehicles exiting from the northern access;

76.5% vehicles entering and 69.8% vehicles exiting from the western access; and

5.1% vehicles exiting from the wester exit.

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Figure Figure Figure Figure 9999:::: SSSSite Trip Generation ite Trip Generation ite Trip Generation ite Trip Generation –––– AM Peak AM Peak AM Peak AM Peak HourHourHourHour

Figure Figure Figure Figure 10101010:::: Site Trip Generation Site Trip Generation Site Trip Generation Site Trip Generation –––– PM Peak PM Peak PM Peak PM Peak HourHourHourHour

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3.03.03.03.0 TTTTHHHHE PROPOSALE PROPOSALE PROPOSALE PROPOSAL

3.13.13.13.1 General General General General DescriptionDescriptionDescriptionDescription

The details of the proposed plan change are set out in the application, but basically, a plan change

is proposed to rezone the land to Business – Mixed Use to enable the development of residential

activity on the site with supporting commercial services and retail activities.

Currently, there is no definitive proposal for the residential buildings within the site, however

some initial master planning suggests that the site has the potential to yield up to 530 residential

apartments with a mixture of apartment sizes. Consistent with the Business – Mixed Use Zone,

any buildings are likely to have commercial and retail activities on ground floor that would be

complementary to the residential activities on the upper floors.

The accessibility of the site for all modes of travel is also not anticipated to change with the

rezoning. The key access points via Sultan Street and onto Great South Road will be retained as

identified in the precinct provisions.

3.23.23.23.2 Potential Potential Potential Potential Trip GenerationTrip GenerationTrip GenerationTrip Generation

An indication of the trip generation for the proposed residential activity can be derived from

survey data set out in the New South Wales Roads and Maritimes Services (RMS) – ‘Guide to

Traffic Generating Developments’ publication.

The trip generation rates of residential dwellings can vary depending on the type of unit and

location of the development. The RMS publication provides trip generation rates for high density

residential developments in Metropolitan Sub-Regional Centres. It indicates a peak hour rate of

0.29 traffic movements per unit per hour. Based on this rate, the potential 530 dwellings will

generate approximately 154 vehicle movements per hour (vph) during the two peak commuter

periods.

Any vehicle trips associated with any ground floor commercial activities are considered negligible.

Such activities are likely to draw customers from within the precinct that would walk to and from

other buildings as opposed to utilise vehicles with an origin outside of the precinct.

As the existing activities within the Central Park do not change, the net increase in the trip

generation will be equivalent to the predicted trip generation associated with the residential

activities. It is also anticipated that all trips associated with any residential development will enter

and leave the precinct with any dedicated parking relating to the residential provided within the

development site.

Furthermore, and for the purposes of this assessment, no discount has been made for the car

movements associated with the existing car parking areas that will be displaced by any residential

development. It is anticipated that this parking demand will continue to be accommodated within

the site in other parking areas.

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3.33.33.33.3 Potential Potential Potential Potential Trip DistriTrip DistriTrip DistriTrip Distributionbutionbutionbution

As the site is internal to the Central Park, estate, the only access options are via the existing

internal road networking connecting to Sultan Street and Great South Road. Any vehicle activity

associated with any further development of the site are therefore limited to these access points.

As is typical with most residential activities, flow to and from the site is tidal with most vehicle

movements in the AM peak leaving the site and then returning in the PM peak. For this

assessment, it is assumed that 80% vehicles entering the site and 20% vehicles exiting the site in

the AM peak and the reverse in the PM peak.

It is assumed that the trips associated with the development will have the same trip distribution

at each access or exit as the surveyed movements summarised in Section 2.Section 2.Section 2.Section 2.9999. In addition, all

turning movements will follow the same turning movement pattern at each intersection. A more

detailed trip distribution is included in the Attachment 1Attachment 1Attachment 1Attachment 1.

3.43.43.43.4 Potential Active Mode Potential Active Mode Potential Active Mode Potential Active Mode and and and and Public Transport TripsPublic Transport TripsPublic Transport TripsPublic Transport Trips

As the precinct is located within short walking and cycling distance to a number of destinations

and a significant train station, which provides (among others) a frequent, fast, direct connection

to central Auckland and other regions, as well as local buses in the Ellerslie / Panmure area, it is

anticipated that active mode travel and public transport are viable alternatives to private cars.

The number of trips related to active and public transport modes are anticipated to be similar in

scale as if the site was developed as business activities, albeit in the opposite direction during the

peak commuter peaks.

The importance of maintaining accessibility for these modes is therefore important to minimise

the amount of vehicle travel. The current precinct provisions provide clear direction on developing

and maintaining a high level of amenity and accessibility for pedestrian movement, connection,

and activity as an alternative to vehicle travel. These provisions are also intended to be retained.

3.53.53.53.5 Parking Parking Parking Parking ProvisProvisProvisProvisionsionsionsions

It is intended that the parking standards relating to the proposed zoning of Business – Mixed Use

will apply to any development of the site, including residential development, for which there is no

minimum or maximum parking requirement for residential developments within the zone. Parking

requirements for other activities within the Business – Mixed Use zone are typically lower

compared to activities in the Business – Business Park zone, which remains consistent with the

more varied activity types within the zone and the potential for internal trips to be made via active

modes and public transport, thereby reducing the overall vehicle parking demand.

Furthermore, the existing precinct car parking standards, as set out below, will continue to apply

to the residual parcels of land within the business park. These standards provide minimum and

maximum parking rates for activities targeted at reducing car travel but also recognising that some

parking is necessary for the development to operate and minimise the overflow of any parking

demands into surrounding streets. These standards are as follows:

- 15 -





I308.6.8. Car I308.6.8. Car I308.6.8. Car I308.6.8. Car PPPParking arking arking arking

(1) Car parking in the precinct must comply with the following controls and Figure I308.6.6.1 Car

parking ratios below:

(a) minimum car parking requirements:

(i) for any development where the total gross floor area of the precinct development

is less than 72,600 m2, a minimum of 1815 car parks shall be provided; and

(ii) for development that results in a total gross floor area of between 72,600 m2 and

114,000 m2, the minimum number of car park spaces that shall be provided is 1815

plus one car park per 224 m2 of gross floor area above 72,600 m2;

(b) maximum car parking requirements:

(i) for any development that results in a total gross floor area of between 32,887 m2

and 72,600 m2, the maximum number of car parks that may be provided is 1815

car parks, plus one car park per 40 m2 of gross floor area above 32,887 m2; and

(ii) For any development that results in a total gross floor area of more than 72,600

m2, the maximum number of car parks within the precinct must not exceed 2850.

4.04.04.04.0 TRANSPORT ASSESSMENTTRANSPORT ASSESSMENTTRANSPORT ASSESSMENTTRANSPORT ASSESSMENT

Under the E27 Transport standards within the Auckland Unitary Plan, development within both

the Business – Business Park zone and Business – Mixed Use zone requires a trip generation

assessment if any residential development exceeds 100 vehicle movements per hour (in any given

hour).

4.14.14.14.1 Intersection Capacity EffectsIntersection Capacity EffectsIntersection Capacity EffectsIntersection Capacity Effects

The ability for roads to accommodate two-way flow and the performance of the intersections are

both key considerations when assessing traffic generation effects.

Currently, the internal roading network within the Central Park is underutilised as there are no

significant delays or queues for vehicle movement at the internal intersections. Therefore, it is

more important to make sure the operation of Great South Road/Park Avenue intersection and

the Kalmia Street/Sultan Street intersections are operating satisfactorily, with any added vehicle

movements associated with development. Given the very minor amount of traffic at the western

exit on Great South Road, the access performance is not modelled as part of this assessment.

4.1.14.1.14.1.14.1.1 Great South Road / Park Avenue IntersectionGreat South Road / Park Avenue IntersectionGreat South Road / Park Avenue IntersectionGreat South Road / Park Avenue Intersection

The existing Great South Road/Park Avenue intersection performance for the AM and PM peak

hours is shown in Table 5Table 5Table 5Table 5. The SIDRA model indicates that the current overall intersection

performance for both peak hours are suitable with a level of service of ‘D’ during the AM peak

and ‘C’ during the PM peak.

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The intersection does experience delays of between 30 to 35 seconds with a queue up to 150

metres on Great South Road during the AM and PM peaks. The higher delays are a result of the

model recognising the high demand on Great South Road during the peak times when compared

to the side roads and assigning green time accordingly.

The model also indicates that there is spare capacity to allow for the proposed growth in vehicle

flows to and from the Central Park, as the degree of saturation is less than 0.9 for the intersection

and less than 0.25 on the site approach.

Table Table Table Table 5555:::: SIDRA ResultsSIDRA ResultsSIDRA ResultsSIDRA Results –––– Great South Road/Park Avenue Intersection Great South Road/Park Avenue Intersection Great South Road/Park Avenue Intersection Great South Road/Park Avenue Intersection ---- ExistingExistingExistingExisting

Weekday AM Peak Hour Weekday PM Peak Hour

Movement

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Gt South Rd (S)

Through 959 0.883 40.4 D 159.8 1,027 0.890 36.8 D 150.8

Right 258 0.861 48.5 D 81.5 81 0.509 40.2 D 20.1

Park Ave (E)

Left 60 0.052 7.8 A 4.8 140 0.117 6.9 A 8.7

Right 35 0.249 44.8 D 9.6 162 0.873 47.2 D 45.9

Gt South Rd (N)

Left 246 0.708 32.8 C 100.3 28 0.527 34.4 C 73.3

Through 916 0.708 28.4 C 100.3 878 0.527 24.8 C 73.3

Intersection 2,474 0.883 35.3 D 159.8 2,317 0.890 31.3 C 150.8

The predicted future intersection performance with residential development included for the AM

and PM peak hours is shown in Table 6Table 6Table 6Table 6.

Table Table Table Table 6666:::: SIDRA ResultsSIDRA ResultsSIDRA ResultsSIDRA Results –––– Great South Road/Park Avenue Intersection Great South Road/Park Avenue Intersection Great South Road/Park Avenue Intersection Great South Road/Park Avenue Intersection ---- FutureFutureFutureFuture


Movement

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Gt South Rd (S)

Through 959 0.883 40.4 D 159.8 1,027 0.854 35.5 D 156.6

Right 268 0.896 52.3 D 89.2 144 0.777 47.6 D 43.1

Park Ave (E)

Left 114 0.098 8.0 A 9.6 149 0.124 6.9 A 10.1

Right 66 0.476 45.8 D 18.8 174 0.886 53.0 D 56.0

Gt South Rd (N)

Left 257 0.711 32.9 C 101.4 51 0.517 38.2 D 88.5

Through 916 0.711 28.5 C 101.4 878 0.517 27.4 C 88.5

Intersection 2,580 0.896 35.4 D 159.8 2,423 0.886 32.8 C 159.6

The SIDRA model indicates that the overall intersection performance for both peak hours are

suitable with a level of service of ‘D’ during the AM peak and ‘C’ during the PM peak. This is same

as the existing intersection performance.

The future intersection is predicted to have the same delay as the current performance in the AM

peak, whilst has a slightly longer delay and queues (by 1.5 seconds and 8.8 metres respectively)

than the current performance. The overall intersection degree of saturation is predicted to remain

less than 0.9, which is acceptable within a congested environment.

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Overall, the SIDRA model indicates that the predicted increase in trip generation can be

accommodated by the Great South Road/Park Avenue intersection with an unnoticeable increase

in delay.

4.1.24.1.24.1.24.1.2 Kalmia Street / Sultan Street IntersectionKalmia Street / Sultan Street IntersectionKalmia Street / Sultan Street IntersectionKalmia Street / Sultan Street Intersection

The existing Kalmia Street/Sultan Street intersection performance for the AM and PM peak hours

is shown in Table 7Table 7Table 7Table 7.

Generally, the intersection is working under good conditions with level of service of ‘A’ for most

movements. The longest delay (about 15.1 seconds) occurs on the right turn movement from the

Sultan Street southern approach, and the longest queue (about 9.5 metres) occurs on the Kalmia

Street western approach.

The model also indicates that there is spare capacity to allow for the proposed growth in vehicle

flows to and from the Central Park with the degree of saturation less than 0.33 for the

intersection.

Table Table Table Table 7777:::: SIDRA ResultsSIDRA ResultsSIDRA ResultsSIDRA Results –––– Kalmia Street/Sultan StreetKalmia Street/Sultan StreetKalmia Street/Sultan StreetKalmia Street/Sultan Street Intersection Intersection Intersection Intersection ---- ExistingExistingExistingExisting


Movement

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Sultan St (S)

Left 28 0.032 9.5 A 0.8 48 0.042 8.3 A 1.1

Right 12 0.033 15.1 C 0.7 85 0.149 11.2 B 3.5

Kalmia St (E)

Left 184 0.323 4.6 A 0.0 18 0.126 4.6 A 0.0

Through 433 0.323 0.0 A 0.0 225 0.126 0.0 A 0.0

Kalmia St (W)

Through 393 0.291 1.5 A 9.5 383 0.210 0.1 A 0.9

Right 91 0.291 8.3 A 9.5 15 0.210 5.6 A 0.9

Intersection 1,111 0.323 2.3 N/A 9.5 775 0.210 2.0 N/A 3.5

The predicted future intersection performance (with residential activity) for the AM and PM peak

hours is shown in Table 8Table 8Table 8Table 8. The SIDRA model indicates that the intersection would have a similar

performance to the current traffic demands. The increase in delay (about 0.3 seconds and 0.5

metres) is considered unnoticeable.

Table Table Table Table 8888:::: SIDRA ResultsSIDRA ResultsSIDRA ResultsSIDRA Results –––– Kalmia Street/Sultan StreetKalmia Street/Sultan StreetKalmia Street/Sultan StreetKalmia Street/Sultan Street Intersection Intersection Intersection Intersection ---- FutureFutureFutureFuture


Movement

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Flow

(vph)

Degree

of Sat.

Average

delay (secs/veh)

LOS 95%

Queue

(m)

Sultan St (S)

Left 48 0.054 9.5 A 1.4 51 0.044 8.3 A 1.2

Right 20 0.058 15.4 C 1.2 89 0.163 11.6 B 3.8

Kalmia St (E)

Left 192 0.327 4.6 A 0.0 42 0.139 4.6 A 0.0

Through 433 0.327 0.0 A 0.0 225 0.139 0.0 A 0.0

Kalmia St (W)

Through 363 0.296 1.5 A 10.0 383 0.224 0.1 A 2.2

Right 94 0.296 8.4 A 10.0 35 0.224 5.7 A 2.2

Intersection 1,149 0.327 2.6 N/A 10 825 0.224 2.3 N/A 3.8

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Overall, the SIDRA model indicates that the predicted increase in trip generation can be

accommodated by the Kalmia Street/Sultan Street intersection with an unnoticeable increase in

delay. Considering the current changes in intersection operation as indicated above, there is not

anticipated to be any noticeable effects on the wider network as any related traffic demands will

be further diluted and negligible in the context of current peak hour flows on the network.

4.24.24.24.2 ParkingParkingParkingParking EffectsEffectsEffectsEffects

4.2.14.2.14.2.14.2.1 Current Precinct ProvisionsCurrent Precinct ProvisionsCurrent Precinct ProvisionsCurrent Precinct Provisions

Currently, Central Park has a total of 2,340 parking spaces associated with the business park

activities on site including 514 spaces located within the area identified for potential residential

development.

If the proposed residential activity is fully developed, the total number of parking spaces on the

residual parcels of land would be 1,826 spaces. The minimum parking provision within the

precinct and on the residual parcel of land will therefore still comply with the AUP standards.

With 45,000 m² of GFA currently occupying the residual parcels of land, the maximum parking

provision currently permitted on site is 1,815 spaces for the first 32,877 m² GFA plus 1 car parking

space per 40 m² of GFA above, 32,877 m². This equates to a maximum allowance of 2,118 spaces.

Therefore, a provision of 1,826 spaces would therefore still comply with the precinct rules.

4.2.24.2.24.2.24.2.2 Residential Parking ProvisionResidential Parking ProvisionResidential Parking ProvisionResidential Parking Provision

Given the likelihood that any residential development will also provide parking on site, it is also

important to recognise how this would impact on the overall parking provision for the site and

maximum parking provisions under the current precinct.

Based on a residential development of 530 apartments and providing each with one parking

space, there is the potential for 530 residential related parking spaces to be provided. This is not

too dissimilar to the number of parking spaces (514) that would be displaced by the residential

development. The overall maximum provision of parking on site could therefore be close to the

current provision of 2,340 spaces.

It is also important to note that with the reduced area available for commercial development, the

maximum yield within the residual area will also reduce. This in turn will reduce the potential

parking provisions within the site for which the precinct standards would apply.

4.2.34.2.34.2.34.2.3 Displaced Parking DemandDisplaced Parking DemandDisplaced Parking DemandDisplaced Parking Demand

TPC has conducted a parking occupancy survey on the site (514 parking spaces in total) on

Tuesday 3rd July 2018. The survey results indicate that 144 vehicles parked on the site at 9:30AM

and 177 vehicles parked at 3:30PM, which suggests the parking on the site is highly underutilised

throughout the day (34.4% peak occupancy rate).

Over Central Park, the parking provision is higher than the actual parking demand. Although the

exact parking occupancy survey for the whole business park has not been conducted, it is

considered the parking areas/buildings across the Central Park can easily accommodate the level

of 200 cars if necessary (high-end approximation of number of vehicles displaced by the proposed

residential development).

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5.05.05.05.0 AUCKLAND UNITARY PLAN CONSIDERAAUCKLAND UNITARY PLAN CONSIDERAAUCKLAND UNITARY PLAN CONSIDERAAUCKLAND UNITARY PLAN CONSIDERATIONSTIONSTIONSTIONS

5.15.15.15.1 Central Park Precinct (I308) Central Park Precinct (I308) Central Park Precinct (I308) Central Park Precinct (I308) ---- Objectives and PoliciesObjectives and PoliciesObjectives and PoliciesObjectives and Policies

The relevant transport objectives and policies in the current Central Park precinct provisions are

set out below and further comments provided as to how residential activity aligns with each:

I308.2. Objective I308.2. Objective I308.2. Objective I308.2. Objective

(1) The Central Park Precinct is developed as a business park with a range of supporting

activities that are complementary to the Ellerslie town centre and is well designed and

integrated with the surrounding area and infrastructure.

As demonstrated in this report, the introduction of residential vehicle trips on the surrounding

road network can be accommodated without the need for further infrastructure upgrades. The

introduction of high-density residential development close to the Ellerslie Town Centre, and

surrounding services, will promote a high level of non-car travel that will integrate well within the

surrounding area and complement the Ellerslie town centre.

I308.3. Policies I308.3. Policies I308.3. Policies I308.3. Policies

(3) Require development to avoid, remedy and mitigate any adverse traffic effect on the

Ellerslie Panmure Highway interchange.

As demonstrated in this report, the introduction of residential vehicle trips on the surrounding

road network including the Ellerslie Panmure Interchange, can be accommodated without the

need for further infrastructure upgrades.

(4) Require development within the precinct to apply the following principles:

(a) good pedestrian links through the site;

(d) safe vehicle movements within and to and from the site;

Any residential development within the site intends to be guided by the existing provisions within

the Mixed-Use zone and Auckland Wide standards. These provisions provide a good basis to

assess safe movement for all users on site.

5.25.25.25.2 Central Park Precinct (I308) Central Park Precinct (I308) Central Park Precinct (I308) Central Park Precinct (I308) –––– AAAAssessment Criteriassessment Criteriassessment Criteriassessment Criteria

Section I308.7.2 sets out the assessment criteria that will need to be considered at the time of a

future resource consent application. These are still considered suitable for the change to Business

– Mixed Use zone.

Notwithstanding, this report demonstrates that access to the site can be provided safely and

efficiently for all modes from the wider road network and parking provision would be consistent

with the current provisions in the Mixed-Use Zone and the Auckland wide standards.

5.35.35.35.3 Section E27 Section E27 Section E27 Section E27 –––– TranTranTranTransportsportsportsport

Where the underlying precinct provisions do not apply, Section E27 of the Unitary Plan sets out

the transport related objectives, policies and standards for development. These standards are

considered suitable to be applied to activities and any future development of the site.

Compliance with these standards would be assessed as part of any future resource consent

application against the relevant transport assessment criteria provided within the Section E27.

- 20 -





6.06.06.06.0 CONCLUSIONSCONCLUSIONSCONCLUSIONSCONCLUSIONS

The following conclusions can be made in respect of the proposal to rezone the Central Park

Precinct to Business – Mixed Use to enable residential development on part of the site:

We consider that there are no issues of significance from a transportation perspective

with respect to the proposed residential use of the site.

The site can integrate well with a wide range of travel modes to promote reduced private

car travel. Accessibility of the site to public transport and the active modes of walking and

cycling is of a high quality which could be further enhanced with improved linkages to the

nearby business centres and the train station.

There may be some minor upgrades required to access the site for vehicles and

pedestrians depending on the access strategy proposed. However, it is not considered

that these will be significant and can be guided by the existing provisions with the AUP

standards.

Preliminary traffic modelling suggests that the existing site access and surrounding

intersections can accommodate the traffic generated by 520 apartments with minimal

effects.

In terms of the parking provision for both the Central Park commercial activities and the

residential development, they will remain consistent with what is proposed in the current

precinct provisions.

Overall, it is considered that the traffic engineering effects of a residential development on the

site can be accommodated on the road network without compromising its function, capacity, or

safety.

Prepared by,

Todd Langwell

Attachment 1 Attachment 1 Attachment 1 Attachment 1 –––– Trip DistributionTrip DistributionTrip DistributionTrip Distribution

18234 - Ngai Tahu - CPD

AM Peak

Units: 529 unitsPeak Trip Rate: 0.29 trips/unit/hrTotal Peak Trip 153 trips/hr

Percentage TripsIn: 20% 31Out: 80% 123

Trip Distribution

Existing Development Total Existing Development TotalKelmia Street Th 345 345 Th 411 411 Kelmia Street

RT 86 3 89 LT 175 7 182

Total 46 19Development 19 8Existing 27 11

LT RT

TH LTExisting 870 234Development 10Total 870 244

Existing Development TotalRT 33 30 63 Park AvenueLT 57 51 108

Total 911 255Development 10Existing 911 245

TH RT

Sultan Street

Great South Road

Great South Road

18234 - Ngai Tahu - CPD

PM Peak

Units: 529 unitsPeak Trip Rate: 0.29 trips/unit/hrTotal Peak Trip 153 trips/hr

Percentage TripsIn: 80% 123Out: 20% 31

Trip Distribution

Existing Development Total Existing Development TotalKelmia Street Th 364 364 Th 214 214 Kelmia Street

RT 14 19 33 LT 17 23 40

Total 48 85Development 2 4Existing 46 81

LT RT

TH LTExisting 834 27Development 21Total 834 48

Existing Development TotalRT 154 11 165 Park AvenueLT 133 9 142

Total 976 137Development 60Existing 976 77

TH RT

Sultan Street

Great South Road

Great South Road

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