TRAFFIC ENGINEERING ASSESSMENT MOUNT EDEN ROAD, MOUNT EDEN

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1 12 September 2017 Iain McManus Civitas Planning Consultants PO Box Ponsonby AUCKLAND 1144 Dear Iain, TRAFFIC ENGINEERING ASSESSMENT MOUNT EDEN ROAD, MOUNT EDEN As requested, we have prepared a traffic assessment of the proposed residential and commercial development on Mount Eden Road in Mount Eden. This assessment examines and describes the on-site layout with regards to access, circulation and parking provision in terms of the relevant Auckland Unitary Plan (AUP) standards and assessment criteria. The site is currently zoned Business Mixed Use under the AUP. 1. PROPOSAL DESCRIPTION The proposal is described in detail in the resource consent application, and basically involves the redevelopment the site with a building containing two levels of parking, 15 residential apartments, and an office/retail tenancy with a gross floor area (GFA) of 159m 2 on the ground floor facing Mt Eden Road. The breakdown of the apartment typologies is 5 x 1-bedroom, 7 x 2- bedroom and 3 x 3-bedroom apartments. Vehicle access to the on-site parking will be via a new vehicle crossing at the end of Shaddock Street. The site will no longer rely on its existing access from Mount Eden Road, gained via 47 and 49 Mount Eden Road (although the vehicle crossing serving this access will remain in place for use by the adjoining sites). Pedestrian access will be separated from vehicles and possible from both Shaddock Street and Mount Eden Road. A total of 15 parking spaces including one mobility parking space will be provided on site. One parking space is in a single garage, while the other 14 spaces are in a common parking area over two levels of parking. Vehicle circulation between the two parking levels will be via a vehicle hoist. Secure bicycle storage has also been provided 9 bicycles across the two levels. The plans also indicate opportunities to parking 2 motorcycles or scooters in the common parking area, while more motorbike spaces can be potentially gained if demand rises. 2. VEHICLE ACCESS In considering vehicle access to a site, it is important that adequate sight distance is available and the access is designed to ensure safe traffic and pedestrian movement. Auckland Office: P O Box , Titirangi, Auckland 0642 Level 1, 400 Titirangi Road, Titirangi Village Tel: (09) Fax: (09)

2 - 1 - Sight Distance In respect of sight distance, the appropriate standard is the Land Transport Safety Authority publication Guidelines for Visibility at Driveways (RTS 6). The stated minimum visibility requirements are based on the operating speed of approaching traffic, classification of the frontage road and the number of vehicles using the access daily. There are two components to the sight distance measurement. The first being the Sight Distance requirement and the second being the Lines of Clear Sight. The sight distance / lines of clear sight required is dependent upon the traffic generation of the proposal, the 85th percentile speed of vehicles on the frontage road and the classification of the frontage road. Shaddock Street is a Local Road and the predicted number of vehicle movements at the vehicle crossing is less than the rating threshold of 200 vehicle trips per day. As such, the access is defined as low volume according to RTS 6. Considering the site s location at the end of the cul-de-sac, the 85 th percentile operating speed is estimated to be in the order of 30 km/hr. RTS 6 suggests that 30 metres clear sight distance for this speed. Both lines of clear sight and available sight distance to the west has been assessed as more than 120 metres which exceeds the recommended distances of 30 metres. Vehicle Access Design The vehicle accesses to the two parking areas has a combined vehicle crossing width of 6.0 metres as it measures along the site boundary. The new vehicle crossing has a minimum 2.0 metre separation from adjacent vehicle crossings and the pedestrian walkway along the northern side of the building. There is no footpath across the site frontage on Shaddock Street and pedestrians using the adjacent walkway will need to utilise part of the carriageway to link to footpaths on both sides of the road. The proposed landscape between the vehicle crossing and the walkway by the side of the site will separate pedestrian movements from walking across the front of the proposed access and the use of low-profile vegetation will not deteriorate the inter-visibility between drivers using the access and pedestrians from the walkway. Within the site, the garage doors for each parking area are set back from the boundary and have a width of 2.7 metres for the single garage and 3.0 metres to the main parking area. The sight lines from the parking areas are suitable so as not to create any unsafe conflicts between vehicles exiting each access and pedestrians either using the walkway or crossing the road in front of each access. All parking within the main parking area has been configured so that all vehicle movements to and from the site will be in a forward direction except for the single garage. Overall, the proposed vehicle access arrangement is considered acceptable within the current traffic environment. 3. PARKING A total of 15 parking spaces including one mobility parking space will be provided on site. One parking space is in a single garage, while the other 14 spaces are in a common parking area over two levels of parking.

3 - 2 - All parking within the site is provided as 90-degree parking spaces. They are typically a minimum 2.4 metres wide and 5.0 metres deep with manoeuvring space no less than 7.1 metres. A vehicle turntable is also provided on the entrance level of the main parking area to assist in vehicle manoeuvring so that no reversing from the main parking area is required. The parking spaces are formed on flat gradients and are considered suitable for the intended use. The parking dimension with the AUP standard. Developments in the Business Mixed Use zone have no minimum parking requirement under the AUP. However, there is maximum parking provision requirement on each activity listed in Table 1. 1 Table 1: Parking Requirements Activity GFA (m²) Parking Ratios (spaces) Parking Requirements Parking Provision Minimum Maximum Minim Maximum um Retail 159 No Min. 1 per 20² GFA Office 159 No Min. 1 per 30m² GFA Apartment 15 units No Min. 1 or 2 per dwelling Plus 0.2 visitor spaces per dwelling TOTALS 31 or NZS 4121:2001 Design for Access and Mobility Buildings and Associated Facilities defines the number of mobility parking spaces that needs to be provided, for every 1 to 20 parking spaces provided on-site, a minimum of one mobility space shall be provided. The proposal provides 1 mobility parking space. The proposal with the AUP parking requirements with regards to number of parking spaces. In the AUP, there is no bicycle parking requirement for any retail activity having GFA less than 350m 2. There is also no requirement for office activities less than 200m² GFA or residential developments with less than 20 dwellings. Nevertheless, the proposal provides secure bicycle parking for a minimum of 9 bicycle spaces. Therefore, the development provides more bicycle parking than required under the AUP. 4. AUCKLAND UNITARY PLAN REQUIREMENTS Section E27 of the Auckland Unitary Plan (AUP) sets out the development standards relating to transport. Table 2 lists the relevant standards that apply to this development and comments on compliance. Where there is non-compliance, further assessment has been undertaken against the criteria set out in the AUP in Section 5.0 below.

4 - 3 - Table 2 Transport Development Standards Development Standard Requirement/Details Comment E Traffic Generation E Number of parking spaces E Cycle parking E End Trip Facilities E Number of loading spaces E Size & location of parking spaces E Size & Location of Loading Spaces E Access & manoeuvring for parking Set the threshold for when resource consent as a restricted discretionary activity is required where new development has more than 100 dwellings or a trip generation of more than 100vph for activities not specified in Table E Defines the min. and max. parking spaces required for new developments. In Business Mixed Use zone, there is only maximum parking provision of 1 per 1-bedroom dwelling, 2 per dwelling with 2 or more bedrooms and 0.2 visitor spaces for residential activity, 1 per 20m 2 GFA for retail and 1 per 30m 2 GFA for office GFA. Defines the No. of cycle parks required for new residential and commercial developments. There is no cycle parking requirement for development with less than 20 dwellings and retail or office activities less than 200m 2 GFA. End trip facilities to be provided for any office, education of hospital facilities There is no loading requirement for development for residential activity with less than 5,000m 2 GFA and retail activities with less than 300m 2 GFA. Defines the size, use and location of parking spaces Defines the size, use and location of loading spaces Defines the requirements for design vehicles, driveways, manoeuvring area and stacked parking allowances. This development is for 15 apartments and a retail or office activity with 159m 2 GFA does not apply A maximum of 31 or 34 parking spaces are permitted. There are 15 parking spaces proposed on-site The proposal includes 15 apartments and a retail or office tenancy of 159m 2 GFA - does not apply The proposal office activity is less than the minimum threshold of 500m² GFA - does not apply The proposed residential and retail activities have GFA less than 5,000m 2 and 300m 2 respectively - does not apply All spaces are located within the same site, will not be used for any other purposes and will be available at all times All parking spaces meet the minimum dimensional requirements of Table E No loading space is proposed does not apply All parking spaces will have dedicated access aisles to accommodate 85 th percentile vehicle tracking -

5 - 4 - Development Standard Requirement/Details E Reverse manoeuvring E Vertical Clearance E Formations & gradients E Lighting E Vehicle access restrictions E Width & number of vehicle crossings E Width of vehicle access & queuing E Gradient of vehicle access E Design & location of pedestrian/cycle facilities Defines the conditions in which reversing manoeuvring is acceptable to and from a site. Defines the min. overhead clearance so vehicles can pass under overhead structures Defines the formation and gradients for all parking spaces & manoeuvring areas Lighting is required where there are 10 or more parking spaces and pedestrian routes Defines the acceptable locations of access points in relation to strategic roads and intersections Defines the maximum number of vehicle crossings, proximity to others and permitted widths Defines the standards for vehicle access widths for on-site parking and pedestrian movements. Defines the gradients of circulating aisles for vehicle movements Defines the requirements for off-road and pedestrian and cycle facilities Comment Sufficient manoeuvring space is provided on site such that all vehicles can exit the site in a forward manner except the single garage. The single garage is considered a separate access and therefore reverse manoeuvring is permitted - The vertical clearance in the parking areas is no less than 2.5m over the mobility space and 2.1m over the rest of the spaces All parking areas will be formed drained with all-weather surfaces and with a gradient no greater than 1 in 20 - Gradient of manoeuvring areas cannot exceed 1 in 8 - Adequate lighting is to be provided The proposed access point is more than 10m from any intersection Only one vehicle crossing is proposed The proposed vehicle crossing has more than 2.0m separation between any adjacent vehicle crossings The proposed vehicle crossing is 6.0m wide matching the maximum width allowed (6.0m) for a combined vehicle crossing Each vehicle access meets the minimum dimensional requirements of Table E except for the main car park entrance which has a width of 3.0m and serves 14 parking spaces (5.5m required) - does not comply All gradients within vehicle circulating areas will be no steeper than 1 in 5 The vehicle access is designed with a gradient no steeper than 1 in 20 at the road boundary The pedestrian facilities on site are considered to meet the requirements of this standard -

6 AUCKLAND UNITARY PLAN ASSESSMENT CRITERIA Section E of the AUP sets out the assessment criteria when there is an infringement in development standards for a development. For the proposal, the following standards are infringed: E Width of Vehicle Access and Queuing (Criteria 8) The following lists the relevant assessment criteria for these infringements and comments on each as they apply to this development. 8. Infringing the development standards s for design of parking and loading areas or access a. effects on the safe and efficient operation of the adjacent transport network, having regard to: i. the effect of the modification on visibility and safe sight distances; ii. existing and future traffic conditions including speed, volume, type, current accident rate and the need for safe manoeuvring; iii. existing pedestrian numbers, and estimated future pedestrian numbers having regard to the level of development provided for in this Plan; or iv. existing community or public infrastructure located in the adjoining road, such as bus stops, bus lanes, footpaths and cycleways. b. effects on pedestrian amenity or the amenity of the streetscape, having regard to: i. the effect of additional crossings or crossings which exceed the maximum width; or ii. effects on pedestrian amenity and the continuity of activities and pedestrian movement at street level in the Business City Centre Zone, Business Metropolitan Centre Zone, Business Town and Business Local Centre Zone. c. the practicality and adequacy of parking, loading and access arrangements having regard to: i. site limitations, configuration of buildings and activities, user requirements and operational requirements; ii. the ability of the access to accommodate the nature and volume of traffic and vehicle types expected to use the access. This may include considering whether a wider vehicle crossing is required to: comply with the tracking curve applicable to the largest vehicle anticipated to use the site regularly; accommodate the traffic volumes anticipated to use the crossing, especially where it is desirable to separate left and right turn exit lanes; iii. o the desirability of separating truck movements accessing a site from customer vehicle movements; o the extent to which reduced manoeuvring and parking space dimensions can be accommodated because the parking will be used by regular users familiar with the layout, rather than by casual users; any use of mechanical parking installation such as car stackers or turntables does not result in queuing beyond the site boundary; or

7 - 6 - iv. any stacked parking is allocated and managed in such a way that it does not compromise the operation and use of the parking area. Comment (E ) Width of Vehicle Access The final infringement under this standard relates to the width of the vehicle access to the main car parking area being less than the minimum width of 5.5 metres where more than 9 parking spaces are provided. The vehicle access has a width of 3.0 metres through the garage gate to the main parking area. As the internal access through the garage is designed to only allow one-way traffic at the same time and the width with the one-way access dimension in the AUP. In addition, the chance to have both vehicles travelling in opposite directions is less likely due the split levels of parking connected by a hoist. The layout of the parking regulates the flow to and from the site to no more than 8 cars at any one time (7 cars on Level B2 and 1 car using the hoist), which is below the threshold of 9parking spaces. As typical for an apartment building, separate pedestrian access to the building is provided so there would not be any conflict between vehicle and pedestrian movements. As stated above, vehicle movement to and from the proposed vehicle access enjoys a high standard of sight lines and intervisibility between drivers and all other road users such that the access will not have any tangible effect on safety and the operation of accessway. 6. CONCLUSIONS Based on the analyses described in this report, the following conclusions can be made in respect of the proposal to establish a mixed-use development at Mount Eden Road in Mount Eden: A review of the transport standards has identified one infringement against the Auckland Unitary Plan. Vehicle and pedestrian access to the site is designed to a suitable standard such that this infringement will not have an adverse effect on the surrounding road network, or to the safety of pedestrians and vehicles using the site and the adjacent road network. Overall, it is considered that the traffic engineering effects of the proposal can be accommodated on the road network without compromising its function, capacity or safety. Therefore, from a traffic engineering perspective it is considered that the proposal will have less than a minor impact. Prepared by Elemit Fu