54 Parkway Drive, Rosedale Proposed Residential / Commercial Development. Transportation Assessment Report. 30 April 2018

Transcription

1 54 Parkway Drive, Rosedale Proposed Residential / Commercial Development Transportation Assessment Report 30 April 2018

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3 Project: Report title: Document reference: 54 Parkway Drive, Rosedale Transportation Assessment Report J00654 Parkway Residential and Commercial FINAL Date: 30 April 2018 Report Status Final Report Prepared By Reviewed By Approved By Hollie Yukich Leo Hills Leo Hills

4 Transportation Assessment Report TABLE OF CONTENTS 1 Introduction Existing Site Environment Site Location Traffic Volumes Public Transport Services Road Safety Assessment Proposed Development Trip Generation Guidelines Commercial Retail Cafe Residential Proposed Trip Generation Trip Distribution Traffic Effects Access Proposed Unitary Plan Requirements Width Distance to Intersections Vehicle Access Restrictions Gradient of Access Parking Unitary Plan Requirements Parking Dimensions Bicycle Parking Loading Construction Conclusions... 17

5 Transportation Assessment Report Page 1 1 INTRODUCTION Commute Transportation Consultants have been commissioned to assess the transport effects of a proposed residential / commercial development at 54 Parkway Drive, Rosedale. The development will consist of some 1,625 sqm of office space, 433 sqm of commercial space, 110 sqm of café and 84 x 1-3 bed apartments with vehicle access via two new crossings onto Parkway Drive and Sunset Road. This report assesses the transport-related matters of the proposal, including: A description of the site and its surrounding transport environment; A description of the key transport-related aspects of the proposed development; The proposed form of egress arrangements for vehicles and pedestrians; The parking supply in relation to anticipated parking demands; The adequacy of the proposed servicing arrangements. These and other matters are addressed in detail in this report. By way of summary, it is considered that the proposed development, as detailed in this report, will have negligible traffic effects to the function, capacity and safety of the surrounding transport network. 2 EXISTING SITE ENVIRONMENT 2.1 SITE LOCATION The site is located at 54 Parkway Drive, Rosedale. It is an undeveloped greenfields site and has frontage to both Parkway Drive and Sunset Road. Immediately to the north is the Constellation Park n Ride station, with the remaining properties to the north / north-east being commercial. To the west and south are residential properties, with the northern motorway running in a general north-south direction some 90m to the west of the site. Figure 1 shows the location of the site in relation to the immediate surrounding road network.

6 Transportation Assessment Report Page 2 Figure 1: Site Location Figure 1: Site Location

7 Transportation Assessment Report Page 3 In accordance with the Unitary Plan 1, the site is zoned General Business, with a small portion to the north-west zoned strategic transport corridor. Sunset Road is classified as an Arterial Road. However, Parkway Drive is not classified in the Unitary Plan. The posted speed limit in the area is 50km/h. 2.2 TRAFFIC VOLUMES Traffic volume data has been obtained from Auckland Transport. The most recent traffic volume data available for Sunset Road is for a point just west of the motorway overbridge and was recorded in February At this time Sunset Road carried some 4,160 vehicles per day (vpd) and had an AM peak hour of 9am-10am with 290 vehicles per hour (vph) and a PM peak hour of 3.00pm 4.00pm with 310 vph. The most recent traffic volume data available for Parkway Drive is for a point some 50m south of the Parkway Drive / Constellation Drive intersection and was recorded in April At this time Parkway Drive carried some 5,250 vpd and had an AM peak hour of 8am-9am with 650 vph and a PM peak hour of 4.30pm 5.30pm with 520 vph. No historical data was available for the entrance to the Park n Ride. Surveys have therefore been undertaken by Commute. These show that the park n ride has an AM peak hour of 7.30am 8.30am with some 180 vph and a PM peak hour of 4.45pm 5.45pm with 227 vph. A maximum peak hour queue of eight vehicles exiting the bus station was also observed. 2.3 PUBLIC TRANSPORT SERVICES The site is located adjacent to the Constellation Park n Ride bus station on the Northern Expressway thus has access to an excellent public transport provision that is likely to encourage staff / residents / visitors to make use of public transport services to and from the site. 2.4 ROAD SAFETY ASSESSMENT A search of the NZTA CAS database has been undertaken for all reported crashes occurring in the vicinity of the site for the five-year period from 2013 to 2017 including all available data for The study area includes the intersection of Parkway Drive with the Constellation bus station access and Sunset Road within the vicinity of the site (100m radius). A total of six crashes (two minor and four non-injury) were identified, with all of these occurring on Sunset Road. Two of these (one minor and one non-injury) occurred at the signalised intersection of Sunset Road and the Northern busway access with the remaining four (one minor and three non-injury) occurring mid-block on Sunset Road. Of those that occurred at the signals both involved a vehicle rear ending another one which was stopped or slowed for the lights. Of those that occurred midblock, two involved vehicles turning right out of a driveway and failing to give way adequately to through traffic on Sunset Road, with restricted sight distance due to the presence of a parked car being listed as a factor. One involved a rear end, and the other involved a through vehicle on Sunset Road hitting a parked vehicle. 1 Auckland Unitary Plan Operative in part (notified 15 November 2016)

8 Transportation Assessment Report Page 4 No crashes were reported to have occurred at the Parkway Drive / Bus station signals, or in front of the proposed Parkway Drive vehicle access to the site. While a number of crashes have occurred on Sunset Road, the varied nature of these does not suggest an underlying safety issue. It is however noted that two of the incidents involved vehicles exiting a private driveway and having restricted visibility due to parked vehicles. This will not be an issue for the sites access as parking is not permitted along the sites frontage. 3 PROPOSED DEVELOPMENT It is proposed to construct a residential / commercial development at 54 Parkway Drive, Rosedale. The development will consist of two buildings. The first will be on the northern side of the site and will front on to Parkway Drive. This will include: 1,625 sqm of office space; 110 sqm of café space; 433 sqm commercial space to be used for either retail or office; 18 x 1-2 bed apartments; Vehicle access via a new crossing located to the west of the Parkway Drive / bus station signals; Some 35 parking spaces for the use of residents and staff; Two mobility spaces, with accessibility for both visitors and residents / staff; A loading space capable of accommodating an up to 8m truck; and 30 cycle spaces. The second building fronts on to Sunset Road and is located towards the southern side of the site. This will include: 47 x 1-2 bed apartments; 19 x 3 bed apartments; 51 parking spaces for the use of residents; Three visitor parking spaces; Vehicle access via a new crossing at the south-eastern corner of the site onto Sunset Road; A loading space capable of accommodating an 8m truck; and 56 cycle spaces. In addition, the site will provide a number of pedestrian through site links connecting both buildings with both street frontages. Figures 2 to 4 show the transport aspects of the proposed site layout.

9 Transportation Assessment Report Page 5 Figure 2: Northern Building - proposed parking and access arrangements onto Parkway Drive Figure 3: Residential building proposed parking arrangements

10 Transportation Assessment Report Page 6 Figure 4: Residential Building- proposed access arrangements onto Sunset Road 4 TRIP GENERATION 4.1 GUIDELINES The RTA Guide 2 is commonly used by traffic engineering practitioners in Australasia to assess the traffic generating potential of various land uses COMMERCIAL For commercial and office premises, the RTA predicts a peak hour trip rate of 2 / 100 sqm GFA and a daily trip rate of 10 / 100 sqm GFA RETAIL For retail activities the RTA predicts a peak hour trip rate of 4.6 / 100 sqm GFA CAFE For restaurants the RTA predicts a PM peak hour trip rate of 5 / 100 sqm GFA and a daily trip rate of 60 / 100 sqm GFA. The RTA definition for restaurants includes cafes, however the café is expected to have a AM peak and not operate in the PM peak hour (unlike a 2 The Roads and Traffic Authority of New South Wales Guide to Traffic Generating Developments (RTA), Version 2.2, October 2002

11 Transportation Assessment Report Page 7 restaurant which is vice versa). As such the PM peak hour rate has been applied to the AM peak hour only RESIDENTIAL For residential apartments the RTA provides varying rates depending on the density and location of the dwellings. In a medium density residential flat building 3 the RTA gives a peak hour trip generation rate for a dwelling with one to two bedrooms of trips per dwelling and a daily trip rate of 4-5 trips per dwelling. For dwellings with three bedrooms or more, the RTA gives a peak hour trip generation rate of trips per dwelling and a daily trip rate of trips per dwelling. Alternatively, in a high density residential flat building 4 in a metropolitan sub regional centre the RTA predicts a peak hour trip generation rate of 0.29 trips per dwelling. Given the location directly adjacent to the bus station and with employment, education and shopping opportunities easily available via alternative mode it is considered that the peak hour number of trips generated will be more similar to that of a high-density apartment building. 4.2 PROPOSED TRIP GENERATION Based on the RTA guideline trip generation rates the likely trip generation for the site has been calculated for both accesses and summarised in Table 1. For the commercial aspect of the northern building, which is proposed to remain flexible and allow either office or retail activities, the higher trip generating activity of retail has been used as this gives a conservative approach. Table 1: Expected peak hour trip generation of the proposal 3 A medium density residential flat building is a building containing at least 2 but less than 20 dwellings. This includes villas, town houses, flats, semi-detached houses, terrace or row houses and other medium density developments. This does not include aged or disabled persons' housing. 4 A high density residential flat building refers to a building containing 20 or more dwellings. This does not include aged or disabled persons' housing. High density residential flat buildings are usually more than five levels, have basement level car parking and are located in close proximity to public transport services. The building may contain a component of commercial use.

12 Transportation Assessment Report Page 8 Activity GFA Peak Hour Rate AM peak Trips PM peak Northern building Offices 1,625 sqm 2 / 100 sqm GFA Commercial (retail) 433 sqm 4.6 / 100 sqm GFA Cafe 110 sqm 5 / 100 sqm GFA 6 - Apartments Southern building Apartments 3 x 1 bed 15 x 2 bed 28 x 1 bed 19 x 2 bed 19 x 3 bed 0.29 / dwelling / dwelling Total TRIP DISTRIBUTION Vehicles travelling to / from the northern building will do so via Parkway Drive, and vehicles travelling to / from the southern driveway will do so via Sunset Road. Based on the above table this equates to some 63 trips at the Parkway Drive access and 19 at the Sunset Road access in the AM peak hour with 58 trips at the Parkway Drive access and 19 at the Sunset Road access in the PM peak hour. Typically in the AM peak hour some 80% of residential related vehicle trips are outbound and 20% inbound, reversed in the PM peak. Conversely for the office and retail activities typically some 80% of trips are inbound in the AM peak and 20% outbound, reversed in the PM peak. For the café trips will be split 50% inbound / 50% outbound. Due to its location within the network it is expected that all trips into the Parkway Drive access will be left in and all trips out of this access will be right out. From the Sunset Road access, it is expected that trips in and out of the site will have a 50/50 east/west split. Vehicles using the Parkway Drive access have been distributed at the Parkway Drive / Busway access signalised intersection based on the existing distributions observed during the surveys. Figure 5 shows the distribution of vehicle trips accessing to / from the Parkway Drive access and through the intersection in both the AM and PM peak hour.

13 Parkway Road Parkway Road Site Site Parkway Road Parkway Road Site Site Parkway Road Parkway Road J00654 Parkway Residential and Commercial FINALv2 Transportation Assessment Report Page 9 Figure 5: Parkway Drive access and intersection trip distribution Existing Weekday Morning Peak Hour 7.30am to 8.30am Existing Weekday Evening Peak Hour 4.45pm to 5.45 pm Parkway Road 441 Parkway Road Bus Station Access 103 Bus Station Access Additional Weekday Morning Peak Hour 7.30am to 8.30am Additional Weekday Evening Peak Hour 4.45pm to 5.45 pm 8 2 Parkway Road 45 Parkway Road 15 5 Bus Station Access 19 Bus Station Access Proposed Weekday Morning Peak Hour 7.30am to 8.30am Proposed Weekday Evening Peak Hour 4.45pm to 5.45 pm Parkway Road Parkway Road Bus Station Access 122 Bus Station Access TRAFFIC EFFECTS As outlined above, the expected volume of trips generated by the Sunset Road access is eight vehicles in the peak hour (two inbound and six outbound movements in the AM peak reversed in the PM peak). This volume is low and the existing operation of Sunset Road is considered able to accommodate these. The peak period of the Parkway Drive access coincides with the peak period of the park n ride activity. In order to understand the effect of the additional trips generated by the site at this access, surveys were undertaken at the Parkway Drive / bus station access signals (some 10m from the proposed site access) to understand the vehicle volumes and level of queuing occurring at this intersection

14 Transportation Assessment Report Page 10 A SIDRA intersection model has been undertaken for the adjacent Parkway Drive / Bus Station access intersection based on the results of these surveys, and the trip distribution calculated above. The results of this are shown in Table 2 below. Table 2: AM and PM peak hour SIDRA results for Parkway Drive / bus station access signalised intersection Movement Deg of Sat (v/c) LOS Existing Average Delay (s) 95 th %ile Queue (m) Deg of Sat (v/c) LO S Proposed Average Delay (s) 95 th %ile Queue (m) AM Peak Bus Station Access Parkway Drive (EB) Parkway Drive (NB) LT 0.71 D D TH 0.29 C C TH 0.53 C C RT 0.81 C C LT 0.73 D D RT 0.60 D D PM Peak Bus Station Access Parkway Drive (EB) Parkway Drive (NB) LT 0.70 D D TH 0.56 C C TH 0.41 C C RT 0.87 D D LT 0.87 D D RT 0.28 C C It can be seen that in the AM peak the increase in traffic as a result of the proposal results in a maximum increase in delay of some 5.3 seconds and a maximum increase in 95 th percentile queue length of some 13.5m (or two vehicles), both of which occur on the right turn approach to the busway access. In the PM peak the increase in traffic as a result of the proposal results in a maximum increase in delay of some 3.6 seconds and a maximum increase in 95 th percentile queue length of some 8.2m (or one vehicle), both of which occur on the right turn approach to the busway access. Notably, during both peaks the 95 th percentile queue on the bus station approach passes the site access. It is considered that any queues forming on site as a result of this will have minimal impact on the external roading network and that vehicles queued on the intersection approach will either let vehicles waiting to exit the site out and into the traffic stream, or the nature of the trips exiting the park and ride (in intermittent bunches depending on bus arrivals) will enable this to occur. Based on the above SIDRA results it is considered that the effect of the proposal on both Sunset Road and at the Parkway Drive signalised intersection will have a less than minor effect on the safe and efficient operation of these.

15 Transportation Assessment Report Page 11 5 ACCESS 5.1 PROPOSED It is proposed to provide access for pedestrians, cyclists and vehicles to the site from both Sunset Road and Parkway Drive. Proposed access routes can be seen in Figures 2 to 4 above. 5.2 UNITARY PLAN REQUIREMENTS WIDTH Table E of the Unitary Plan outlines rules regarding vehicle crossing and vehicle access widths for various activities. For general business zones (serving 10 or more parking spaces or three or more loading spaces, the Unitary Plan requires the following: A minimum width of 6.0m at the site boundary ; and A maximum width of 7.0m at the site boundary. The proposed Parkway Drive access is 7m at the site boundary and the proposed Sunset Road access is 6m at the site boundary. As such, both comply with the Unitary Plan DISTANCE TO INTERSECTIONS The Unitary Plan E (3) requires that vehicle crossings should not be provided within 10m of an intersection or with any other vehicle crossing restriction area, measured from boundary projections. This only applies to the Parkway Drive access as the nearest intersection to the Sunset Road access is some 100m away. The proposed Parkway Drive access is some 30m from the projected boundary of the intersection therefore complies with this rule. It is noted that the signal limit line on the west approach to the intersection is located some 20m from the projected boundary. The proposed exit has however been located an additional 12m from this to ensure that good visibility is available of the signals to vehicles exiting the site and that there is sufficient space for a vehicle to pull out and safely manouvere behind the limit line to wait should the signals be red VEHICLE ACCESS RESTRICTIONS Rule E (3) requires that vehicle crossings must not be constructed or used to provide vehicle access across that part of a site boundary which: a) is located within 10m of any intersection as measured from the property boundary, illustrated in Figure E ; b) is subject to a Vehicle Access Restriction as identified on the planning maps; c) has frontage to an arterial road as identified on the planning maps; or d) is located closer than 30m from a railway level crossing limit line. Sunset Road is an arterial road, thus this applies to the proposed Sunset Road vehicle crossing. No vehicle restrictions apply to the Parkway Drive access however.

16 Transportation Assessment Report Page 12 Section E27.7(12) of the Unitary Plan outlines the matters of discretion for assessment of the construction or use of a vehicle crossing where a Vehicle Access Restriction applies under Standard E (2) and Standard E (3). These are: a) adequacy for the site and the proposal; b) design and location of access; c) effects on pedestrian and streetscape amenity; and d) effects on the transport network. Due to the fall / topography of the site, basement access solely via Parkway Drive is not considered practical. The proposed vehicle access on to Sunset Road has been designed to adequately provide for the expected vehicle types and volumes using it and to ensure that suitable sight distance is maintained. The resulting effect on the pedestrian and streetscape amenity is limited to the addition of one 6.5m wide vehicle crossing along a 115m frontage length, with a separation from the nearest crossing (at 52 Parkway Drive) of 13m thus the impact of this on pedestrians will be minimal. Further the design is such that good sightlines are able to be maintained between both pedestrians and vehicles, with alternative key pedestrian accesses also located along the sites frontage. Due to the proximity of the busway the number of vehicle trips accessing to / from this driveway in the peak hour will be low (a total of eight trips (two-way) anticipated in the peak hour), thus the effect of these on Sunset Road will be less than minor. As such the proposed access at Sunset Road is considered to meet all of the above assessment criteria. 5.3 GRADIENT OF ACCESS Rule E of the Unitary Plan covers the requirements for the gradients of vehicle accesses. For residential accesses a maximum gradient of 1 in 5 is permitted, for all other activities a maximum gradient of 1 in 6 is permitted and for access used by heavy vehicles a maximum gradient of 1 in 8 is permitted. In addition, where the access adjoins the road, sufficient space is required onsite to enable a 4m platform for residential activities and 6m platform for all other activities to be provided with a maximum gradient of 1 in 20. It is proposed to provide a 9m long zone at the Sunset Road access road boundary with a gradient of no greater than 1 in 20, this would provide for manoeuvring for both the loading bay and visitor parking as well as provide the required platform. It would then transition for 2m at a gradient of 1 in 8 into a 14m long 1 in 5 ramp, with a second 2m long transition at the bottom of 1 in 8. At Parkway Road it is proposed to provide a 1 in 20 gradient for no less than 6m, this would then need to be continued behind the mobility spaces and into the basement to enable suitable gradients for these carparks. Thus both accesses comply with Unitary Plan gradient requirements. 6 PARKING It is proposed to provide a total of 91 parking spaces. Some 35 of these would be accessed via the Parkway Drive vehicle crossing and located in the basement of the northern building and would be for the use of residents and staff only.

17 Transportation Assessment Report Page 13 No specific visitor parking is proposed with the exception of two mobility spaces also accessible from Parkway Drive. A further 54 spaces will be accessed via the Sunset Road vehicle crossing and located in the southern building basement. These will be for the use of the residents of these apartments. An include three visitor parking spaces located at the south-eastern side of the site. The proposed parking layout can be seen in Figures 2 to 4 above. 6.1 UNITARY PLAN REQUIREMENTS Table E of the Unitary Plan sets out the parking requirement for various activities. Table 3 outlines the parking requirements for the site. Table 3: Unitary Plan Parking Requirements Activity Size Parking requirements Spaces Offices 1,625 sqm Minimum 1/45 sqm, maximum 1/30 sqm Commercial Services 433 sqm Minimum 1/25 sqm, no maximum 17+ Cafe 110 Minimum 1/45 sqm, no maximum 2+ Apartments 84 dwellings Minimum 1 / dwelling, no maximum 84+ Total 139 minimum The Unitary Plan requires a minimum of 139 parking spaces. As such, the layout has a shortfall of 48 spaces when compared to the Unitary Plan and is a Restricted Discretionary activity. Section E of the Unitary Plan outlines the Matters of Discretion that the Council will restrict its discretion to when assessing a restricted discretionary resource consent application for any activity or development which provides fewer than the required minimum number of parking spaces. These are: a) adequacy for the site and the proposal; b) effects on adjacent activities, on urban form outcomes as identified in the relevant Business Zone and on the adjoining transport network; and c) availability and suitability of alternative parking supply and management arrangements. It is proposed to assign at least one parking space to all of the residential units. The remaining spaces would then be allocated for office and cafe / commercial staff. No visitor parking is provided for the office, café or commercial activities, with the expectation being that due to the proximity of the busway, the restricted on-street parking availability, size of the retail proposed and the sites location amongst a number of other businesses, visitors to the commercial / café will either be busway users, internal to the site or travel via an alternative mode, such as walking from a nearby neighbouring business. Visitors to the office space will need to be made aware of the lack of onsite parking to accommodate them and use an alternative mode. Either way it is expected that a higher than normal number of people travelling to the site will do so via alternative mode due to its location directly adjacent to the northern expressway Constellation bus station. Section E of the Unitary Plan outlines the assessment criteria the Council will consider for restricted discretionary activities such as these.

18 Transportation Assessment Report Page 14 Table 4: Assessment criteria for the provision of fewer spaces than the minimum Unitary Plan parking requirement Assessment Criteria (a) the amount of parking proposed is sufficient for the proposal having regard to: (i) the nature of the operation including the interaction between activities on the site; (ii) the availability and accessibility of the site by public transport serving the site; (iii) the measures and commitments outlined in a travel plan for the site which will reduce the need for vehicle use to a level where parking demands can be satisfactorily addressed through efficient use of the proposed parking; or (iv) the extent to which activities on the site have complementary parking demands. (b) the effects of parking overspill from the reduction in parking on adjacent activities and on the transport network; (c) the extent to which there is public parking on-street or off-street in the immediate vicinity with capacity and availability at the times required to serve the proposal; (d) the extent to which the parking requirements of the proposal will be met by entering into a shared parking arrangement with another site in the Auckland Unitary Plan Operative in part 50 E27 Transport immediate vicinity that has available parking spaces which are not required at the same time as the proposed activity; (e) the extent to which it is physically practicable to provide the required parking on the site including in terms of the existing location of buildings and the availability of access to the road; Comment The proposed parking will provide adequately for all residential components, with some office / retail staff and visitors being required to seek alternative modes. This is not considered to be an issue due to the proximity to the northern express busway station which provides a high level of public transport connectivity. Further the types of retail anticipated are more likely to be aimed at existing local area users, such as nearby workers, residents and busway users all of whom could walk/cycle to the site if desired. The way that the parking is provided, with restricted and secure access allowing use by regular users only, there is no scope for complementary parking demands to be accommodated. There is already significant parking overspill occurring in the area as a result of the adjacent park and ride. This has led to some on-street parking provisions to be time restricted (P2 and P60). Parking overspill from the site is considered likely to be minimal as on-street spaces are already occupied by park and ride users from an early time of day making this an unviable option for visitors or staff (other than the time restricted spaces). The only available public parking in the area is onstreet, with the nearest on-street parking being some 160m away on Parkway Drive, or on the southern side of Sunset Road. This typically has no capacity from Monday to Friday during typical work hours as it it is occupied by overflow from the adjacent park and ride from an early hour of the morning. Outside of these hours, availability and capacity would be capable of accommodating any visitors to the site. There are no suitable sites nearby to enter into a shared parking arrangement with. The topography and layout of the site makes it difficult to provide additional parking on site. 6.2 PARKING DIMENSIONS The majority of parking spaces will be for the use of staff and residents only. The two mobility spaces accessed from Parkway Drive and the three visitor spaces accessed from

19 Transportation Assessment Report Page 15 Sunset Road will be for the use of visitors to the site. The Unitary Plan indicates that all parking spaces should comply with the following parking space dimensions and manoeuvring area requirements for parked vehicles. Table 5: Unitary Plan parking dimension requirements Parking Angle Width of Space Depth of Space 5 Manoeuvring Space Casual users Regular users 90 degree 2.4m 2.5m 2.6m 2.7m 5m n/a 7.7m 7.0m 6.7m 7.1m 6.7m 6.3m 5.9m All resident and staff parking spaces will be a minimum of 2.5m wide by 5m long with some 6.7m manoeuvring aisle width thus these meet the regular user dimensional requirements of the Unitary Plan. All visitor parking spaces will be a minimum of 2.7m wide by 5m long with some 6.7m manoeuvring aisle width thus these meet the casual user dimensional requirements of the Unitary Plan. Mobility parking spaces will have a total width of 3.5m, which includes a 1.1m manoeuvring area for ingress/egress of passengers, thus comply with the requirements of NZS 4121 as per the Unitary Plan. 6.3 BICYCLE PARKING Table E of the Unitary Plan outlines the requirement for bicycle parking rates. Short stay spaces are intended for the use of visitors to the site and long stay spaces are required to be provided in a secure location generally not open to the public and where the cycle does not need to be carried up or down stairs. Table 3 summarises the bicycle parking requirements of the development. Table 6: Unitary Plan bicycle parking requirements Activity Size Short Stay Requirements Long Stay Requirements Offices 1,625 sqm per 1,000 sqm (after first 1,000) 1 per 300 sqm office Commercial Services (assessed as office) 433 sqm Office: per 1,000 sqm (after first 1,000) 1 per 300 sqm office Cafe 110 sqm <350 sqm - Nil 1 per 300 sqm office Apartments 84 dwellings 1 per 20 dwellings 1 per dwelling without a dedicated garage Total 7 90 Based on this a total of seven visitor spaces are required and 90 secure long stay spaces, of which some 84 of these are required to be provided for residents of the apartments. 5 From wall

20 Transportation Assessment Report Page 16 It is proposed to provide some 24 short stay bicycle spaces, with eight of these to be located near the Parkway Drive vehicle access and four bicycle spaces located behind each Lobby space (total of 16 spaces). A total of 84 secure cycle parking spaces for the use of residents and staff will be provided securely within the basement carparks of both buildings and on the ground floor of the south-western building. Thus, the proposed development meets the Unitary Plan requirements. 7 LOADING Table E of the Unitary Plan details the loading space requirements for various activities. For retail and industrial activities between 300-5,000 sqm, the Unitary Plan requires one loading space and for all other activities (such as the residential and office components of the proposal) with a GFA of between 5,000 20,000 sqm one loading space is required. Based on a retail GFA of up to 543 sqm (worst case scenario which assumes the commercial space is developed as retail) and office / residential GFA of less than 5,000 sqm in the northern building one loading bay is required. The southern building is solely residential and has a total GFA of 7,007 sqm, thus requires one loading bay. It is proposed to provide a loading bay suitable of accommodating an 8m truck in both buildings. This will predominantly provide for waste collection in the southern building, but will also be available for resident deliveries or moving house related vehicles. In the northern building this will also provide for any retail or office related deliveries as well as waste removal. Both loading bays are at least 3.5m wide, by 8m long. The northern building basement has a clearance height of some 3.8m at the loading bay and on its approach from the site boundary. The southern loading bay is open to the air and has no height restrictions. Both loading bays will have a maximum gradient of 1 in 20 and thus meet Unitary Plan dimensional requirements. 8 CONSTRUCTION The construction methodology for the residential / commercial development has not been finalised as it will depend on a range of factors, including any resource consent requirements. As such, it is proposed that provision be made in the resource consent conditions for a Construction Traffic Management Plan to be developed for the works anticipated (as is typically the case for other apartment buildings in Auckland). It is considered that this Construction Traffic Management Plan should include: i. Construction dates and hours of operation including any specific non-working hours for traffic congestion / noise etc, aligned with normally accepted construction hours in the Auckland Region. ii. Truck route diagrams both internal to the site and external to the local road network. iii. Temporary traffic management signage / details for both pedestrians and vehicles to appropriately manage the interaction of these road users with heavy construction traffic. iv. Details of site access / egress over the entire construction period. Noting that all egress points to be positioned so that they achieve appropriate sight distance as

21 Transportation Assessment Report Page 17 per the Land Transport Safety Authority Guidelines for visibility at driveways RTS6 document. Based on experience of constructing similar residential / commercial developments and bearing in mind the capacity within the existing road network, with the appropriate Construction Traffic Management Plan in place and the above measures implemented, it is considered that construction activities will be managed to ensure an appropriately low level of traffic effects. 9 CONCLUSIONS Following a review of the proposal to develop a residential / commercial development at 54 Parkway Drive, Rosedale the following can be concluded: No traffic safety issues have been identified which suggest any safety concerns with the proposed development; The traffic expected to be generated by the proposed development can be accommodated within the existing road network; The gradients and dimensions of both site accesses comply with Unitary Plan requirements; Vehicle access restrictions exist on Sunset Road as this is an Arterial Road, however access here is considered acceptable when assessed against the Unitary Plan criteria; There is a parking shortfall of some 48 spaces when compared to the Unitary Plan requirements. All dwellings will be provided with a parking space, thus this shortfall would relate to the office and retail components of the site. This is considered acceptable as the site is located directly adjacent to the northern busway so has a higher than usual public transport provision, and the scale of the retail is that it is likely most visitors will come from either internal to the site, be busway users or local area employees and are capable of walking / cycling to the site. All parking space dimensions comply with the Unitary Plan requirements; Two loading spaces are provided (one for each building), both meet Unitary Plan dimensional requirements. An appropriate Construction Traffic Management Plan should be implemented to manage construction activities to ensure an appropriate low level of traffic effects. Overall, and subject to the above recommendations, it is concluded that the development is acceptable and there are no traffic engineering or transportation planning reasons that would preclude the development of the subject site as proposed.