Grey Lynn Cohaus, 11 Surrey Crescent. Transport Assessment

Transcription

1 Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment March 2018

2 Project: Grey Lynn Cohaus, 11 Surrey Crescent Title: Transport Assessment Document Reference: P:\nord\ Surrey Crescent TA\Reporting\R1A docx Prepared by: Yanfei Hong/Russell Brandon Reviewed by: Bronwyn Coomer-Smit Revisions: Date Status Reference Approved by Initials 15 March 2018 A R1A B Coomer-Smit The drawings, information and data recorded in this document (the information) are the property of Flow Transportation Specialists Ltd. This document and the information are solely for the use of the authorised recipient and this document may not be used, copied or reproduced in whole or part for any purpose other than that for which it was supplied by Flow Transportation Specialists Ltd. Flow Transportation Specialists Ltd makes no representation, undertakes no duty and accepts no responsibility to any third party who may use or rely upon this document or the information.

3 Transport Assessment i EXECUTIVE SUMMARY Flow Transportation Specialists Ltd (Flow) has been commissioned by Studio Nord to identify and assess the transport planning and traffic engineering matters relating to the redevelopment of 11 Surrey Crescent, Grey Lynn. The proposed re-development includes the relocation of the existing villa within the site, removal of the existing peripheral buildings on the site, and the construction of a 19 unit Cohaus residential development. Cohaus is an urban cooperative approach to housing projects founded on cohousing principles, with members forming an incorporated society. Cohousing is an innovative model originating in Scandinavia that encourages community interaction and sharing of resources, such as gardens, laundry facilities, storage, recreational facilities, cars, car parking, and bicycle parking. Overall, it is understood that the Cohaus principles encourage sustainable living, which in terms of transport will mean less reliance on cars as a mode of travel. The key landuse and transportation elements of the proposed development include: Relocation of the existing villa to the northern boundary of the site, fronting Browning Street. This villa will be sold as an unrenovated dwelling, under a separate title. The new owner will need to apply for building consent to complete the dwelling relocation and construction Removal of the remaining existing buildings on the site Construction of a 19 dwelling Cohaus development comprising two studio apartments, three onebedroom dwellings, seven two-bedroom dwellings, five three-bedroom dwellings, one fourbedroom dwelling, and one five bedroom dwelling Implementation of a new vehicle crossing and one off-street parking space for the relocated villa on Browning Street Implementation of nine off-street car parking spaces (including three vertically stacked car parking spaces) for the Cohaus development with vehicle access from Firth Road The provision of at least 25 bicycle parking spaces for the Cohaus development in a large secure area, adjacent to the parking area Dedicated pedestrian accesses from Browning Street and Surrey Crescent and a shared pedestrian access from Firth Road. Based on the analysis described in this report, it can be concluded that the proposal will result in no noticeable adverse transportation effects relating to the function, capacity, and safety of the surrounding transport network. The predicted additional peak hour vehicle trip generation is anticipated to be low at between 6 and 12 vehicle trips per hour and can easily be accommodated by the surrounding road network. The technical parking shortfall is not anticipated to create any noticeable on-street effects. Further, the layout of the parking and access is considered acceptable, and the areas of the layout that are not compliant with the AUP-OIP will not affect the safe and efficient operation of the sites, or the surrounding road network. Accordingly, it is concluded that there are no transport planning reasons to preclude resource consent being granted.

4 Transport Assessment ii CONTENTS 1 INTRODUCTION AUP-OIP TRANSPORT ASSESSMENT FRAMEWORK SITE LOCATION EXISTING CONDITIONS Existing Site and Surrounding Land Use Surrounding Road Network Surrey Crescent Browning Street and Firth Road TRANSPORT ACCESSIBILITY Private Vehicle Accessibility Public Transport Accessibility Walking and Cycling Accessibility THE PROPOSED DEVELOPMENT ACCESS ASSESSMENT Vehicle Access Cohaus/Firth Road Vehicle Crossing Browning Street/Villa Vehicle Crossing Walking and Cycling Accessibility TRAFFIC ASSESSMENT Traffic Generation Traffic Effects SAFETY ASSESSMENT PARKING ASSESSMENT AUP-OIP Car Parking Requirements Car Parking Provision and Effects Car Parking Layout Bicycle Parking Servicing and Loading Assessment AUP-OIP ASSESSMENT Detailed Section E27 Assessment Restricted Discretionary Assessment Criteria ASSESSMENT OF CONSTRUCTION EFFECTS CONCLUSIONS APPENDICES APPENDIX A APPENDIX B VEHICLE TRACKING VISIBILITY PLAN

5 Transport Assessment 1 1 INTRODUCTION Flow Transportation Specialists Ltd (Flow) has been commissioned by Studio Nord to identify and assess the transport planning and traffic engineering matters relating to the redevelopment of 11 Surrey Crescent, Grey Lynn. The proposed re-development includes the relocation of the existing villa within the site, removal of the existing peripheral buildings on the site, and the construction of a 19 unit Cohaus residential development. Cohaus is an urban cooperative approach to housing projects founded on cohousing principles, with members forming an incorporated society. Cohousing is an innovative model originating in Scandinavia that encourages community interaction and sharing of resources, such as gardens, laundry facilities, storage, recreational facilities, cars, car parking, and bicycle parking. Overall, it is understood that the Cohaus principles encourage sustainable living, which in terms of transport will mean less reliance on cars as a mode of travel. This Transport Assessment forms part of the Assessment of Environmental Effects supporting the development s resource consent application, and addresses the transport planning and traffic engineering matters associated with the proposed development, including: A description of the transport environment as it relates to the subject site, including site location, surrounding land use activities, existing access provisions and existing and future public transport accessibility, and walking and cycling accessibility A description of the proposed development, including a brief description of the transport elements of the proposal including vehicle and pedestrian access and parking provision to serve the development An access assessment, focussing on the vehicular and pedestrian access provisions associated with the proposal A traffic assessment including the amount of vehicle trips the proposal is likely to generate during peak hours and the impact it may have on the surrounding road network during the peak commuter hours A safety assessment of the surrounding road network including an analysis of historic crash records, and an assessment as to the effect the additional traffic expected to be generated by the proposed development may have on the safety of the surrounding network A parking assessment including the location, design and adequacy of the parking facility proposed to support the development An assessment of the proposal with regard to the transportation rules contained in the Auckland Unitary Plan Operative in Part (AUP-OIP) A preliminary assessment of construction traffic effects. These and other matters will be addressed in the following detail of this report. By way of summary, this Transport Assessment concludes that from a land use and transportation perspective, the proposed development will result in no noticeable effects to the safety and efficiency of the surrounding transport network. Further, it is concluded that the proposed development provides safe and efficient vehicular and pedestrian access, as well as adequate onsite car and bicycle parking provision to meet the expected

6 Transport Assessment 2 parking demands. Accordingly, there are no transport related matters that would preclude the granting of this resource consent application. 2 AUP-OIP TRANSPORT ASSESSMENT FRAMEWORK As shown in Figure 1, the proposed development site is located on land zoned Residential Single House Zone under the AUP-OIP. The site is also subject to the D18 Special Character Area Overlay. Figure 1: AUP-OIP zoning 11 Surrey Crescent 1 11 SURREY CRESCENT The proposed development is an Integrated Residential Development. Integrated Residential Developments in the Single House Zone are classified as a discretionary activity. As such the proposed development is subject to an assessment against the objectives and policies in the AUP-OIP. Section H3 Residential Single House Zone of AUP-OIP has no objectives and policies relevant to transport. With regard to Section E27 Transport of the AUP-OIP, the proposed development is classified as Restricted Discretionary according to the following criteria set out in Table E27.4.1: (A2) Parking, loading and access which is an accessory activity but which does not comply with the standards for parking, loading and access (parking space provision, stacked parking spaces) (A5) Construction or use of a vehicle crossing where a Vehicle Access Restriction applies under Standard E (2) or E (3) (vehicle crossing being located within 10m of an intersection) 1 accessed 22/08/2017

7 Transport Assessment 3 Under E27.8.1, the Matters of Discretion relating to the above restricted discretionary activity are as follows: The Council will restrict its discretion to the following matters when assessing a restricted discretionary resource consent application. (6) any activity or development which provides fewer than the minimum number of parking spaces under Standard E27.6.2(1): (a) adequacy for the site and the proposal; (b) effects on adjacent activities and on the adjoining transport network; and (c) availability and suitability of alternative parking supply and management arrangements. (9) any activity or development which infringes the standards for design of parking and loading areas under Standard E or the standards for design, number, and location of vehicle crossings and access under Standards E , E , and E : (a) adequacy for the site and the proposal; (b) design of parking, loading and access; (c) effects on pedestrian and streetscape amenity; and (d) effects on the transport network. (12) construction or use of a vehicle crossing where a Vehicle Access Restriction applies under Standard E (2) and Standard E (3): (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. As such this Transport Assessment report focuses on these above matters, and also includes an assessment of other transportation matters as outlined previously. 3 SITE LOCATION The development site is located at 11 Surrey Crescent, Grey Lynn as shown in Figure 2 below. The site is located approximately 400 m north-east of the Grey Lynn town centre, opposite Grey Lynn School and within 500 m of Grey Lynn Park, located to the north east of the site.

8 Transport Assessment 4 Figure 2: Site Location of Proposed Development 2 CBD 11 Surrey Crescent Grey Lynn Park Western Spring Park Grey Lynn Town Centre 4 EXISTING CONDITIONS 4.1 Existing Site and Surrounding Land Use As shown in Figure 3 overleaf, the subject site of 11 Surrey Crescent is presently occupied by Fairleigh Lodge, a residential support of mental health and addictions service. To the south of the site, is Grey Lynn School and the Grey Lynn town centre, and to the west of the site is mixed retail and medium density residential apartments. The balance of land use activity surrounding the site, is predominantly low density, residential houses. The site currently has one, two-way vehicle access from Surrey Crescent. 2 Auckland Council GeoMaps

9 Transport Assessment 5 Figure 3: Site and immediately surrounding transport network 3 11 Surrey Crescent 4.2 Surrounding Road Network Surrey Crescent As stated previously, the site is located on Surrey Crescent which is classified as an Arterial Road in the AUP-OIP. The traffic volumes on Surrey Crescent in the vicinity of the site are approximately 11,700 vehicles per day 4. The speed limit of Surrey Crescent in the vicinity of the site is 50 km/hr. As shown in Figure 4 overleaf, the existing cross section of Surrey Crescent in the vicinity of the site currently comprises one traffic lane in each direction, a flush median, and a shoulder on both sides of the road. These shoulders are approximately 2.3 m wide, and are used for parking. The 5.4 m wide traffic lanes and 2.5 m flush median allow sufficient room for through traffic to manoeuvre past parked vehicles that may be wider than the shoulder width provided. The flush median also accommodates vehicles turning right into and out of vehicle accesses and side roads. 3 Auckland Council GeoMaps 4 Auckland Transport 5 day volume, between Selbourne Street and Firth Road, December 2012

10 Transport Assessment 6 Figure 4: Surrey Crescent looking west 5 11 Surrey Crescent Browning Street and Firth Road To the western and eastern side of the site, Browning Street and Firth Road surround the site respectively but do not at present provide direct vehicular access to the site. Both of these streets are residential, local roads, intersecting with Surrey Crescent with Give Way controls, and both providing for two traffic lanes and on-street parking. The speed limit on both roads is 50 km/hr. 5 TRANSPORT ACCESSIBILITY 5.1 Private Vehicle Accessibility The site has good private vehicle accessibility to and from key local areas. Western Springs Park is within 700 m via Surrey Crescent/Old Mill Road, St Lukes Mall within 3.5 km via Bullock Track/Great North Road/St Lukes Road, and the Auckland City Centre is within 4 km via Great North Road. The development site is well located with respect to the State Highway network with access to the Northwestern Motorway (SH 16) 1.3 km southwest of the site via Great North Road/St Lukes Road interchange. 5.2 Public Transport Accessibility The existing bus routes in the vicinity of the development are shown in Figure 5 overleaf. The nearest bus stops are located approximately 200 m west of the development on Surrey Crescent and are serviced by the 020 bus service to Westmere. This service, as shown in Table 1, runs every 20 mins during weekdays and Saturdays, and every 30 minutes on weekdays, and Saturdays after 7 pm, and on Sundays. 5 Google Street View

11 Transport Assessment 7 In addition, bus stops on Great North Road and Williamson Avenue, located approximately 400 m south of the development, (5-minute walk), service the 010 bus route to Onehunga via Mt Albert, and the 030 bus route to Point Chevalier. The 010 service operates on weekdays every 30 minutes during peak commuter times, and every one hour between 9 am and 3 pm. The 030 service operates every 30 minutes during all times. Figure 5: Existing bus network near the site Surrey Crescent 030 Table 1: Existing Bus Routes serving the Site Route Route Description Weekday Frequency Weekend Frequency Surrey Crescent 020(X) Britomart to Westmere Every 20 minutes before 19:00, otherwise every 30 minutes Every 20 minutes between 9.00 and 19.00, otherwise every hour on Saturdays. Every 30 minutes on Sundays Great North Road 010 Wynyard Quarter to Onehunga Transport Centre 030 Mid town to Point Chevalier Every 1 hour between 9.00 and 15.00, otherwise every 30 minutes Every 30 minutes No service Every 30 minutes 6

12 Transport Assessment 8 In summary, there are a considerable number of bus services within walking distance of subject site, which provide excellent opportunity of accessing the Auckland CBD, Westmere, Point Chevalier, Onehunga and other central suburbs by bus. A new public transport network through the central suburbs is proposed to be implemented in late This new network is shown in Figure 6 and Table 2. The bus service 105 will travel on the western side of Surrey Crescent from the city to Westmere, which will play a very similar role of the existing bus service 020 with a few changes to the route in the city centre. A significant number of bus services will travel on Great North Road to a range of suburbs in the West Auckland. Figure 6: Proposed Bus Network 7 11 Surrey Crescent Table 2: Future Bus Routes serving the Site Route Route Description Weekday Frequency Weekend Frequency Additional Information Surrey Crescent 105 City to Westmere Every 10 minutes in the peak, every 20 minutes during the day, and every 30 minutes in the evening. Every 20 minutes during the day and every 30 minutes during the evening. 7

13 Transport Assessment 9 Table 2: Future Bus Routes serving the Site Route Route Description Weekday Frequency Weekend Frequency Additional Information Great North Road 18 City Centre to New Lynn via Great North Road Every six minutes in the peak, every 12 minutes during the day, and every 15 minutes in the evening. Every six minutes in the peak, every 12 minutes during the day, and every 15 minutes in the evening. Additional 01.00, 02.00, services on Friday and Saturday evenings. These trips will extend from New Lynn to Henderson via Great North Rd 110 City Centre to Westgate via Northwestern Motorway Every 30 minutes in the peak and during the day, and every hour in the evening. Every 30 minutes in the peak and during the day, and every hour in the evening. Additional 00.35, 01.35, services on Friday and Saturday evenings 129 City Centre to Westgate via Don Buck Road Four services to City between 06:45 and 08:15, and from City between 16:15 and 17:45. No service. 132 City Centre to Te Atatu Peninsula Every 10 minutes in the peak, every 30 minutes during the day, and every hour in the evening. Every 10 minutes in the peak, every 30 minutes during the day, and every hour in the evening. 132x and 133x travel directly to the City via Northwestern Motorway at peak times 133 City Centre to Henderson via Te Atatu Road Every 10 minutes in the peak, every 30 minutes during the day, and every hour in the evening. Every 10 minutes in the peak, every 30 minutes during the day, and every hour in the evening. 134 City Centre to Henderson via Te Atatu Road Every 20 minutes in the peak, every 30 minutes during the day, and every hour in the evening. Every 20 minutes in the peak, every 30 minutes during the day, and every hour in the evening. 195 City Centre to New Lynn via Green Bay and Blockhouse Bay Every 15 minutes in the peak, every 30 minutes during the day, and every hour in the evening. Every 15 minutes in the peak, every 30 minutes during the day, and every hour in the evening. This new network retains the existing 020 bus service with the route number changings to 105, and proposes a frequent service along Dominion Road between the city centre and Blockhouse Bay. The

14 Transport Assessment 10 frequent service on Dominion Road (Route 25) will run every three minutes in the peak, every five minutes during the day, and every ten minutes in the evening. Taking these changes onto account, it is considered that the public transport accessibility of the site will be equal if not better with the new network, compared to the existing network. 5.3 Walking and Cycling Accessibility Footpaths are provided on both sides of Surrey Crescent which are approximately 2.5 m wide. Footpaths are also provided on both sides of Firth Road and Browning Street. There is a pedestrian zebra crossing 100 m east of the site which provides safe opportunities for pedestrians to cross Surrey Crescent, and a pedestrian refuge island at the Firth Road/Surry Crescent intersection. As such, the subject site has good pedestrian accessibility. Currently there are limited cycle facilities in the area surrounding the development site. However, an Auckland Transport project is underway which includes the implementation of high quality, safe cycle routes in the Grey Lynn area, linking parks, shops, and other cycle facilities that will cater for people with a range of confidence levels. The extent of this project is shown in Figure 7. Figure 7: Grey Lynn Safe Cycle Routes 11 Surrey Crescent

15 Transport Assessment 11 The currently proposed cycle facilities for Surrey Crescent in the vicinity of the development site are shown in Figure 8, with buffered/protected cycle lanes provided on both sides of the road. The project is anticipated to be completed by the end of Figure 8: Proposed Surrey Crescent Cycle Lanes 8 11 Surrey Crescent In future, it is anticipated that the proposed/currently being constructed Grey Lynn cycle ways will connect to the North Western Cycleway, and the cycleways in the Auckland City Centre. Completion of this network will make the much of the central Auckland isthmus area accessible by bicycle from the 11 Surrey Crescent. Assuming that the cycle network is constructed as intended, the proposed development site is considered to have excellent cycle accessibility. 6 THE PROPOSED DEVELOPMENT The site plan of the proposed Cohaus residential development at 11 Surrey Crescent, Grey Lynn is shown in Figure 9 below, with a full set of drawings of the proposal attached to the resource consent application. The key landuse and transportation elements of the proposed development include: Relocation of the existing villa to the northern boundary of the site, fronting Browning Street. This villa will be sold as an unrenovated dwelling, under a separate title. The new owner will need to apply for building consent to complete the dwelling relocation and construction Removal of the remaining existing buildings on the site Construction of a 19 dwelling Cohaus development comprising two studio apartments, three onebedroom dwellings, seven two-bedroom dwellings, five three-bedroom dwellings, one fourbedroom dwelling, and one five bedroom dwelling 8

16 Transport Assessment 12 Implementation of a new vehicle crossing and one off-street parking space for the relocated villa on Browning Street Implementation of nine off-street car parking spaces (including three vertically stacked car parking spaces) for the Cohaus development with vehicle access from Firth Road The provision of at least 25 bicycle parking spaces for the Cohaus development in a large secure area, adjacent to the parking area Dedicated pedestrian accesses from Browning Street and Surrey Crescent and a shared pedestrian access from Firth Road. Figure 9: Proposed Development Vehicle access Pedestrian access

17 Transport Assessment 13 7 ACCESS ASSESSMENT 7.1 Vehicle Access Vehicle access to the site is proposed via a new vehicle crossing on Firth Road for the Cohaus development, and a new vehicle crossing on Browning Street for the relocated villa. The existing vehicle crossing on Surrey Crescent will be removed, and as such, there will be no vehicle crossings onto Surrey Crescent which is an arterial with cycle lanes proposed. This is considered to result in a significant beneficial safety effect to cyclists and pedestrians over the existing situation which allows vehicles to reverse from the existing parking area into Surrey Crescent Cohaus/Firth Road Vehicle Crossing The Cohaus vehicle crossing on Firth Road will be located adjacent to the northern boundary of the site, and will be 4.5 m wide at the boundary. For developments of six or more dwellings the AUP-OIP permits a maximum width of 6 m and a minimum width of 2.75 m provided there are clear sight lines. The proposed access is short and straight with clear sight lines into and out of the parking area. As such the proposed vehicle crossing width at the boundary is compliant. The proposed Firth Road vehicle crossing is located opposite/adjacent to an existing pedestrian refuge island. Vehicle tracking shown in Appendix A shows that the proposed 4.5 m boundary width is sufficient to allow an 85 th percentile car to enter and exit the proposed vehicle crossing, and that there is sufficient room for am 85 th percentile car to turn right around the pedestrian refuge island with at least 500 mm clearance. As such no changes to the refuge island are considered necessary. It is noted that a kerb extension has been constructed on the western side of Firth Road which ends in the vicinity of the proposed vehicle crossing, shown in Figure 10. To accommodate the proposed vehicle crossing, this kerb extension may need to be adjusted/extended. This detail will be provided at building consent stage, however the tracking plan in Appendix A shows an indicative layout. Figure 10: Firth Road Kerb Extension 11 Surrey Crescent Kerb Extension

18 Transport Assessment 14 The location of the Cohaus vehicle crossing is 8.5 m from the Firth Road/Surrey Crescent intersection as measured from the boundary. This is slightly less than the minimum 10 m permitted by the AUP-OIP. For low volume driveways on local roads with an operating speed of 40 kmh, RTS 6 Guidelines for Visibility at Driveways (RTS6) specifies a minimum sight distance of 30 m. As shown in the sight distance plan included in Appendix B, there is at least 30 m sight distance to vehicles turning left into Firth road from Surrey Crescent. There is also more than 30 m visibility to vehicles from all other approaches. As such, the location of the vehicle crossing is considered a very minor non-compliance and is not anticipated to affect the safe operation of the access. On the southern side to the driveway, the existing hedge will be cut back to provide a visibility splay from the driveway. Along the northern edge of the proposed vehicle crossing the existing 2 Firth Road fence and hedge will remain. While this may affect the driveway visibility splay to the north, this is an existing fence and hedge belonging to the adjacent property, and as such cannot be removed. It is also noted that shifting the proposed vehicle crossing south to improve the visibility splay would increase the proximity of the vehicle crossing to the intersection, and require the existing pedestrian refuge island to be significantly reduced in size. Notwithstanding this, as a very low volume driveway with a very low likelihood of an egressing car meeting an entering car, drivers are likely to position their vehicle in the centre of the 4.5 m wide driveway as opposed to the left hand side. This will allow for some visibility splay to the north for exiting drivers. The access is also very short, therefore speeds out of the driveway will be very low, and all the parking spaces are allocated to residents meaning all drivers will be familiar with the layout and will know to look for pedestrians on their left. As such, the lack of visibility splay to the north of the driveways is not anticipated to adversely affect the safety of pedestrians on Firth Road. It is also noted that RTS6 only recommends visibility splays are considered on high volume driveways with high pedestrian activity. As a short local road, Firth Road is unlikely to accommodate a high volume of pedestrian activity throughout the day Browning Street/Villa Vehicle Crossing The villa vehicle crossing on Browning Street is proposed to be located adjacent to the northern boundary of the site, and will be 3 m wide. The existing 3 Browning Street vehicle crossing is also approximately 3 m wide and is located immediately adjacent to the boundary. As such the two vehicle crossings will be combined with a maximum width of 6 m, compliant with the AUP-OIP. The proposed vehicle crossing is located over 30 m from the Browning Street/Surrey Crescent intersection as measured from the boundary, and Browning Street is straight in the vicinity of the site allowing for sufficient visibility. As mentioned, the villa is intended to be sold under a separate title, as an unrenovated dwelling, with the vehicle crossing not intended to be constructed as part of the Cohaus development. More detail about the construction of the vehicle crossing and surrounding fences that may be located within sight lines will be provided by the new owner when building consent is lodged. It is however recommended that fences, including the fence between the existing 3 Browning Street vehicle crossing and the proposed villa vehicle crossing are kept low as to not obstruct sight lines to pedestrians. It is also noted that an existing tree is located approximately 5 m south of the boundary, and as such the proposed driveway will be constructed within its dripline. Input from an arborist at building consent may therefore be required to ensure the construction of the vehicle crossing does not affect this tree.

19 Transport Assessment Walking and Cycling Accessibility A network of pedestrian paths is provided within the Cohaus development site as shown in previous Figure 9. These footpaths are generally between 1.2 m and 1.8 m wide. Two dedicated pedestrian entries to the site are provided off Surrey Crescent, with separate direct building entries provided off both Surrey Crescent and Browning Street. Pedestrian access will also be available via the vehicle access on Firth Road, which given the low volume of vehicles anticipated, will be safe for pedestrians to share. Overall the Cohaus development is considered to have excellent pedestrian connectivity. The villa will also have pedestrian access, the details of which will be given when building consent is lodged by the new owner. The bicycle parking area will be in a storage room adjacent to the car parking area. As such, bicycle access will be via the vehicle access. As previously stated, only a low volume of traffic is anticipated therefore the vehicle access is anticipated to be safe for cyclists and vehicles to share. 8 TRAFFIC ASSESSMENT 8.1 Traffic Generation A summary of the traffic anticipated to be generated by the proposed development is shown in Table 3. This is based on the following vehicle trip rates as specified in RTA Guide to Traffic Generating Developments, Australia (RTA): Medium density one and two bedroom apartments 0.50 vehicle trips per peak hour per dwelling 5 vehicle trips per day per dwelling Medium density three plus bedroom apartments/town houses: 0.65 vehicle trips per peak hour per dwelling 6.5 vehicle trips per day per dwelling Low density dwellings: 0.85 vehicle trips per peak hour per dwelling 9 vehicle trips per day per dwelling Table 3: Traffic Generation Dwelling Type Number of Dwellings Predicted Peak Hour Vehicle Trip Rate Predicted Peak Hour Vehicle Trips Predicted Daily Vehicle Trip Rate Predicted Daily Vehicle Trips Villa Bedroom Apartments Bedrooms Apartments Total

20 Transport Assessment 16 Based on these RTA trip generation rates, it is predicted that the proposed development will generate a total of 12 peak hour vehicle trips, and a total of 115 daily vehicle trips. Fairleigh Lodge is a supported residential care facility accommodating approximately 25 residents and 11 staff. For supported residential care facilities, the RTA specifies a vehicle trip generation rate of 0.2 peak hour trips per dwelling and two daily trips per dwelling. Assuming that each resident is housed in a separate room/dwelling, it is estimated that the existing site could generate up to five peak hour trips, and 50 daily trips. When considering this, it can be concluded that the nett additional vehicle trips generated by the proposed development could be around seven in the peak hour and 65 during the whole day. It is further noted that the above predication for traffic generation of the Cohaus residential dwellings is based on standard residential traffic generation rates which do not taken into account any onsite parking restraints. Traditionally the above RTA traffic generation would be based on a minimum onsite parking provision assumption of at least one parking space for each one to two bedroom unit, and a two parking space provision per unit for dwellings which have three of more bedrooms. This would have resulted in around 26 parking spaces having to being provided on the site for the above development proposition as shown in Table 3 (excluding the villa) of 12 one to two-bedroom units and 7 units with three plus bedrooms. This Cohaus development promote less reliance on private vehicle and has the philosophy of sharing cars, and as such it is the intention to provide for nine cars to service the entire 19 unit Cohaus development. As such it is considered that the actual traffic expected to be generated by the Cohaus proposal during the peak hours and during a typical day will be under half of the above RTA prediction of around six trips per hour and 55 trips per day, as less than half the traditional amount of onsite parking is intended to be provided. This may also be similar to the current volume of traffic generated by the existing Fairleigh Lodge. 8.2 Traffic Effects An additional 6 to 12 peak hour vehicle trips is considered to be very low and can be easily accommodated by the surrounding road network. While it is possible that it may be difficult to turn right onto Surrey Crescent from Firth Road during peak traffic periods, it is noted that there is a network of local roads that drivers can use to avoid this movement if desired. Further there is an existing flush median that will remain with the proposed improvements to Surrey Crescent which allow for right turns into, and out of Firth Road. The adjacent Grey Lynn School is currently undergoing expansion with an increasing roll. There is likely to be congestion around the school gates during pick up and drop off periods. Peak traffic generation for the proposed development is likely to be before and after peak commuter hours, and not before and after school hours. Therefore, the traffic anticipated to be generated by the proposed development is highly unlikely to noticeably contribute to traffic congestion caused in the vicinity of the school. 9 SAFETY ASSESSMENT The New Zealand Transport Agency s (NZTA) Crash Analysis System (CAS) has been used to search for crashes reported on the section of Surrey Crescent between Richmond Road and Prime Road, for the five year period 2012 to The results of this search are shown in Figure 11. A total of seven crashes were reported including three that resulted in minor injury.

21 Transport Assessment 17 Figure 11: Collision diagram The description and causes of the reported crashes are: A car parked on Surrey Crescent pulling out in front of a scooter (minor injury) A car pulling out of a driveway on Surrey Crescent colliding with a car parked (non-injury) A car pulling out of a driveway on Surrey Crescent hitting a pedestrian crossing Surrey Crescent (non-injury) A car parking on Surrey Crescent pulling out in front of an oncoming car (minor injury) A driver travelling along Surrey Crescent was hit by sun strike and collided with a car waiting to turn right into Browning Street (non-injury) A car turning right from Firth Road onto Surrey Crescent failed to give way to a car travelling along Surrey Crescent (minor injury) A car travelling along Surrey Crescent undertook a U-turn, colliding with a motorbike trying to overtake it (non-injury) The reported crashes are all low severity, appear random in nature, and do not indicate any specific safety concerns. The low volume of traffic predicted to be generated by the proposed development is therefore not anticipated to exacerbate any new or create any new road safety issues. Indeed, as mentioned previously the removal of the existing Surrey Crescent vehicle access to the site can be regarded as a safety improvement.

22 Transport Assessment PARKING ASSESSMENT 10.1 AUP-OIP Car Parking Requirements The proposed site is zoned Residential Single House Zone under the AUP-OIP, and is subject to the Special Character D18 Special Character Areas Overlay. Residential sites subject to the D18 Special Character Areas Overlay have the following parking requirements: Sites less than 500 m 2 : No minimum/no maximum Sites greater than 500 m 2 As per the underlying zone (Residential Single House) Minimum one per dwelling/no maximum As such, the proposed villa site, which has a site area of 400 m 2 has no minimum and no maximum parking requirement. The Cohaus development requires a minimum of 19 parking spaces for the proposed 19 dwellings Car Parking Provision and Effects It is proposed that the villa will have a single parking space, which complies with the requirement of the AUP-OIP. It is proposed that the Cohaus development will provide nine onsite parking spaces for the 19 dwellings, which results in a shortfall of ten parking spaces under the AUP-OIP parking requirements. As stated previously, the Cohaus principles promote less reliance on private single occupant vehicles. It is the intention that the parking spaces and cars will be for shared use. It is also intended that the residents of the development will all be members of the Cohaus incorporated society and as such will be willing to use more sustainable travel modes over the single occupant private vehicle, noting that the site is located in close proximity to frequent bus services and is located on an existing and planned cycle network. With regard to on street parking provision and demand, it is noted that a residential parking scheme is proposed for the area of Grey Lynn north of Surrey Crescent, and is understood to be implemented within the next few years. This includes Browning Street and Firth Road. Residential parking schemes cap the number of permits for residential parking in an area to 85% of the total number of on-street parking spaces in the zone, which therefore allow 15% of the available on-street parking to be used by visitors to the area. Residential parking permits are distributed based on a hierarchy of dwellings, with townhouses/apartments ranked after single houses. As such, it is unlikely that residents of the Cohaus development will be able to acquire permits, therefore the non-compliant parking provision will not affect the availability of resident on-street parking in Grey Lynn north of Surrey Crescent, once the residential parking scheme is in effect. The land south of Surrey Crescent is zoned Residential Terrace House/Apartment Buildings and Business Mixed Use. Under the AUP-OIP, residential dwellings in both of these zones have no onsite minimum or maximum parking requirements. As such, the proposed Cohaus development car parking

23 Transport Assessment 19 provision aligns with the AUP-OIP car parking objectives and policies for the land immediately to the south. Overall, it is anticipated that the provision of nine onsite parking spaces will be more than sufficient to meet the expected car parking demands of the Cohaus development and that there will be minimal impact on the availability of on-street parking compared to the existing situation Car Parking Layout The layout for the Cohaus parking area is shown in Figure 12. Three 2.4m wide, 4 m long with 1 m overhang parking spaces are proposed along the northern side, and three 2.75 m wide, 5 m long parking spaces with vertical stackers are proposed along the western side. The minimum width of the manoeuvring area is 7.8 m, therefore this parking layout is technically compliant with the AUP-OIP. The northern parking spaces will have kerb along the end to ensure car overhang does not affect the adjacent footpath. While the layout is technically compliant, it is not a standard layout. As such tracking plans included in Appendix A have been prepared and demonstrate the ability of an 85 th percentile car to enter and exit all of the parking spaces, and exit the site onto Firth Road in a forwards direction. Multiple manoeuvres may be required for cars exiting the northern parking spaces, however this is considered acceptable for allocated, residential parking spaces. Figure 12: Proposed Cohaus Parking Area The AUP-OIP requires stacked parking spaces to be allocated to individual tenancies. This is to ensure that the stacked cars are easily accessible at all times. For the Cohaus development, it is likely that cars belonging to different residents may be parked in a single stacker, which is technically non-compliant. The principals of the Cohaus development promote shared use of facilities and a close-knit community. As such the use of stacked parking spaces by separate dwellings is anticipated to be easily managed between residents and will not adversely affect access to vehicles.

24 Transport Assessment Bicycle Parking The AUP-OIP required bicycle parking at the following rates: Residential developments of 20 dwellings or more: One visit bicycle parking space per 20 dwellings One secure bicycle parking space per dwelling without a dedicated garage As stated previously, the villa will be sold under a separate title. As a single dwelling, the villa therefore does not require any bicycle parking. Notwithstanding this, there will be space in the yard around the villa to accommodate bicycle parking if required. This detail will be provided in the building consent for the villa when it is lodged by the new owner. The Cohaus development with 19 dwellings also does not require bicycle parking. However, in line with the Cohaus principles which aim to improve sustainability and reduce reliance on private vehicle, at least 25 bicycle parking spaces will be provided in the storage area adjacent to the car parking area Servicing and Loading Assessment For the Cohaus development, it is proposed that rubbish will be collected by private services via the car parking area. This will require a rubbish truck to reverse into the site from Firth Road. Tracking demonstrating the ability of an 8 m rigid truck to undertake this manoeuvre is shown in Appendix A. Reverse manoeuvres into parking areas with more than four parking spaces is not compliant with the AUP-OIP. However, it is noted that the reverse manoeuvre will occur on Firth Road which is a low volume local road, accommodating a low volume of pedestrians. Rubbish is generally collected outside of peak traffic hours. It is therefore not considered that this reverse manoeuvre, which would occur at most a couple times a week, would adversely affect the safe operation of Firth Road. As such this noncompliance is considered acceptable. Rubbish collection for the villa will occur via council services on Browning Street.

25 Transport Assessment AUP-OIP ASSESSMENT 11.1 Detailed Section E27 Assessment The proposed development has been assessed against the requirements of Section E27 Transport of the AUP-OIP, shown in Table 4. Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard (1) Where a proposal (except where excluded in Standard E27.6.1(2)) exceeds one of the following thresholds: (a) a new development in Table E ; Table E New Development Thresholds -(T1) Residential Dwellings 100 Dwellings (b) 100 v/hr (any hour) for activities not specified in Table E requiring a controlled or restricted discretionary land use activity consent in the applicable zone where there are no requirements for an assessment of transport or trip generation effects. This standard does not apply to development activities provided for as permitted in the applicable zone; or Resource consent for a restricted discretionary activity is required. (1) The number of parking spaces: (c) must meet the minimum rates and not exceed the maximum rates specified which apply to the zone or location specified in Table E Table E Parking Rates - Area 2 (T144) D18 Special Character Area Overlay with area less than 500 m 2 : - no minimum /no maximum (T45) D18 Special Character Area Overlay with area greater than 500 m 2 : - minimum 1 per dwelling/no maximum E Trip generation Assessment (1) Complies: Only 20 residential dwellings are proposed. E Number of parking and loading spaces (1) Does not comply: Only 9 parking spaces are provided for the Cohaus development. This non-compliance is assessed in Section The villa does not require any parking

26 Transport Assessment 22 Table 4: Auckland Unitary Plan: Assessment of Transport Matters (6) Bicycle parking: Relevant E27 Standard (a) the activities specified in Table E must provide the minimum number of bicycle parking spaces specified; and Table E Required Bicycle Parking Rates -(T81) Residential developments of 20 or more dwellings: - minimum visitor space 20 dwellings - minimum one secure space per dwelling (7) End-of-trip facilities: (a) the activities specified in Table E must provide end-of-trip facilities (8) Number of loading spaces: (a) all activities must provide loading spaces as specified in Table E Table E Minimum loading space requirements -(T112) All other activities, except for activities within rural area with GFA up to 5000 m 2 : - No loading required (10) Accessible parking: (a) where parking is provided, the Building Code requires parking spaces to be provided for people with disabilities and accessible routes from the parking spaces to the associated activity or road. The dimensions and accessible route requirements are detailed in the New Zealand Building Code D1/AS1 New Zealand Standard for Design for Access and Mobility Buildings and Associated Facilities (NZS: ). Assessment (6) Complies: Only 19 dwellings are proposed in the Cohaus development therefore no bicycle parking is required. However, at least 25 bicycle parking spaces are proposed. The villa does not require bicycle parking. (7) Not Relevant: No end of trip facilities required for residential activities. (8) Complies: The development has a GFA of less than 5,000 m 2 therefore no loading zone is required. (10) Not Relevant: Accessible parking is not required for private residential developments as per the Building Act.

27 Transport Assessment 23 Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard (1) Every parking space must: (a) comply with the minimum dimensions given in Table E and Figure E ; and (b) be located on the same site as the activity to which it relates (c) not be used for any other purpose; and (d) be kept clear and available at all times the activity is in operation (e) be located outside any area designated for road widening; and (g) not to be sold or leased separately from the activity for which it provides parking required under a resource consent. (1) Every loading space must: (a) comply with the minimum dimensions given in Table E ; (b) be located on the same site as the activity to which it relates and be available at all times while the activity is in operation; (c) be located outside any area designated for road widening; and (1) Every parking space must have driveways and aisles for entry and exit of vehicles to and from the road, and for vehicle manoeuvring within the site. Access and manoeuvring areas must accommodate the 85 percentile car tracking curves in Figure E E Size and location of parking spaces E Size and Location of Loading Spaces E Access and manoeuvring Assessment (1) Complies: The car parking spaces proposed meet the dimensional requirements, are located on the same site as the activity, will not be used for any other activity, will be kept clear and available at all times, are located outside any area designated for road widening, and will not be sold or leased separately from the activity. (1) Not Relevant: No loading spaces proposed. (1) Complies: All parking spaces have access to the road, and are accessible with an 85 th percentile car. (2) Every loading space and where access and manoeuvring areas must accommodate heavy vehicles, a tracking curve for an appropriately sized truck for the type of activities to be carried out on the site must be assessed. Heavy vehicle tracking curves are set out in the following NZTA guidelines: RTS 18: NZ on-road tracking curves (2007). (2) Not Relevant: No loading spaces proposed.

28 Transport Assessment 24 Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard Assessment (3) Where a dwelling provides more than one parking space, these may be stacked. Stacked parking means access is required through another parking space. (1) Sufficient space must be provided on any the site so vehicles do not need to reverse off the site or onto or off the road from any site where any of the following apply: (a) four or more required parking spaces are served by a single access; (b) there is more than 30m between the parking space and the road boundary of the site; or (c) access would be from an arterial road or otherwise within a Vehicle Access Restriction covered in Standard E (1) To ensure vehicles can pass safely under overhead structures to access any parking and loading spaces, the minimum clearance between the formed surface and the structure must be: (a) 2.1m where access and/or parking for cars is provided for residential activities (d) 3.8m where loading is required (1) Except for Standard E (2) below, the whole area of parking and loading spaces, and manoeuvring areas and aisles must be formed, drained, provided with an all-weather surface to prevent dust and nuisance, and be marked out or delineated. This must be done before the activity to which those parking and loading spaces relate commences, and maintained for as long as that activity is continued. E Reverse manoeuvring E Vertical clearance E Formation and gradient (3) Does not comply: Three vertical car stackers are proposed, which may be allocated to separate dwellings. This non-compliance is assessed in Section (1) Does not comply: There is sufficient space within the site for all cars to turn around and exit in a forwards direction. However, the proposed rubbish truck will be required to reverse into the site to service the development. This non-compliance is assessed in Section (1) Complies: No vertical obstructions are proposed within the vehicle parking and access area other than the vertical stackers which will be as per industry standards. (1) Complies: The vehicle parking and access area will be formed, drained, provided with an all-weather surface, and marked out and delineated as required. (3) The gradient for the surface of any parking space must not exceed: (b) 1 in 20 (five per cent) in any direction for other spaces. (4) The gradient for the manoeuvring area must not exceed 1 in 8. (3) Complies: The maximum gradient of the vehicle parking and access area is approximately 1:29 (3.5%). (4) Complies: The maximum gradient of the vehicle parking and access area is approximately 1:29 (3.5%).

29 Transport Assessment 25 Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard (1) Lighting is required where there are 10 or more parking spaces which are likely to be used during the hours of darkness. The parking and manoeuvring areas and associated pedestrian routes must be adequately lit during use in a manner that complies with the rules in Section E24 Lighting. (1) Vehicle Access Restrictions apply and new vehicle crossings must not be constructed to provide vehicle access across that part of a site boundary which is subject to: (a) a Vehicle Access Restriction General Control as shown on the planning maps in the Business City Centre Zone; or (b) a Key Retail Frontage Control as shown on the planning maps; E Lighting E Vehicle Access Restrictions Assessment (1) Complies: Only nine parking spaces are proposed therefore no lighting is required. (1) Complies: The proposed vehicle crossing is not subject to the Vehicle Access Restriction General Control, or a Key Retail Frontage Control. (2) Standard E (3) below applies in any of the following circumstances: (a) a new vehicle crossing is proposed; (b) a new activity is established on a site; (c) there is a change of type of activity; (3) Vehicle Access Restrictions apply and 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 the following types of Vehicle Access Restriction as identified on the planning maps in the zones listed in Table H ; (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. (2/3) Does not comply: The proposed vehicle crossing is located 8.5 m from the Firth Road/Surrey Crescent intersection as measured from the boundary. This non-compliance is assessed in Section 11.2.

30 Transport Assessment 26 Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard (1) The maximum number of vehicle crossings permitted for any site and separation distance between crossings is specified in Table E Table E Maximum number of vehicle crossings and separation distance between crossings (T146) All Other Sites: -Minimum one vehicle crossing per 25 m of road frontage - Minimum 2 m separation between vehicle crossings serving adjacent sites, unless combined with a maximum width of 6 m E Width and number of vehicle crossings Assessment (1) Complies: Two vehicle crossings are proposed and there is 90 m of road frontage. The Firth Road vehicle crossing is at least 14 m from the nearest vehicle crossing serving an adjacent site. The Browning Street vehicle crossing is combined with the adjacent 2 Browning Street vehicle crossing with a maximum width of 3 m. (2) The width of a vehicle crossing(s) must meet the minimum width and not exceed the maximum width as specified in Table E Table E Vehicle crossing and vehicle access widths (T151) Residential zone serving 10 or more parking spaces or more than six dwellings -Minimum 5.5 m (or minimum 2.75 m if clear sight lines and passing bays at 50m intervals are provided) -Maximum 6 m (3) With the exception of vehicle crossings on unsealed roads, all vehicle crossings must be designed and constructed to maintain the level, colour, and materials of the footpath to clearly identify to vehicles that pedestrians have priority. (5) Where a vehicle crossing is altered or no longer required, the crossing, or redundant section of crossing, must be reinstated as berm and/or footpath and the kerbs replaced. The cost of such work will be borne by the owner of the site previously accessed by the vehicle crossing (2) Complies: The proposed vehicle crossing is 4.5 m wide at the boundary, with clear sight lines. (3) Complies: The proposed vehicle crossing will be built to the required standard. (5) Complies: The existing vehicle crossing on Surrey Crescent will be removed and the kerb/berm/footpath reinstated.

31 Transport Assessment 27 Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard Assessment E Width of vehicle access and queuing requirements (1) Every on-site parking and loading space must have vehicle access from a road, with the vehicle access complying with the following standards for width: (a) passing bays are provided in accordance with Table E ; Table E Passing bay requirements (T148) All Other Zones with accesses exceeding 50 m -Maximum 50 m intervals (b) meeting the minimum formed access width specified in Table E Table E Vehicle crossing and vehicle access widths (T151) Residential zone serving 10 or more parking spaces or more than six dwellings -Minimum 5.5 m (2) Access must be designed so that vehicles using or waiting to use fuel dispensers, ticket vending machines, remote ordering facilities and devices, entrance control mechanisms, or other drive-through facilities do not queue into the adjoining road reserve or obstruct entry to or exit from the site. (1) The gradient of the access must not be steeper than specified in Table E : Table E Vehicle crossing and vehicle access widths (T157) Vehicle Access Serving Residential - Maximum gradient of 1:5 (20%) E Gradient of vehicle access (1) Complies: The proposed access is less than 50 m long and has a minimum internal width greater than 5.5 m. (2) Not Relevant: No entrance control mechanisms are proposed. (1) Complies: The maximum gradient of the vehicle parking and access area is approximately 1:29 (3.5%). (2) To avoid the underside of the car striking the ground, as illustrated in Figure E , access with a change in gradient exceeding 1 in 8 (greater than 12.5 per cent change) at the summit or a 1 in 6.7 (15 per cent change) at a sag must include transition sections to achieve adequate ground clearance, refer to Figure E Typically, a transition section requires a minimum length of 2m. (2) Complies: The maximum gradient of the vehicle parking and access area is approximately 1:29 (3.5%).

32 Transport Assessment 28 Table 4: Auckland Unitary Plan: Assessment of Transport Matters Relevant E27 Standard Assessment (3) All vehicle access must be designed so that where the access adjoins the road there is sufficient space onsite for a platform so that vehicles can stop safely and check for pedestrians and other vehicles prior to exiting. This is illustrated in Figure E The platform must have a maximum gradient no steeper than 1 in 20 (5 per cent) and a minimum length of 4m for residential activities and 6m for all other activities (3) Complies: The maximum gradient of the vehicle parking and access area is approximately 1:29 (3.5%). E Design and location of off-road pedestrian and cycling facilities (1) The design and location of the proposed facility to ensure good connections to existing facilities. (1) Complies: The proposed development provides multiple pedestrian access points to surrounding facilities. (2) The width of the path is designed to accommodate the anticipated number and type of users. (3) The surface of the path is designed to safely provide for the anticipated number and type of users. (2) Complies: The width of the proposed pedestrian facilities is sufficient to meet the needs of the development. (3) Complies: The proposed pedestrian facilities will be paved in an all-weather surface Restricted Discretionary Assessment Criteria The relevant Restricted Discretionary assessment criteria for parking, loading and access which does not comply with the E27 standards is as follows: Parking Shortfall: (5) any activity or development which provides fewer than the required minimum number of parking spaces under Standard E27.6.2(1): (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 immediate vicinity that has available parking spaces which are not required at the same time as the proposed activity;

33 Transport Assessment 29 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; or As described in the detail of this report, the principles of the Cohaus development are based on shared use of facilities (including cars) promoting community, and are understood to promote sustainability and less reliance on private single occupant vehicle travel. As such, while the proposed parking provision is ten less than the required amount, it is considered sufficient to meet the needs of the development. This is because demand for parking will be lower compared to single houses that are otherwise permitted in the single house zone. In addition to the Cohaus principles, the site is located in close proximity to frequent bus routes and is located in close proximity to existing and proposed cycle facilities making travel by non-car modes easier and more attractive. As such, the on-street parking demand generated by the Cohaus development is anticipated to be no more than minor Should on street parking demand be generated, the proposed Grey Lynn Residential parking scheme will restrict the ability for this demand to occupy spaces on Browning Street, Firth Road and other streets north of Surrey Crescent. This is because as a townhouse/apartment development, residents will be unlikely to acquire parking permits. When considering any on-street parking demand effects on Surrey Crescent and streets south of Surrey Crescent, it is noted that this area is zoned Residential Terrace House/Apartment Buildings and Business Mixed Use, under which residential developments have no parking requirements. As such, developments that generate on street parking demand align with the policies and objectives of the AUP-OIP for this area. Overall, given the principles of the Cohaus development which will actively discourage car ownership, the management of parking in the area, and the zoning of land adjacent to the development, it is considered that technical parking shortfall is acceptable and will not adversely affect the parking supply on the surrounding streets beyond what is intended by the AUP-OIP. Stacked parking, reverse manoeuvring: (8) any activity or development which infringes the standards for design of parking and loading areas under Standard E or the standards for design, number, and location of vehicle crossings and access under Standards E , E , and E : (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; (c) the practicality and adequacy of parking, loading and access arrangements having regard to:

34 Transport Assessment 30 (i) site limitations, configuration of buildings and activities, user requirements and operational requirements; (i) 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; 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; It is possible that the vertically stacked parking may be allocated to separate dwellings in the Cohaus development. While this may be non-compliant, it is not anticipated to generate any significant operational issues. The Cohaus development is founded on principles that promote community through the use of shared facilities, which includes cars and car parking spaces. It is therefore anticipated that use of the vertically stacked parking spaces will be easily managed, and that this technical noncompliance is acceptable. As a development with over four car parking spaces, it is not compliant for the rubbish truck to reverse into the site as proposed. However, Firth Road is a short, low volume local road, providing access to low density residential. As demonstrated in Appendix B, there is sufficient visibility to the driveway. A rubbish truck reversing into the site a couple times a week at most is therefore unlikely to create any traffic safety issues and is unlikely to create any effects different to an Auckland Council rubbish truck collecting bins on-street in the same location. As a low volume street in a low density residential area, there is also unlikely to be high volumes of pedestrians, therefore the reversing truck is unlikely to adversely affect the safety of pedestrians. It is also noted that a truck will be clearly visible to pedestrians, and trucks are generally fitted with reversing beepers, so pedestrians should be fully aware of the trucks presence if the truck driver has not seen them first. Overall, it is considered that this noncompliance will not adversely affect road operation or safety, and as such is acceptable. Proximity of vehicle crossing to intersection: (11) construction or use of a vehicle crossing where a Vehicle Access Restriction applies: (a) this applies where a Vehicle Access Restriction is identified in Standard E (2) and Standard E (3), other than a Vehicle Access Restriction Level Crossing or a Vehicle Access Restriction Motorway Interchange: (i) effects of the location and design of the access on the safe and efficient operation of the adjacent transport network having regard to: visibility and safe sight distances; existing and future traffic conditions including speed, volume, type, current accident rate, and the need for safe manoeuvring;

35 Transport Assessment 31 proximity to and operation of intersections; existing pedestrian numbers, and estimated future pedestrian numbers having regard to the level of development provided for in this Plan; existing community or public infrastructure located in the adjoining road, such as bus stops, bus lanes and cycleways; (iii) the practicability and adequacy of the access arrangements considering site limitations, arrangement of buildings and activities, user requirements and operational requirements, proximity to and operation of intersections, having regard to: the extent to which the site can reasonably be served by different access arrangements including: o access from another road; o shared or amalgamated access with another site or sites; o via a frontage road, such as a slip lane or service road; or the extent to which the need for access can reasonably be avoided by entering into a shared parking and/or loading arrangement with another site or sites in the immediate vicinity. The Cohaus development Firth Road vehicle crossing is 8.5 m from the Firth Road/Surrey Crescent intersection as measured from the boundary where a minimum of 10 m is required. This will be a low volume vehicle crossing serving only nine parking spaces in a development based on principles that actively discourage private vehicle travel. The visibility plans in Appendix B demonstrate that sight distance to and from the proposed vehicle crossing is not compromised. Noting that the infringement is only 1.5 m, it is not anticipated that this non-compliance will adversely affect the safe operation of the vehicle crossing. The vehicle crossing is located as far as possible from the intersection, right up against the northern boundary on the Firth Road site frontage. The site currently has a vehicle crossing on Surrey Crescent which will be removed as part of this development, improving the safety of the cycle lanes proposed. While the site also has frontage to Browning Street where it is possible that a compliant vehicle crossing could be located, use of the south eastern corner of the site that fronts Firth Road for parking allows for more efficient development of the site, and minimises any potential impact on the existing Browning Street trees. Firth Road is therefore considered the best location for this vehicle crossing. Overall it is considered that the non-compliance is very minor, will not adversely affect road safety, improves the safety of the proposed cycle lane, and as such is acceptable. 12 ASSESSMENT OF CONSTRUCTION EFFECTS The effects of construction traffic on the environment will need to be managed to ensure that, from a transport point of view, the surrounding road network operates safely for all modes of travel. A detailed Construction Traffic Management Plan (CTMP) will be prepared closer to the commencement of the construction and will be in accordance with Auckland Council s standard requirements for such CTMPs and Transit New Zealand s Code of Practice for Temporary Traffic Management (COPTTM). A typical CTMP would include such matters as: A description of the construction site and a programme and scope of the works

36 Transport Assessment 32 Routes to be used by construction traffic to access and egress the site and the adoption of any measures on these routes to ensure a safe environment for all road users, including existing residents and pedestrians to ensure that the surrounding road network will continue to operate in an efficient manner. The amount of construction traffic expected during each phase of construction Access for construction vehicles onto the road network from the site and measures to be adopted at these access points to ensure a safe traffic environment for other road users, especially pedestrians Parking for contractor vehicles on the development site thereby ensuring that the on-street parking effects as a result of the construction activity are minimised. It is proposed that the implementation of a CTMP be subject to a condition of consent associated with the proposed development. Overall it is anticipated that the effects of construction traffic will be able to be safely managed through the preparation of a CTMP. 13 CONCLUSIONS Based on the analysis described in this report, it can be concluded that the proposal to relocate the existing villa and construct a 19 dwelling Cohaus development at 11 Surrey Crescent will result in no noticeable adverse transport effects relating to the function, capacity, and safety of the surrounding transport network. The predicted additional peak hour vehicle trip generation is anticipated to be low at between 6 and 12 vehicle trips per hour and can easily be accommodated by the surrounding road network. The technical parking shortfall is not anticipated to create any noticeable on-street effects. Further, the layout of the parking and access is considered acceptable, and the areas of the layout that are not compliant with the AUP-OIP will not affect the safe and efficient operation of the sites, or the surrounding road network. Accordingly, it is concluded that there are no transport planning reasons to preclude resource consent being granted.

37 Transport Assessment APPENDIX A Vehicle Tracking

38 P:\nord\ Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A Vehicle Tracking.dwg 1 vj 22/02/ :50 am CYCLES / STORE 83.9 m² GARAGE Not Enclosed CYCLES / STORE 83.9 m² GARAGE Not Enclosed UP UP vehicle tracking key: vehicle tracking key: vehicle chassis outline (forwards) vehicle chassis outline (reverse) vehicle chassis outline (forwards) vehicle chassis outline (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) 500mm clearance (forwards) 500mm clearance (reverse) 500mm clearance (forwards) 500mm clearance (reverse) vehicle specs: vehicle specs: 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 0 8m scale: date: ref: Not to Scale NOT FOR CONSTRUCTION status issued 1 of 5 sheets a 22/02/2018 1:200 A3 design: rb 22/02/2018 drawn: rb nord 001 checked: bcs 11 Surrey Crescent Vehicle Crossing Tracking Not to Scale NOT FOR CONSTRUCTION Level 1, 11 Blake Street, Ponsonby, Auckland PO Box Ponsonby p f

39 P:\nord\ Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A Vehicle Tracking.dwg 2 vj 22/02/ :50 am C m² C m² R 2 m² STAIR m² CYCLES / STORE 83.9 m² GARAGE Not Enclosed CYCLES / STORE 83.9 m² GARAGE Not Enclosed UP UP vehicle tracking key: vehicle tracking key: vehicle chassis outline (forwards) vehicle chassis outline (reverse) vehicle chassis outline (forwards) vehicle chassis outline (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) 300mm clearance (forwards) 300mm clearance (reverse) 300mm clearance (forwards) 300mm clearance (reverse) vehicle specs: vehicle specs: 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 0 8m scale: date: ref: Not to Scale NOT FOR CONSTRUCTION status issued 2 of 5 sheets a 22/02/2018 1:200 A3 design: rb 22/02/2018 drawn: rb nord 001 checked: bcs 11 Surrey Crescent Parking Space Tracking Not to Scale NOT FOR CONSTRUCTION Level 1, 11 Blake Street, Ponsonby, Auckland PO Box Ponsonby p f

40 P:\nord\ Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A Vehicle Tracking.dwg 3 vj 22/02/ :50 am C m² C m² R 2 m² STAIR m² CYCLES / STORE 83.9 m² GARAGE Not Enclosed CYCLES / STORE 83.9 m² GARAGE Not Enclosed UP UP vehicle tracking key: vehicle tracking key: vehicle chassis outline (forwards) vehicle chassis outline (reverse) vehicle chassis outline (forwards) vehicle chassis outline (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) 300mm clearance (forwards) 300mm clearance (reverse) 300mm clearance (forwards) 300mm clearance (reverse) vehicle specs: vehicle specs: 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 0 8m scale: date: ref: Not to Scale NOT FOR CONSTRUCTION status issued 3 of 5 sheets a 22/02/2018 1:200 A3 design: rb 22/02/2018 drawn: rb nord 001 checked: bcs 11 Surrey Crescent Parking Space Tracking Not to Scale NOT FOR CONSTRUCTION Level 1, 11 Blake Street, Ponsonby, Auckland PO Box Ponsonby p f

41 P:\nord\ Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A Vehicle Tracking.dwg 4 vj 22/02/ :50 am C m² C m² R 2 m² STAIR m² CYCLES / STORE 83.9 m² GARAGE Not Enclosed CYCLES / STORE 83.9 m² GARAGE Not Enclosed UP UP vehicle tracking key: vehicle tracking key: vehicle chassis outline (forwards) vehicle chassis outline (reverse) vehicle chassis outline (forwards) vehicle chassis outline (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) overhang of vehicle (forwards) overhang of vehicle (reverse) 300mm clearance (forwards) 300mm clearance (reverse) 300mm clearance (forwards) 300mm clearance (reverse) vehicle specs: vehicle specs: 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 85th Percentile Car vehicle width: 1.87m lock to lock time: 4.00s track width: 1.77m turning radius: 5.75m vehicle speed: 5-10kmph 0 8m scale: date: ref: Not to Scale NOT FOR CONSTRUCTION status issued 4 of 5 sheets a 22/02/2018 1:200 A3 design: rb 22/02/2018 drawn: rb nord 001 checked: bcs 11 Surrey Crescent Parking Space Tracking Not to Scale NOT FOR CONSTRUCTION Level 1, 11 Blake Street, Ponsonby, Auckland PO Box Ponsonby p f

42 Transport Assessment APPENDIX B Visibility Plan

43 P:\nord\ Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A Vehicle Tracking.dwg 1-1 vj STAIR m² UP 22/02/ :50 am CYCLES / STORE 83.9 m² GARAGE Not Enclosed UP 5m 30m 0 8m scale: date: ref: 1 of 1 sheets 1:200 A3 design: rb 22/02/2018 drawn: rb nord 001 checked: bcs status issued a 22/02/ Surrey Crescent Visibility Plan NOT FOR CONSTRUCTION Level 1, 11 Blake Street, Ponsonby, Auckland PO Box Ponsonby p f