Application Material 1 Hibiscus Coast Highway, Silverdale Auckland Transport

I hereby give notice that a hearing by commissioners will be held on:

Date: Monday, 26 February 2018 Time: 9.30am Meeting Room: Council Chamber Venue: Level 1, Orewa Service Centre, 50 Centreway Road, Auckland

APPLICATION MATERIAL 1 HIBISCUS COAST HIGHWAY, SILVERDALE AUCKLAND TRANSPORT

COMMISSIONERS

Chairperson Greg Hill Commissioners Janine Bell Nigel Mark-Brown

Emma Petrenas HEARINGS ADVISOR

Telephone: 09 890 8120 or 021 823 651 Email: [email protected] Website: www.aucklandcouncil.govt.nz

Note: The reports contained within this agenda are for consideration and should not be construed as a decision of Council. Should commissioners require further information relating to any reports, please contact the hearings advisor. WHAT HAPPENS AT A HEARING At the start of the hearing, the Chairperson will introduce the commissioners and council staff and will briefly outline the procedure. The Chairperson may then call upon the parties present to introduce themselves to the panel. The Chairperson is addressed as Mr Chairman or Madam Chair.

Any party intending to give written or spoken evidence in Māori or speak in sign language should advise the hearings advisor at least five working days before the hearing so that a qualified interpreter can be provided.

Catering is not provided at the hearing. Please note that the hearing may be audio recorded.

Scheduling submitters to be heard

A timetable will be prepared approximately one week before the hearing for all submitters who have returned their hearing attendance form. Please note that during the course of the hearing changing circumstances may mean the proposed timetable is delayed or brought forward. Submitters wishing to be heard are requested to ensure they are available to attend the hearing and present their evidence when required. The hearings advisor will advise submitters of any changes to the timetable at the earliest possible opportunity.

The Hearing Procedure

The usual hearing procedure is: • The applicant will be called upon to present his/her case. The applicant may be represented by legal counsel or consultants and may call witnesses in support of the application. After the applicant has presented his/her case, members of the hearing panel may ask questions to clarify the information presented. • The relevant local board may wish to present comments. These comments do not constitute a submission however the Local Government Act allows the local board to make the interests and preferences of the people in its area known to the hearing panel. If present, the local board will speak between the applicant and any submitters. • Submitters (for and against the application) are then called upon to speak. Submitters may also be represented by legal counsel or consultants and may call witnesses on their behalf. The hearing panel may then question each speaker. The council officer’s report will identify any submissions received outside of the submission period. At the hearing, late submitters may be asked to address the panel on why their submission should be accepted. Late submitters can speak only if the hearing panel accepts the late submission. • Should you wish to present written information (evidence) in support of your application or your submission please ensure you provide the number of copies indicated in the notification letter. • Only members of the hearing panel can ask questions about submissions or evidence. Attendees may suggest questions for the panel to ask but it does not have to ask them. No cross-examination - either by the applicant or by those who have lodged submissions – is permitted at the hearing. • After the applicant and submitters have presented their cases, the chairperson may call upon council officers to comment on any matters of fact or clarification. • When those who have lodged submissions and wish to be heard have completed their presentations, the applicant or his/her representative has the right to summarise the application and reply to matters raised by submitters. Hearing panel members may further question the applicant at this stage. • The chairperson then generally closes the hearing and the applicant, submitters and their representatives leave the room. The hearing panel will then deliberate “in committee” and make its decision. • Decisions are usually available within 15 working days of the hearing.

1 Hibiscus Coast Highway, Silverdale Date: Monday, 26 February 2018

A NOTIFIED RESTRICTED DISCRETIONARY ACTIVITY RESOURCE CONSENT APPLICATION BY AUCKLAND TRANSPORT

TABLE OF CONTENTS PAGE NO.

Cover Letter and Application Form 5-16

AEE for Silverdale Park and Ride 17-70

Attachment B Plans 71-76

Attachment C Transportation Assessment Report 77-100

Attachment D Engineering Letter 101-104

Attachment E Landscape and Visual Assessment 105-120

Attachment F Consultation Record 121-128

Attachment H Stage 2 Resource Consent Decision (LAN-58473) 129-150

PAs – Carpark Plan with Dimensions 151-154

Permitted Activities 155-160

Reporting Officer, Raul Galimidi, Planner

Reporting on an application Resource consent application to develop 127 additional carparking spaces within the Silverdale Park and Ride facility located at 1 Hibiscus Coast Highway at 1 Hibiscus Coast Highway, Silverdale. The reporting officer is recommending, subject to contrary or additional information being received at the hearing, that the application be CONSENTED to, subject to certain conditions.

APPLICANT: AUCKLAND TRANSPORT

Page 3 1 Hibiscus Coast Highway, Silverdale Date: Monday, 26 February 2018

135 Albert Street | Private Bag 92300, Auckland 1142 | aucklandcouncil.govt.nz | Ph 09 301 0101

COVER LETTER AND APPLICATION FORM

5 6 7 8 9 10 11 12 13 14 15 16

AEE FOR SILVERDALE PARK AND RIDE – ADDITIONAL PARKING

17 18

Silverdale Park and Ride

Auckland Transport

Application for Resource Consent and Assessment of Environmental Effects

Final version - 22 June 2016

Contents

1 executive summary ...... 3 2 applicant, property details and planning summary ...... 4 3 site description ...... 5 4 background ...... 6 5 the proposal ...... 9 6 reasons for consent ...... 12 7 assessment of effects ...... 12 8 statutory assessment ...... 26 9 consultation ...... 38 10 notification ...... 39 11 conclusion ...... 43

Attachments

Attachment A Certificates of title

Attachment B Plans

Attachment C Transportation Assessment Report, prepared by Commute

Attachment D Engineering Letter, prepared by Hutchinsons Consulting Engineers, dated 1 June 2017

Attachment E Landscape and Visual Assessment, prepared by LA4

Attachment F Consultation record, prepared by Auckland Transport

Attachment G Proposed conditions of consent

Attachment H Stage 2 resource consent conditions (LAN 58473)

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1 EXECUTIVE SUMMARY

This report is submitted in support of a land use consent application by Auckland Transport for the provision of an additional 127 parking spaces at the Silverdale park-and-ride facility at 1 Hibiscus Coast Highway, Silverdale.

Resource consent (Decision No. [2015] NZEnvC 93) for a park-and-ride facility including a bus station, 484 associated on-site car parks, and associated earthworks, retaining and landscaping was approved through an Environment Court process on 19 May 2015. The current proposal seeks the addition of 37 spaces within the consented parking area, and 90 new parking spaces to be located to the east of the consented parking area, immediately to the south of the approved stormwater pond.

No changes to the consented Stage 2 design for the bus station, platform or access arrangements are proposed as part of this application. However, Auckland Transport does propose to undertake alterations to the northbound lanes of Painton Road in order to provide enhanced queuing capacity during the evening peak travel period.

This report has been prepared in accordance with the requirements of Section 88 and the fourth schedule of the Resource Management Act 1991 (RMA) and is intended to provide the information necessary for a full understanding of the proposal and any actual or potential effects the proposal may have on the environment.

This report contains the following information:

▪ A description of the site and surrounding neighbourhood

▪ A description of the proposed activity

▪ An assessment of effects of the proposal on the environment; and

▪ An analysis of the provisions of the RMA and the relevant statutory plan documents

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2 APPLICANT, PROPERTY DETAILS AND PLANNING SUMMARY

Property Details

Site Address: ▪ 1 Hibiscus Coast Highway, Silverdale 0932 Legal Sec 1 SO 469067 (1 Hibiscus Coast Highway) SECT 2 SO 502369 Description: Total Area 4.1814 hectares Auckland Unitary Plan 2016

▪ 1 Hibiscus Coast Highway: General Business zone Zoning ▪ NZTA-owned land: Strategic Transport Corridor zone Precinct N/A Overlays N/A

▪ Arterial Roads (Hibiscus Coast Highway) Controls ▪ Macroinvertebrate Community Index control

Figure 1 – Indicative location plan

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The site consists of the property at 1 Hibiscus Coast Highway and a portion of the adjoining land immediately to the west of that property, which was formerly under the control of New Zealand Transport Agency and was designated for State Highway purposes. The site is identified in Figure 1 above.

3 SITE DESCRIPTION

Neighbourhood and surrounding locality

The land subject to this application sits at the northern end of a large block generally bounded to the north by Hibiscus Coast Highway, to the west by the Northern Motorway, and to the east by East Coat Bays Road. The land within this block is largely zoned General Business under the Auckland Unitary Plan, although there is a residential element fronting onto East Coast Bays Road.

Silverdale town centre is located about 1km to the east, along Hibiscus Coast Highway. A small commercial centre occupies the northeastern corner of the subject block, at the intersection of Hibiscus Coast Highway and East Coast Bays Road.

Tennis and rugby facilities are located on the northern side of Hibiscus Coast Highway, accessed via the intersection with Painton Road.

Within the subject block, a number of commercial operations occur on land to the south, accessed via Small Road, which is a deadend street providing access within the block. Businesses include Snowplanet, Action Raceway and a caravan rental site.

Closer to the application site, and on the adjacent land on the eastern side of Painton Road, resource consent has been granted to establish and operate a 24-hour service station with associated earthworks and signage and subdivision to create 8 lots.

The remainder of land throughout the block is rural in nature at present, although as noted above, it has been zoned for either business or residential development under the Auckland Unitary Plan.

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The subject land

With an area of some 4.1814 hectares, the site is located on the southern side of Hibiscus Coast Highway (HBC Highway), approximately 200m east of the Northern Motorway, and sits in the pocket of land bounded by Painton Road to the west, and Small Road to the south and east. The site incorporates adjoining land to the immediate west of the site that was previously designated by NZTA for State Highway purposes. That designation has subsequently been removed by NZTA, and the land is now owned by Auckland Transport.

There is a steady slope down from the southeastern corner to the north and west. A small gully runs south to north across the western part of the site.

The Stage 1 Silverdale park-and-ride facility occupies the eastern part of the site, consisting of four interim bus stops on Painton Road and a car parking area associated with those bus services. Vehicle access to the site is via a single vehicle crossing on Painton Road, approximately 35 metres south of the intersection with Hibiscus Coast Highway.

Painton Road is a new road linking Small Road with HBC Highway. Small Road is a no exit road providing access to Snow Planet and other commercial activities along the road. The road is currently used for parallel parking for the Busway, while a smaller car parking area is located to the east of the roundabout and is at full capacity on weekdays.

Auckland Transport plan to development the site into a larger bus station and park-and-ride facility, details of which are summarised in Section 4 below.

4 BACKGROUND

Hibiscus Coast Highway Busway Station - Stage 1

The Silverdale park-and-ride Stage 1 consent provided for the construction of 550 metres of Painton Road, a 104-space car park, a new signalised intersection with the HBC Highway, pavement widening on the HBC Highway, bulk earthworks and the diversion and discharge of stormwater. The Stage 1 works were completed in mid-2013.

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Regional consents for Silverdale Park and Ride - Stage 2

The following resource consents have been granted by Auckland Council in relation to the Silverdale park- and-ride Stage 2 development:

▪ 40154 to undertake approximately 3.1 hectares of earthworks

▪ 39770 to divert and discharge stormwater from approximately 1.7 hectares of impervious area encompassing the areas associated with both the Stage 1 and Stage 2 park and ride scenarios

▪ 41040 to dam water within a proposed stormwater management wetland located upstream of an existing culvert embankment beneath HBC Highway

Silverdale Park and Ride – Stage 2 (Stage 2)

Resource consent LAN-58473 for the Silverdale park-and-ride Stage 2 development was granted by Council on 3 May 2013, having been progressed on a non-notified basis. The Stage 2 consent provided for:

▪ the provision of a bus station platform to accommodate four buses

▪ the provision of passenger hub and services buildings, signage, lighting and surveillance cameras

▪ the provision of ‘park and ride’ spaces for 380 additional vehicles (bringing the total across Stage 1 and Stage 2 to 484 vehicles)

▪ the provision for 10 ‘kiss and ride’ parking spaces and facilities for bicycle and scooter users and pedestrian connections to HBC Highway

▪ earthworks, retaining, the removal of two trees and landscaping and wetland planting

Access for vehicles using the expanded parking area is via new, separated ingress and egress points located on Small Road. Buses will access the Busway Station via a dedicated access and egress points from Painton Road (in the general location of the existing vehicle crossing) and exit directly onto HBC Highway.

Stage 2 consents appealed

The four ‘Stage 2’ resource consents were the subject of challenge by way of judicial review proceedings by Silverdale Golf Range Limited and Runwild Trust (filed in the High Court on 6 August 2013). To resolve those proceedings, parties agreed that the Council’s decision not to notify, and to grant the land use consent (LAN- 7 | P a g e

58473) would be set aside. The Council’s decisions relating to the three resource consents required under the Regional Plans (consent 40154 – Earthworks, Consent 39770 – Stormwater, and Consent 41040 – Damming of water) were not affected by the outcome of the proceedings and remain as granted on 3 May 2013.

The Environment Court process resulted in a consent order that resolved matters between the parties, and included an amended suite of conditions that the Stage 2 consent is subject to. The Environment Court determination was signed on 19 May 2015, setting out the amended conditions at Annexure 2. For completeness, those conditions are included as Attachment H to this report.

Construction of Stage 1B

Prior to progressing construction of the full Stage 2 development, a further interim stage was implemented to supply the expected demand following the start of the frequent network bus service in October 2015. Stage 1B involved the construction of an additional 106 temporary car park spaces. The approved Stage 2 consent was relied upon for the construction and use of these spaces. The works were completed in October 2015 and included:

▪ the extension of the existing power connection to the site

▪ additional lighting and CCTV

▪ a temporary footpath was added between the temporary car parks and the bus stops on Painton Road

▪ a temporary detention pond was constructed to capture stormwater runoff from the temporary sealed area combined with grassed swales and culverts extending towards the pond.

Reduction of size of the wetland pond

One of the requirements of the conditions of the Environment Court consent order was that any variations to the engineering plans were to be submitted to Council for approval prior to those works being undertaken.

During detailed design, it was determined that the approved wetland pond immediately west of the bus station could be reduced in size and still cater to anticipated stormwater flows. In accordance with condition

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(18) of the approved consent, Manager’s approval has been obtained by Auckland Transport for a revised wetland pond design, which has seen the pond reduced in area.

Stage 2 – s127 variation of conditions

An application to vary the conditions of consent of the Stage 2 consent was lodged in February 2017. Specifically, and following a value engineering exercise, Auckland Transport sought to amend some of the conditions of the approved Stage 2 consent to account for the following design changes to the Silverdale facility:

▪ design changes to the Busway Station building to meet the AT Metro operating standards

▪ ground level changes to the park and ride surface works, including an increase in gradient to the consented car parking area, and a decrease in the length and height of the retaining walls and changes to the proposed cut and fill plan

▪ changes to the landscape plan approved as part of the Stage 2 consent associated with the abovementioned changes

This application has not yet been determined by Auckland Council.

5 THE PROPOSAL

Introduction

Auckland Transport seeks consent to increase the capacity of the Silverdale park-and-ride in order to maximise transport benefits associated with this infrastructure. Specifically, 127 additional car parking spaces are proposed across the site, including an additional 37 spaces within the car parking area approved under the Stage 2 consent, and 90 car parks to be located on a new asphalt area within the southwestern corner of the site. Hutchinsons has prepared an overall layout plan which forms Attachment B to this report.

No changes to the consented design of the bus station, platform, access arrangements, to the ‘kiss-and-ride’ design on Painton Road or changes to the Hibiscus Coast Highway / Painton Road intersection are proposed as part of this application.

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Proposed layout

Auckland Transport propose to provide an enhanced level of car parking within the area approved for car parking under the Stage 2 consent, with space for an additional 37 car parks having been identified. This space has essentially come about by reducing the width of car parks slightly. It is noted that all car parking spaces will meet the required dimensional requirements for this type of activity.

As noted in Section 4 above, the stormwater pond that occupied a large portion of the western part of the site has been identified as being larger than necessary, and is being reduced in size via a separate Manager’s Approval process with Auckland Council. That process sees the southern edge of the pond moved north, creating an area of redundant land between Small Road and the pond.

The variation application currently being processed by Council includes amended landscaping around this portion of the site, and it is now proposed that the area be utilised for additional car parking associated with the bus station. A total of 90 additional parking spaces can be accommodated within this space, and Auckland Transport seek to asphalt the area within the landscaping proposed along Small Road and around the stormwater pond via the s127 variation application.

Figure 2: Layout Plan

Partial view of the “Proposed Hibiscus Coast Park and Ride (Overall Plan) prepared by Hutchinson, dated March 2017

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All parking spaces, access and manoeuvring areas are proposed to comply with the relevant Unitary Plan development standards.

Access

Bus access to the facility is not proposed to be amended by this proposal. Car access via Small Road is however proposed to be amended slightly. The separate ingress and egress to Small Road is proposed to be brought together into a single vehicle crossing, aligned with the consented ingress.

Earthworks and contaminated land

Auckland Transport has consent for bulk earthworks across the site under LAN-40154 to establish the Stage 2 car parking and the stormwater pond. Earthworks were approved across the full extent of the site, and it is considered that the proposed extension to the car parking area can rely on that consent.

With regard to contaminated land, the previous owners of the site confirmed that there is no history of activities that would indicate any contaminated material would be present on the property, and the earthworks consent was progressed on that basis.

Auckland Transport propose to rely on resource consent LAN-40154 for earthworks associated with the proposal.

Landscaping

No landscaping is specifically proposed as part of this application. Grassed areas will border the areas of new proposed parking in the southwestern corner of the site, with all landscaping along the Small Road frontage, and bordering the stormwater pond to remain as per that set out within the s127 variation application currently before Council.

Stormwater

As noted previously, during the detailed design phase of the project to establish the Silverdale park-and- ride, the footprint area of the wetland pond has decreased significantly while still achieving the required attenuation and containment of the 2, 10 and 100 year flows.

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Hutchinson Consulting Engineers has prepared a brief letter confirming that stormwater runoff arising from the increased impervious area from the additional parking area has been provided for within wetland pond design. Accordingly, no changes to the stormwater pond design or size are proposed.

6 REASONS FOR CONSENT

Auckland Unitary Plan – Operative in Part 2016 (“the Unitary Plan”)

AUCKLAND-WIDE PROVISIONS

Activity rules Performance

(A11) Park-and-ride facility is a restricted Restricted discretionary activity resource discretionary activity consent is required

Reasons for consent conclusion

Overall, resource consent for a restricted discretionary activity is required.

7 ASSESSMENT OF EFFECTS

The assessment of actual and potential environmental effects relating to this application is set out in the following subsections.

Character and amenity effects

Developments in the wider environment have resulted in physical changes to the character of the area with the locality best described as one in transition from a traditional rural setting to a more urban setting. This is distinct from the more rural setting to the west of State Highway 1. Within the last 5-10 years, the commercial centre of Silverdale has been expanded to include a Pak’N Save supermarket and Bunnings Warehouse on the northern side of Hibiscus Coast Highway, and a small retail centre in behind the Kings Plant Barn on the southern side of the highway.

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To the south of the site, a range of commercial activities have been established along Small Road, including Snow Planet and Action Raceway, 4DogSake (dog day care centre), Outpost 43 (paintball and café), and RnRV (campervan rentals).

The area to the south of Hibiscus Coast Highway and to the east of East Coast Bays Road is an established light industrial / industrial area. Further to the north of Hibiscus Coast Highway, a new residential subdivision is progressively being developed, adding additional residential population to the Silverdale area. In addition to the physical changes in the locality, further resource consents have been approved in the surrounding area, including resource consent to establish and operate a 24-hour service station with associated earthworks and signage and subdivision to create 8 lots on the site immediately across Painton Road from the application site.

Aside from the land use and development of the surrounding area, a number of significant vehicle routes run through and serve the area. Specifically, State Highway 1 (Northern Motorway), Hibiscus Coast Highway, and East Coast Bays Road are all main arterial routes that carry high numbers of vehicles daily, and provide one of the more dominant elements to the character of the area.

The above changes in the established character from rural to more urban is a reflection of a change in zoning over the past decade or so. In light of the recent business use / zoning of the site and adjacent land, and the dominance of the major vehicle movement routes that traverse the area, in my view there is a utilitarian, functional amenity prominent throughout the immediate area, rather than a high level of visual amenity that might be associated with the more rural setting that existed previously. The extent of landscaping proposed through the original consent was to mitigate effects of the bus facility within a rural setting. It may be that with the altered zoning / land use context around the site, the same standard of mitigation would be necessary within the business setting that now exists, the quality of landscaping across the site has been retained at the same high level.

The proposal sits within the context of the approved park-and-ride facility, and the landscaping changes proposed through the s127 variation (LUC60004724-A) currently before the Council. I consider that the addition of 37 parking spaces to the consented parking area will have no noticeable effect on the character or visual amenity of the Silverdale park-and-ride facility when viewed from the adjacent land.

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The proposal includes a new asphalt parking area with 90 additional marked car parks. Vehicles manoeuvre through this area in a clockwise direction, with separate ingress and egress points via the main accessway into the site from Small Road.

The new asphalt area sits within the context of the landscaping plan included as part of the s127 application currently being processed by Council, which accounts for the reduced scale of the stormwater pond, and planting around the pond and along the Small Road boundary. Through that process, extensive plantings and indigenous tree, shrub and riparian species are proposed throughout the site, which will contribute positively to the amenity of the area. The area in between, being the location of the proposed additional car parking area, is identified as a grassed space in the s127 application.

The landscaping concept for the site ensures a balance between screening of views across the Silverdale park-and-ride facility with the safety of users, including the provisions of adequate sightlines into and across the site, and allowing for CCTV requirements within the facility. The proposed additional parking area is not considered to undermine this balance, as it accommodates an area previously identified as grassed. Additionally, Auckland Transport proposes landscaping within this area that replicates the planting regime from the main parking area as proposed under the s127 application currently before Council. A condition of consent to this effect is proposed (refer Attachment G to this report).

The landscaping provides amenity through the site, while ensuring that pedestrian accessways are visible from roads and offer sufficient over-looking to provide for safe and comfortable use by the public. It is noted that the need for certain pedestrian walkways through the site were a key matter raised through the original resource consent. All approved walkways are retained through this proposal, with only minor tweaks in alignment proposed.

In terms of visual effects on the wider urban environment associated with the proposed changes, views from the wider area will be highly variable due to the surrounding landform, vegetation and built form characteristics of a particular vantage point.

LA4 undertook a comprehensive assessment of the visual effects of the changes to conditions proposed through the s127 application. Parts of that assessment are considered to be of relevance for this application, including their assessment of the visual catchment. The methodology used is set out in their report (refer

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Attachment E), and focuses on the effects on adjacent properties, the surrounding road network, and the wider rural / urban area. The visual catchment and viewing audience has been defined by LA4 as follows:

“The visual catchment is the physical area that would be exposed to the visual changes associated with the alterations. In relation to the proposal, the visibility is determined by the topography and vegetation within the surrounding area and the scale of development.

“The site lies in a discrete area at the end and at the bottom of a broad valley. The valley is generally steeply inclined towards the northwest with local spurs and knolls that obstruct most views of the site. Vegetation and shelterbelts throughout the valley also restrict views towards the site.

“…The viewing audience that will be exposed to views towards the development will therefore comprise:

▪ Recreational users of the Silverdale War Memorial Park;

▪ Motorists travelling in both directions along Hibiscus Coast Highway;

▪ Motorists travelling in a north easterly direction on the Silverdale interchange;

▪ Motorists travelling along Painton Road and Small Road in the vicinity of the site;

▪ Future users of the currently vacant sites to the east and south of the site; and

▪ Property owners on the more elevated land accessed off East Coast Road to the southeast of the site.

With regard to the adjacent properties, LA4 identified the consented service station on the land immediately to the east of the application site, and that the business zoning of the land will see future development screen views from further afield to the south and east into the site.

I consider the above to be relevant in the context of the current application for an additional 127 parking spaces, including a new asphalt parking area catering for 90 marked car parks. While the landscaping within and around the application site proposed through the s127 application will ensure an appropriate level of visual amenity exists on the site while balancing the need for user safety, views from further afield will be screened in due course by the development of business zoned land, or are fleeting glimpses from the adjacent roading network.

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Overall, I consider that any adverse character and amenity effects arising from the proposal are less than minor in nature, subject to the implementation of the landscaping plan proposed through the s127 application currently being processed by Council.

Traffic effects

Potential traffic effects arising from the proposed addition of 127 car parking spaces within the Silverdale park-and-ride facility relate to trip generation within the immediate locality, and the wider transport network. Commute Transportation Consultants (Commute) has prepared a Transport Assessment Report (the Commute Report) in support of this application, and full copy of which is included as Attachment C to this report.

The Commute report sets out the existing traffic environment around the site. The following points are noted in summary:

▪ Hibiscus Coast Highway is classified as an arterial road in the Unitary Plan, and provides an alternative road between Silverdale and Waiwera to State Highway 1. The posted speed limit in the area is 80km/h.

▪ Painton Road and Small Road are not classified as arterial roads under the Unitary Plan, and collectively provide a dead-end access into the block to the south of the application site. Both roads comprise a single lane in each direction. Extended bus stops are provided on both sides of Painton Road forming the current bus interchange, while (well-used) unrestricted parking is available on both sides of Small Road.

▪ The Hibiscus Coast Highway / Painton Road signalised intersection provides a fourth leg to provide access to the Silverdale War Memorial Park sports facility.

▪ Traffic data from Auckland Transport indicates that in February 2016, Hibiscus Coast Highway (between Wainui Road and Whangaparoa Road) carries in the order of 20,500 vehicles per day.

▪ The New Network for the Hibiscus Coast, including the extension of the Northern Express to Hibiscus Coast Station was launched in October 2015. The Hibiscus Coast Bus Station and either Orewa or Gulf Harbour, via several routes.

▪ Analysis of the traffic safety record within the adjacent road network has revealed that there is no pattern of crashes that is likely to be exacerbated as a result of the proposal

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As part of their brief, Commute undertook a turning count survey on 13 October 2016 at the Hibiscus Coast Highway / Painton Road intersection. Based upon the outcome of that survey, and the anticipated increase in traffic generation resulting from the implementation of the Stage 2 consent and the proposed Stage 3 consent (this application), Commute has estimated the following changes to traffic flows to and past the site:

▪ AM peak hour: 73 additional movements left in and 51 additional movements right in with a reduction of 73 movements westbound on Hibiscus State Highway; and

▪ PM peak hour: 15 additional movements left out, 64 additional movements right out with a reduction of 64 movements eastbound on Hibiscus Coast Highway

The corresponding reduction of movements along Hibiscus Coast Highway referenced above is based on the assumption that if a vehicle turns into / out of the site to use the park-and-ride, that it will no longer be utilising Hibiscus Coast Highway west of the Painton Road intersection.

As noted above, potential effects on the transport network relate to the local network around the site, and the wider transport network. In terms of the effects of the proposal on the wider transport network, Commute have stated:

“…the very nature of the Park ‘n’ Ride facility will mean that outside the intersection of the site and Hibiscus Coast Highway, the proposal will essentially reduce traffic to the wider network. In the morning commute it is anticipated that a number of westbound traffic currently on Hibiscus Coast Highway will enter the site (via the left turn entry) park in the site and then catch a bus into Auckland CBD. Given that 230 additional carparks are proposed for the Park ‘n’ Ride from the existing situation (including surrounding area), it is likely that in the 2-3-hour commute peak a total of 230 movements into the CBD will be removed for the network (west of the site).

“As such the overall effect to the wider network (especially SH1) as a result of the proposal will be positive.”

Significant comment and assessment of the local network effects of the proposal is included within the Commute Report, and these matters are discussed below.

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On the basis of the above traffic count survey, Commute has developed an existing and future model of the intersection using the computer programme SIDRA, with the following scenarios modelled:

▪ Existing weekday morning (AM) traffic volumes

▪ Development AM traffic volumes (existing volumes plus additional volumes)

▪ Existing weekend evening (PM) traffic volumes

▪ Development PM traffic volumes (existing volumes plus additional volumes)

Figure 3 below provides a brief summary of the existing car parking on site, the level of parking consented by yet to be constructed, and the parking proposed. It is necessary to have a clear understanding of this existing situation when considering the results of the traffic modelling undertaken for the site.

Figure 3: Existing, consented and proposed car parking

Car parking serving the Silverdale park-and-ride Stage 3 (current Adjacent on- Stage 1 Stage 2 Totals application) street parking Parking 104 380 n/a 484 consented Consented 149 parking (including 43 39 (no consent 104 n/a 292 constructed unmarked car required) parks) Consented parking to be n/a 231 n/a 231 constructed Proposed n/a n/a 127 127 parking Total car parking 104 380 127 39 650

Further to the above, Table 1 of the Commute report sets out the results of a parking survey, which identified that through the use of the grass berm on Small Road, a nearby gravel area, and the Sports Club car park on the opposite side of Hibiscus Coast Highway, actual existing demand is approximately 450 car parks. Accordingly, and for the purpose of considering any adverse effects to arise from the proposed 127 car parks, it is necessary to acknowledge that the results of the traffic modelling undertaken include the 230 car parks additional to the existing environment, 103 of which are already consented. Accordingly, it is likely

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that only a portion of the additional delays and queue lengths identified in the modelling result directly from the proposal.

The results of the modelling are set out in Tables 2 and 3 in the Commute Report, and replicated below for ease of reference. The analysis breaks down the performance of each leg of the intersection, and each movement (left, right and through) within the AM and PM peak periods. Degree of saturation (being volume / capacity), average delay, level of service (Highway Capacity Manual), and queue length are detailed, with the existing figure stated first, and the modelled figure in brackets next to it. The difference attributed to the ‘additional volumes’ modelled is the difference between the existing and modelled figures in each case.

Figure 4: Morning peak – SIDRA results Morning peak – SIDRA results Leg Turning Degree of Average delay Level of service 95th Percentile movement saturation (v/c) (sec) Back of Queue (m) East: Hibiscus Left 0.089 (0.142) 5 (6) A (A) 7 (15) Coast Highway Through 0.701 (0.685) 20 (19) B (B) 274 (263) Right 0.104 (0.104) 71 (71) E (E) 9 (9) West: Hibiscus Left 0.029 (0.029) 17 (17) B (B) 6 (6) Coast Highway Through 0.441 (0.441) 16 (16) B (B) 140 (140) Right 0.539(0.834) 75 (83) E (F) 51 (86) South: Painton Left 0.054 (0.052) 13 (15) B (B) 8 (7) Road Through 0.110 (0.110) 64 (64) E (E) 11 (11) Right 0.110 (0.110) 69 (69) E (E) 11 (11) North: Sports Left 0.029 (0.029) 81 (81) F (F) 1 (1) facility Through 0.130 (0.130) 78 (78) E (E) 5 (5) Right 0.130 (0.130) 82 (82) F (F) 5 (5) Overall 0.701 (0.834) 21.0 (21.8) C (C) 274 (262)

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Figure 5: Evening peak – SIDRA results Evening peak – SIDRA results Leg Turning Degree of Average delay Level of service 95th Percentile movement saturation (v/c) (sec) Back of Queue (m) East: Hibiscus Left 0.024 (0.024) 5 (5) A (A) 1 (1) Coast Highway Through 0.507 (0.506) 13 (13) B (B) 169 (169) Right 0.041 (0.039) 18(17) B (B) 2 (1) West: Hibiscus Left 0.011 (0.011) 14 (14) B (B) 3 (3) Coast Highway Through 0.682 (0.655) 16 (16) B (B) 282 (262) Right 0.373 (0.373) 85 (85) F (F) 24 (24) South: Painton Left 0.032 (0.050) 8 (8) A (A) 3 (5) Road Through 0.341 (0.700) 73 (77) E (E) 33 (54) Right 0.341 (0.700) 78 (81) E (F) 33 (54) North: Sports Left 0.187 (0.187) 89 (89) F (F) 7 (7) facility Through 0.107 (0.107) 84 (84) F (F) 4 (4) Right 0.107 (0.107) 88 (88) F (F) 4 (4) Overall 0.682 (0.700) 18.5 (19.7) B (B) 282 (262)

Commute have provided the following comment on the above results:

“The results show that in both the morning and afternoon peak period the effect of the increase in Park ‘n’ Ride facility is overall minimal (and in some legs positive) on the performance of the Hibiscus Coast Highway / Painton Road signalised intersection. The reason for this is in both peak periods the proposal reduces traffic from the movement which is critical in both periods (in the AM the westbound through movement and in the PM the eastbound through movement on Hibiscus Coast Highway).

“It is noted that the only approach that experienced any noticeable change in performance is the Painton Road approach in the afternoon peak. Even with this change, this approach still meets acceptable performance indicators and will experience minimal increases in delay (3-4 seconds).”

In my view, it is only the AM right turn from Hibiscus Coast Highway (West) onto Painton Road, and the PM through movement from Painton Road to the sports facility and the right turn from Painton Road onto Hibiscus Coast Highway (East) that will experience any noticeable delays over and above the existing situation, while delays for all other movements remain the same and in some cases marginally improve. I

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note that the three additional delays described above are accompanied by associated additional queuing as detailed in the SIDRA modelling results, being 35m, 21m and 21m respectively.

Commute advise that the TFUG North Amisun model has subsequently been used to assess the impact of the additional vehicle movements to the application site on the wider transport network, noting that it also provides a greater level of detail than the SIDRA model and includes more detailed operation of the Hibiscus Coast Highway / Painton Road intersection and provides a wider network assessment.

Having considered the results of the SIDRA modelling, Commute note that only the evening peak has been assessed under the Amisun model as the morning peak is not considered critical in assessing the effects of the park-and-ride as the majority of morning movements are left into the site.

The results of the Amisun modelling are included as Appendix A to the Commute Report. Commute has noted that the Amisun modelling generally supports the findings of the SIDRA modelling with regard to the effects on through traffic along Hibiscus Coast Highway being negligible, or positive in some instances. However, the Amisun modelling shows a greater effect generally due to the addition of a 5-second bus pre- emption phase on the Painton Road leg of the intersection, which is to occur as a result of the consented park-and-ride facility.

Commute has recognised that as traffic increases along the Painton Road leg in the evening peak as a result of the future development of nearby land, queuing space will likely be critical in the efficient operation of the intersection. Accordingly, they have recommended that the queuing space for the two general lanes be maximised through detailed design, and have prepared a suggested improvement at Figure 9 of their report. Auckland Transport agrees, and proposes to undertake changes to the alignment of Painton Road lanes in general accordance the Commute recommendation to achieve greater queuing capacity in the north-bound lanes. Auckland Transport propose a condition of consent to enforce the implementation of this change (See Attachment G).

In interpreting the Amisun modelling, Commute has noted the following:

▪ The modelling shows the difference between the existing situation and the total including expansion (ie does not review what is already consented);

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▪ It is considered the majority of changes experienced in the future modelling are already consented. In particular, the bus pre-emption phase in Figure 4 of the Beca report removes 5 seconds of green time from the intersection which would already be part of the consented development (ie the bus pre-emption is part of the bus station rather than the increase in parking numbers);

▪ The modelling (and indeed the SIDRA analysis) assumes the additional carparks create additional park ‘n’ ride demand. In practice however, (and as witnessed at the movement at a number of facilities including Silverdale Park n ride), the demand and thus traffic generation can be created regardless of the number of carparks in the park ‘n’ ride. As such, if the additional carparks are not created the actual demand and traffic generation may actually be the same, with cars parking on the surrounding streets rather than in the park ‘n’ ride itself; and

▪ The model does not cover the wider network improvements particularly on SH1 as a result of removing traffic travelling on SH1 to the south, but rather concentrates on the area discussed with interested stakeholders.

In light of the comments made by Commute, including the findings of the SIDRA and Amisun modelling, it appears that the only noticeable effects relate to certain turning movements to and from Painton Road within the AM and PM peak periods respectively.

The modelling of traffic movements along Painton Road is based on existing traffic movements into a ‘deadend’ serving a relatively small number of properties and businesses down Painton Road and Small Road. The area serviced by this access is likely to change significantly in the future, with the land being zoned General Business and Mixed Housing Urban, whilst also forming part of the Silverdale 3 Precinct and under Auckland Unitary Plan.

The Silverdale 3 Precinct includes a number of triggers whereby a certain proportion of the land within the precinct cannot be developed until such time as new roads to and through the site have been created. Importantly, these include the provision of new access points into the block via East Coast Bays Road. I also note that there is no requirement relating to the performance of the Hibiscus Coast Highway / Painton Road intersection, although Commute has identified that the performance of that intersection could affect the usability of the land. As a result, and as noted above, Commute has recommended that additional queuing space along Painton Road be provided in the future. To quote:

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“…as traffic increases on this leg (due to Silverdale 3 Precinct) and the bus pre-emption, this queuing space will likely be critical in the operation of the intersection. Overall it is recommended that the queuing space for the two general lanes should be maximised through detailed design. The suggested improvement is shown in Figure 9 below…

“This improvement will offer significant increase in capacity for future development as well as the Park ‘n’ Ride facility.”

On the basis of the preceding discussion, I consider that while the traffic effects associated with the proposal may be noticeable to those parties that rely on the Painton Road intersection for access, with queue length the element of change most likely to be noticed. Commute has recommended that Auckland Transport increase queuing capacity on Painton Road through changes to the alignment of the northbound lanes on Painton Road. Auckland Transport accepts the long- term need for these changes, and propose a condition of consent to implement the mitigation (See Attachment G). Additionally, there are negligible effects on the function of the intersection generally, with slight improvements in performance anticipated for some local movements. Further, the modelling results identify a clear net benefit to the wider transport network associated with an enhanced park-and-ride facility that by its nature removes vehicles from the network between Silverdale and the Auckland city centre during peak travel times.

Overall, I consider that any adverse traffic effects associated with the proposed 127 additional car parks to be included as Stage 3 of the Silverdale park-and-ride are less than minor.

Earthworks and contaminated land effects

As noted above, Auckland Transport has consent for bulk earthworks across the site under LAN-40154 to establish the Stage 2 car parking and the stormwater pond. Earthworks were approved across the full extent of the site, and it is considered that the proposed extension to the car parking area can rely on that consent.

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Auckland Transport propose to rely on resource consent LAN-40154 for earthworks associated with the proposal, and will comply with all requirements of the conditions associated with that consent.

Stormwater effects

Engineering design for the Silverdale park-and-ride has been undertaken by Hutchinson Consulting Engineers (Hutchinson), including the detailed design of the parking area, civil infrastructure and the proposed wetland management pond. Hutchinson has prepared a letter dated 1 June 2017 (refer Attachment D to this report) that sets out that the wetland management pond has been designed to cater for the runoff of the additional car parking area. To quote:

“During the design phase, the footprint area of the wetland pond was decreased substantially from the previous 2011 design while still achieving the required attenuation and containment of the 2 year, 10 year and 100 year flows. “As a result of the decreased footprint area of the modified wetland pond, additional space was created to allow for the inclusion of an additional parking area. A further 90 car parking spaces within the south western corner of the site has been designed for.

“The increased impervious area from the additional parking area has adequately been allowed for within our wetland pond design. The stormwater generated from the additional car parking area will not in any way affect the conditions of the downsteam receiving environment and will be appropriately managed and contained with the proposed wetland management pond.”

On the basis of the above, any stormwater effects, including contaminated runoff from the parking area, are mitigated by the consented wetland management pond designed specifically for that purpose. Overall, adverse stormwater effects are considered to be less than minor.

Cumulative effects

While this proposal will have some visual impact on the locality, for the purpose of assessing the cumulative effects of the proposal in combination with the previously approved development and from other uses of surrounding land, this assessment focuses on traffic effects.

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As noted under traffic effects above, the proposal to enhance the car parking numbers within the Silverdale park-and-ride, by its very nature, will result in a reduction in traffic to the wider network.

With regard to more localised effects, the cumulative effect of the proposal on the Painton Road leg of the signalised intersection is considered to be less than minor, with the realignment of the northbound lanes to accommodate additional queuing during the evening peak proposed, and the associated waiting times anticipated to increase by a proportion of the 3-4 seconds identified in the traffic modelling.

The increased queue length will occur over time as a result of the development of the adjacent and nearby business and residential land, which has recently been rezoned through the development of the Unitary Plan. It is considered that the level of traffic associated with the use of the site and adjacent land is anticipated by the Unitary Plan, which acknowledges through the Silverdale 3 Precinct that development of the precinct will necessitate additional roading infrastructure prior to progressing past a certain point.

In light of the above, it is considered that subject to the realignment of Painton Road northbound lanes to provide greater queuing capacity, any cumulative effects arising from the proposal will be less than minor.

Positive effects

“…Given that 230 additional carparks are proposed for the Park ‘n’ Ride from the existing situation (including surrounding area), it is likely that in the 2-3-hour commute peak a total of 230 movements into the CBD will be removed for the network (west of the site).

“As such the overall effect to the wider network (especially SH1) as a result of the proposal will be positive.”

The removal of cars from part of the network can be viewed as a positive effect both in terms of movement through the network, as well as associated environmental benefits.

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Further, the additional car parking will help alleviate overflow car parking on the surrounding streets, and will also support the existing and ongoing investment in public transport infrastructure by making it more accessible.

Summary of effects

Overall, I consider that subject to conditions, any adverse effects arising from the proposed addition of 127 parking spaces to the Silverdale park-and-ride facility can be avoided, remedied or mitigated to a point where they are less than minor.

8 STATUTORY ASSESSMENT

The following section analyses the relevant statutory provisions of the Resource Management Act 1991 (“RMA”) that apply to the application and locality.

Under Section 104(1) of the RMA, when considering an application for resource consent and any submissions received, the consent authority must, subject to Part 2, have regard to:

(i) Any actual or potential effects on the environment of allowing the activity; (ii) The relevant provisions of a national policy statement (iii) A New Zealand Coastal Policy Statement; (iv) A regional policy statement; (v) A plan or proposed plan; and (vi) Any other matter that the consent authority considers relevant and reasonably necessary to consider the application.

Overall, the proposal is to be assessed as a restricted activity. Section 104C states that a consent authority may grant or refuse an application for a restricted discretionary activity. If granted, the consent authority may impose conditions under section 108 only over those matters they have retained discretion over. The following assessment addressed the relevant provisions. It is noted that Section 7 of this report concludes that there are positive actual and potential effects of the proposal and that any adverse effects will be less than minor overall subject to the imposition of conditions.

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Part 2 of the Resource Management Act

The purpose of the RMA is to promote the sustainable management of natural and physical resources. As stated in section 5 of the Act, this means:

5(2) In this Act, sustainable management means managing the use, development and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural wellbeing and for their health and safety while –

(a) Sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations; and (b) Safeguarding the life-supporting capacity of air, water, soil, and ecosystems; and (c) Avoiding, remedying, or mitigating any adverse effects of activities on the environment.

Sections 6, 7 and 8 of the RMA outline the matters which are integral to achieving the purpose of the Act and must be accorded specified levels of consideration by those exercising powers under the Act. These matters include the efficient use of resources and the maintenance and enhancement of amenity values.

I have concluded in section 7 above that any adverse effects of the proposal can avoided, remedied or mitigated by the imposition of conditions, and consider that in broad terms, the proposed addition to the capacity of the consented Silverdale park-and-ride facility promotes the sustainable management of resources. The provision of convenient access to public transport at this location will contribute to the efficient use of the natural and physical resources available within this area, in a manner that better provides for the social and economic wellbeing of the community. The proposal will also provide a positive contribution to the health and safety of the community in terms of the broader influence it has on reducing congestion on the Northern Motorway.

Overall, in my view the proposal is consistent with the sustainable management purpose of the RMA.

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Operative Auckland Regional Policy Statement

The Regional Policy Statement consists of those elements set out in Chapter B of the Unitary Plan that are operative, and a few remaining sections within the operative Auckland Regional Policy Statement that retain operative status due to appeals on the Unitary Plan.

Those regional objectives and policies that directly relate to transport are of relevance to this proposal and are set out at Chapter B3 – Infrastructure, Transport and Energy. The objective B3.3.1 is set out below:

(1) Effective, efficient and safe transport that: (a) supports the movement of people, goods and services (b) integrated with and supports a quality compact urban form (c) enables growth (d) avoids, remedies or mitigates adverse effects on the quality of the environment and amenity values and the health and safety of people and communities; and (e) facilitates transport choices, recognises different trip characteristics and enables accessibility and mobility for all sectors of the community.

In my view, the proposal is consistent with the above objective. The proposal to increase the parking capacity at the Silverdale park-and-ride actively supports the movement of people and facilitates transport choice while supporting growth in areas outside the city centre identified for a range of commercial and residential development. As concluded in Section 7 above, adverse effects are avoided, remedied or mitigated by the proposal.

The associated policies are set out at B3.3.2, and are grouped under ‘managing transport infrastructure’, ‘integration of subdivision, use and development with transport’, and ‘managing effects related to transport infrastructure’. Those policies relating to managing transport infrastructure seek to enable the development, operation, maintenance and upgrade of all modes of an integrated transport system; enable the movement of people, goods and services; identify and protect existing and future area and routes for development Auckland’s transport infrastructure; and ensure that transport infrastructure is designed, located and managed to integrate with adjacent land uses, taking into account their current and planned use, intensity, scale, character and amenity, while also providing effective pedestrian and cycle connections.

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A number of the above matters are a direct expansion of the themes set out under the objective and so no further comment is provided on those. I consider further discussion of the requirement for transport infrastructure to integrate with adjacent land uses is needed however.

As noted earlier in this report, the area located south of Hibiscus Coast Highway and between State Highway 1 and East Coast Bays Road is in the early phase of transition from rural to urban land uses. In this regard, there is an element of the park-and-ride preceding the development of that land, which is zoned for general business or medium intensity suburban development, with only a small number of existing commercial operations located down Small Road.

The location of the consented park-and-ride forms a transport node around which development can locate, with associated benefits for owners and occupiers of nearby land in that they can utilise and rely on the facility as a transport option when making decisions about how to develop the land. It has been acknowledged that the capacity of the Hibiscus Coast Highway / Painton Road intersection is limited, and that it is at present the only means of accessing a number of the land to the south. Section 6.4 of the Commute Report addresses the future operation of the intersection, with the following points noted in summary:

▪ the Silverdale 3 Precinct includes a number of restrictions on the level of development that can be undertaken until new roading infrastructure is provided to and through the precinct, including the requirement for new connections to East Coast Bays Road

▪ the abovementioned restrictions do not relate to the performance of the existing intersection, although Commute acknowledge that the performance of that intersection may affect the usability of the land

▪ the consented Stage 2 layout slightly reduces the queuing space for general vehicles on the Painton Road approach to the traffic lights, although this has been found to cause minimal effects

▪ as traffic increases on this leg (due to development within the Silverdale 3 Precinct) and the bus pre-emption, this queuing space will likely be critical in the operation of the intersection. Commute recommend that the queuing space for the two general lanes be maximised, with the improvement offering a significant increase in the capacity for future developments as well as the park-and-ride facility.

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The policy under ‘integration of subdivision, use and development with transport’ seeks improved integration of land use and transport through planning and staging of transport infrastructure; encourages land use and development patterns that reduce private vehicle trips, particularly during peak travel periods; and enables the supply of parking and associated activities to reflect the demand while taking into account any adverse effects on the transport system.

The Silverdale park-and-ride has been progressed by Auckland Transport in a planned, staged manner, to support the growth occurring throughout the area and anticipated to continue. As noted in the Commute Report, the proposed additional car parking at the facility will result in positive effects on the broader transport network, with a reduction in the number of private vehicle trips into the city centre during peak travel periods.

The two policies under ‘managing effects related to transport infrastructure’ address that activities sensitive to adverse effects from the operation of transport infrastructure to be located or design to avoid, remedy or mitigate those potential adverse effects, and that the adverse effects associated with the construction or operation of transport infrastructure on the environment and on community health and safety are avoided, remedied or mitigated.

For the above reasons, I consider that the proposal is consistent with the regional policy statement as it relates to transport.

Auckland Unitary Plan – Operative in Part 2016

The subject site has been identified General Business zone under the Unitary Plan. Resource consent is sought under a number of Auckland-wide provisions, overlays and controls. The relevant objectives and policies are identified in the table below.

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Objectives and Policies

E27 Transport Comment

Objectives

(1) Land use and all modes of transport are integrated The proposal seeks to enhance the capacity of the in a manner that enables: Silverdale park-and-ride through the addition of 127

(a) the benefits of an integrated transport network marked parking spaces, including 37 within the to be realised; and consented parking area, and a new parking area immediately to the south of the wetland pond that (b) the adverse effects of traffic generation on the will accommodate of further 90 parking spaces. transport network to be managed.

(2) An integrated transport network including public transport, walking, cycling, private vehicles and Commute have concluded that the proposal will have freight, is provided for. a positive effect on the wider transport network, with a net reduction in the number of vehicles traveling to (3) Parking and loading supports urban growth and and from the city centre during peak travel periods. the quality compact urban form.

(4) The provision of safe and efficient parking, loading and access is commensurate with the character, Adverse effects on the local transport network arising scale and intensity of the zone. from the proposal are confined to movements to and from Painton Road during the morning and evening (5) Pedestrian safety and amenity along public peak periods respectively, and are considered to be footpaths is prioritised. (6) Road/rail crossings less than minor overall. As noted previously, operate safely with neighbouring land use and Commute has recommended that the two general development. northbound lanes on Painton Road be realigned to Policies provide maximum queuing length as a means of Numerous transport policies exist in support of the ensuring queuing capacity as the Silverdale 3 Precinct above objectives. All policies have been reviewed, and is developed. Auckland Transport has accepted the the following are noted as being or particular Commute recommendation, and propose to relevance to this proposal: undertake those realignment works. Parking

(3) Manage the number, location and type of parking The proposal directly supports the intention behind and loading spaces, including bicycle parking and the listed transport policies. The following points are associated end-of-trip facilities to support all of noted in particular: the following:

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(a) the safe, efficient and effective operation of the ▪ the proposed parking contributes to the safe, transport network; efficient and effective operation of the transport

(b) the use of more sustainable transport options network including public transport, cycling and walking; ▪ the proposed parking as part of the Silverdale park-and-ride contributes to the use of more (c) the functional and operational requirements of sustainable transport options. In time as the activities; Silverdale 3 Precinct is developed, it is likely that (d) the efficient use of land; walking and cycling connections to the facility will (e) the recognition of different activities having develop different trip characteristics; and ▪ the proposal directly relates to the provision of a (f) the efficient use of on-street parking. park-and-ride facility, and Commute has (13) Provide for park-and-ride and public transport confirmed that the proposed additional parking facilities which are located and designed to will result in fewer private vehicle trips, support the public transport network by: particularly to and from the city centre during

(a) locating in proximity to public transport peak travel periods stations, stops and terminals ▪ landscaping within the parking area, along the Small Road frontage, and around the wetland (b) growing public transport patronage to assist in pond ensures an attractive interface with the relieving congested corridors by encouraging adjacent roading network, while also ensuring the commuters to shift to public transport safety of users through sufficient surveillance (c) making public transport easier and more across the site convenient to use, thereby attracting new ▪ pedestrian connections through and around the users site approved under the Stage 2 consent are (d) improving the operational efficiency of the maintained, with very minor amendments to public transport network alignment in some cases

(e) extending the catchment for public transport ▪ the facility will be managed and operated so as to into areas of demand where it is not cost- avoid adverse effects on the safe and efficient effective to provide traditional services or operation of the transport network, including feeders queuing within the adjacent streets and access (f) reinforcing existing and future investments on points. As noted above, there are some additional the public transport network; and delays to certain movements to and from Painton

(g) provide free, secure and covered parking for Road during the peak travel periods, however, bicycles these are a worst-case of an 8 second additional delay (AM right turn into Painton Road from Design of parking and loading

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(19) Require park-and-ride, non-accessory parking and Hibiscus Coast Highway), and 3-4 seconds during off-site parking facilities and their access points to: the PM peak when exiting Painton Road. It is noted that the modelling undertaken has (a) be compatible with the planning and design accounted for more than the 127 proposed car outcomes identified in this plan for the relevant parks, with the remainder of parking spaces zone; modelled already consented. Accordingly, only a (b) take into account the implementation of any portion of the additional delays or associated relevant future transport projects or changes queue length can be attributed to the parking to the transport network identified in any proposed through this application. The remainder statutory document (including the Long Term of the car parks modelled are already consented. Plan or Regional Land Transport Plan) where Overall, these delays are considered to be implementation is likely; negligible. (c) be accessible, safe and secure for users with

safe and attractive pedestrian connections

within the facility and to adjacent public footpaths;

(d) provide an attractive interface between any buildings, structures or at-grade parking areas and adjacent streets and public open spaces. Depending on location and scale, this may include:

(i) maintaining an active frontage through sleeving and/or an interesting appearance through use of architectural treatments so that the facility contributes positively to the pedestrian amenity and to any retail, commercial or residential uses along the road it fronts;

(ii) appropriate screening, such as exterior panelling, for any parking building; and

(iii) planting and other landscaping.

(e) provide for any buildings to be adapted or readily dismantled for other uses if no longer required for parking. In particular, the floor-to-

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ceiling height of a parking building at street level should be capable of conversion to other activities provided for in the zone; and

(f) be managed and operated so that the facility avoids adverse effects on the efficient, effective and safe operation of the transport network including:

(i) the safety of pedestrians and cyclists;

(ii) amenity for pedestrians;

(iii) queuing on the road and conflict at access points to the facility; and

(iv) the operation of public transport services and related infrastructure.

H14 Business – General Business zone Comment

The following objectives and policies of the General The objectives and policies of the General Business Business zone are considered to be of relevance to this zone primarily relate to the support role of these areas application: to the hierarchy of centres throughout the region.

Objectives

(5) A network of centres that provides: As a proposed extension to a park-and-ride facility

(a) a framework and context to the functioning of the which is provided for through the Auckland-wide urban area and its transport network, recognising: provisions within this zone, it is considered that while generally not fully supportive of the zone objectives (i) the regional role and function of the city centre, and policies, the proposal is not contrary to them. metropolitan centres and town centres as commercial, cultural and social focal points for the region, sub-regions and local areas; and The location of the Silverdale park-and-ride

(ii) local centres and neighbourhood centres in their acknowledges the prominence of the city centre in the role to provide for a range of convenience activities hierarchy of centres, and seeks to reduce traffic to support and serve as focal points for their local congestion through the reduction private vehicle trips communities. during the peak travel periods. The proposal seeks 127 additional car parks, which are anticipated to take (b) a clear framework within which public and private investment can be prioritised and made; and

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(c) a basis for regeneration and intensification that number of cars out of the network between the initiatives application site and the city centre.

Policies

(1) Reinforce the function of the city centre, metropolitan centres and town centres as the primary location for commercial activity, according to their role in the hierarchy of centres.

(7) Require at grade parking to be located and designed in such a manner as to avoid or mitigate adverse effects on pedestrian amenity and the streetscape.

(21) Manage adverse effects on the safe and efficient operation of the transport network.

Overall, it is considered that the proposal is consistent with the relevant objectives and policies of the Unitary Plan.

Assessment criteria

E27.8.2 Transport Comment

(1) Park-and-ride and public transport facility: I consider that the proposal meets the applicable

(a) effect on the transport network: assessment criteria of the Unitary Plan for a park-and- ride facility. The following points are noted in (i) the extent to which any proposed facility is located particular: and designed to support the public transport system by:

▪ locating in close proximity to public transport ▪ the consented park-and-ride facility is stations, stops and terminals immediately adjacent to the busway station which

▪ growing public transport patronage, fronts Hibiscus Coast Highway, with kiss-and-ride especially to assist in relieving congested bus stops located on Painton Road corridors by encouraging commuters to shift ▪ the additional car parks proposed are intended to to public transport for their travel increase bus patronage between the site and the City Centre, removing a number of private vehicles

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▪ making public transport easier and more from this route during the peak travel periods. convenient to use, thereby attracting new Commute, in interpreting the various traffic users modelling that has been undertaken in relation to

▪ improving the operational efficiency of the this proposal, has confirmed that the proposal will public transport system and ferry services result in positive effects to the wider transport

▪ extending the catchment for public transport network.

into areas of low demand where it is not cost- effective to provide traditional services or

feeders

▪ reinforcing existing and future investments

on the public transport system and ferry public transport services; and

▪ providing free, secure and covered parking

for cycles ▪ as noted above, it is considered that the proposal (ii) the extent to which the scale, design, management will have a positive effect on the wider transport and operation of the facility and its access points network. Three instances of additional delays to have an adverse effect on the effective, efficient local traffic movements at the Hibiscus Coast and safe operation of the transport network, Highway / Painton Road intersection have been including: identified, and it is considered that these may be

▪ the safety of pedestrians and cyclists noticeable, particularly in regard to the associated

▪ amenity for pedestrians effect on queue length. However, it is noted that

▪ avoiding queuing onto the road and conflict the modelling undertaken has accounted for more at access points to the facility than the 127 proposed car parks, with the

▪ avoiding generating high volumes of traffic remainder of the parking spaces modelled already onto local roads or areas with high pedestrian consented. Accordingly, only a portion of the amenity; and additional delays or associated queue length can

▪ the operation of public transport services and be attributed to the parking proposed through this related infrastructure application. Overall, these delays are considered to be negligible. (b) location, design and external appearance: ▪ the new asphalt area sits within the context of the (i) the location, design and external appearance of landscaping plan included as part of the s127 any park-and-ride or public transport facility: application currently being processed by Council, ▪ compatible with and meets the planning and which accounts for the reduced scale of the design outcomes identified in this Plan for the wetland pond, and planting around the pond and site and / or general location

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▪ provides appropriate screening on the façade along the Small Road boundary. Through that of any building so vehicles are not visible from process, extensive plantings and indigenous tree, the public realm shrub and riparian species are proposed

▪ is accessible, safe and secure for users with throughout the site, which will contribute safe and attractive pedestrian connections positively to the amenity of the area. within the facility and to adjacent public footpaths; and The landscaping concept for the site ensures a

▪ provides at attractive interface between any balance between screening of views across the buildings, structures or at-grade parking Silverdale park-and-ride facility with the safety of areas and adjacent streets and public open users, including the provisions of adequate spaces. Depending on location and scale, this sightlines into and across the site, and allowing for includes: CCTV requirements within the facility. The - maintaining an active frontage through proposed additional parking area is not sleeving and / or an interesting considered to undermine this balance. The appearance through use of architectural landscaping provides amenity through the site, treatments so that the facility contributes while ensuring that pedestrian accessways are positively to the pedestrian amenity and visible from roads and offer sufficient over-looking to any retail, commercial or residential to provide for safe and comfortable use by the uses along the road it fronts public. It is noted that the need for certain - planting and other landscaping provides pedestrian walkways through the site were a key for any buildings to be adapted for other matter raised through the original resource uses if no longer required for parking. In consent. All approved walkways are retained particular, the floor to ceiling height of a through this proposal, with only minor tweaks in parking building at street level should be alignment proposed. capable of conversion to other activities provided for in the zone.

(c) compatibility with surrounding activities: ▪ the proposal will comply with the relevant lighting and noise requirements of Section E24 and E25. (i) the facility is compatible with surrounding activities with particular regard to residential uses. This includes:

▪ ensuring that the design and operation of any lighting meets the rules in Section E24 Lighting

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▪ ensuring that the design and operation of any park-and-ride or public transport facility meets the rules in Section E25 Noise and Vibration.

Overall, it is considered that the proposal satisfies the relevant assessment criteria of the Unitary Plan.

9 CONSULTATION

The application site and nearby land to the south have a significant recent history in terms of planning processes, including Plan Change 123 to the Auckland Council District Plan: Rodney Section, and subsequently the development of the Auckland Unitary Plan. A number of parties were also involved in an appeal to the Stage 2 consent, which was approved on 19 May 2015 after an Environment Court process.

In light of the recent history of the planning processes relating to the application site and involving a number of nearby owners / occupiers of land, Auckland Transport has kept those parties informed of their plans relating to the Silverdale park-and-ride facility. Specifically, Auckland Transport has met or corresponded with the following parties and / or their representatives:

▪ KVEST Investment Group

▪ Matvin Group

▪ Snowplanet

▪ Painton Estate

▪ Silverdale Golf Driving Range

▪ Runwild Trust

A summary of the consultation undertaken with the above parties is included as Attachment F to this report.

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10 NOTIFICATION

Section 95A-95E of the Resource Management Act 1991 (RMA) relates to the notification of applications, and states that a resource consent may be notified at the discretion of Council. It also states:

“(2) Despite subsection (1), a consent authority must publicly notify the application if- (a) it decides (under Section 95D) that the activity will have or is likely to have adverse effects on the environment that are more than minor; or (b) the applicant requests public notification of the application; or (c) a rule or national environmental standard requires public notification of the application. (3) Despite subsections (1) and (2), a consent authority must not publicly notify the application if- (a) a rule or national environmental standard precludes public notification of the application; and (b) subsection (2) does not apply. (4) Despite subsection (3), a consent authority may publicly notify an application if it decides that special circumstances exist in relation to the application.”

Rule E27.5(1) states:

“Any application for resource consent for the following activities will be considered without public or limited notification or the need to obtain the written approval from affected parties unless the Council decides that special circumstances exist under section 95A(4) of the Resource Management Act 1991:

(a) E27.4.1 (A11) Park-and-ride (exceeding 200 parking spaces); or1 (b) E27.4 (A12) Public transport facilities”

What is clear is that the Unitary Plan general provisions provide for applications for restricted discretionary activities to be progressed subject to the normal tests for notification unless otherwise stipulated within the Plan. In acknowledging that the proposed activity, as part of a park-and-ride facility of some 611 parking spaces, can be progressed without public or limited notification or the need to obtain written approval from

1 In my view, the above may be a drafting error within the Unitary Plan, as it does not make sense to me that an application for a park-and-ride facility of up to 200 parking spaces would be subject to the normal tests for notification while a facility with more than 200 parking spaces is to be progressed on a non-notified basis. 39 | P a g e

affected parties unless the Council decides that special circumstances exist, an assessment against sections 95A-95E is provided below.

[95D Consent authority decides if adverse effects likely to be more than minor A consent authority that is deciding, for the purpose of section 95A(2)(a), whether an activity will have or is likely to have adverse effects on the environment that are more than minor- (a) must disregard any effects on persons who own or occupy (i) the land in, on, or over which the activity will occur; or (ii) any land adjacent to that land; and …(e) must disregard any effect on person who has given written approval to the relevant application.

In terms of the tests for public notification (but not for the purposes of limited notification or service of notification), the adjacent properties identified in Figure 6 below with red stars have been excluded from the assessment:

Figure 6: Adjacent land

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Permitted baseline

Park-and-ride facilities are to be considered as a restricted discretionary activity under the Unitary Plan, and accordingly no permitted baseline exists in relation to that activity. It is noted that a consented baseline exists in the form of the Stage 1 and Stage 2 consents that have been granted for the site.

Auckland Transport is able to realign lanes within Painton Road, as per the recommendation by Commute, as a permitted activity, however in practice the limitations on the area and volume of earthworks able to be undertaken as a permitted activity at any one time may trigger the need for resource consent.

Persons who have given their written approval

No written approvals have been specifically requested or provided in relation to this application.

Special circumstances

Special circumstances have been defined by the Court of Appeal as those that are unusual or exceptional, but they may be less than extraordinary or unique (Peninsula Watchdog Group Incorporated v Minister of Energy [1996] 2 NZLR 529). In considering what may constitute an unusual or exceptional circumstances, Salmon J commented in Bailey v Manukau CC [1998] NZRMA 396 that if the district plan specifically envisages what is proposed, it cannot be described as being out of the ordinary and giving rise to special circumstances.

In Murray v Whatakane DC [1997] NZRMA 433, Elias J stated that circumstances which are “special” will be those which make notification desirable, notwithstanding the general provisions excluding the need for notification. Determining what may amount to special circumstances, it is necessary to consider that matters relevant to the merits of the application as a whole, not merely those considerations stipulated in the tests for notification and service.

In accordance with the requirements set out in Sections 95A and 95D of the RMA, the assessment of environmental effects in Section 7 of this report concludes that overall, adverse effects associated with the proposal will be less than minor. Further, it is noted that park-and-ride facilities are provided for as restricted discretionary activity under the Unitary Plan, and accordingly are not out of the ordinary.

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Accordingly, it is considered that this application does not warrant public notification under Sections 95A and 95D of the RMA.

Limited notification

Section 95E of the RMA sets out the criteria for determining if a person is an affected person:

[95E Consent authority decides if person is an affected person (1) A consent authority must decide that a person is an affected person, in relation to an activity, if the activity’s adverse effects on the person are minor or more than minor (but are not less than minor)… (3) Despite anything else in this section, the consent authority must decide that a person is not an affected person if- (a) the person has given written approval to the activity and has not withdrawn the approval in a written notice received by the authority before the authority has decided whether there are any affected persons.”

Adjacent properties

The properties considered as ‘adjacent’ to the application site are those identified with red stars in Figure 6 above. In addition, and whilst not strictly adjacent to the application site, for the purpose of the assessment under Section 95E it is my view that all properties that rely on Painton Road / Small Road for access should be included.

With regard to any adverse effects on those adjacent properties that may arise from the proposal, I consider that the potential effects relate to character and amenity, and traffic effects. The adverse effects of the proposal have been considered in Section 7 of this report, where it was concluded that they would be less than minor overall. In that assessment, consideration was given to the localised character and amenity, and traffic effects of the proposal, as well as any broader impacts.

The landscaping around the site, as revised through the s127 application currently progressing through Council, is of a high standard in recognition of the rural setting of the site at the time of the original application for the facility. The proposed parking is to occupy a grassed area between Small Road and the

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wetland pond, with the landscaping to the Small Road frontage and around the pond acting to mitigate potential adverse effects of the car parking activity.

In terms of traffic, the Commute report identifies that it is the operation of the signalised intersection at the junction of Hibiscus Coast Highway and Painton Road that has the potential to adversely affect those adjacent properties. The traffic modelling undertaken identifies three traffic movements through this intersection (one in the AM peak and two in the PM peak) where waiting times and queuing lengths increase as a result of the additional car parking.

Auckland Transport has proposed to realign the northbound lanes within Painton Road in order to increase queuing capacity during the PM peak, which is likely to be needed as the nearby commercial land on Painton Road and Small Road is progressively developed. Increases to waiting times at the intersection are very small, and considered to give rise to less than minor adverse effects to users of this intersection during peak travel times.

Accordingly, for the reasons set out above, limited notification of this application is not warranted.

11 CONCLUSION

This application sets out the relevant assessment required for resource consent applications under the RMA. Plans and technical assessments submitted with the application have been provided in support of the application for an additional 127 car parks within the consented Silverdale park-and-ride facility at 1 Hibiscus Coast Highway.

In terms of the RMA, all appropriate matters in Section 104 are considered to have been addressed, including the:

▪ Actual and potential effects of the proposal

▪ The relevant provisions of any plan or proposed plan; and

▪ Any other matters

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It is concluded that the proposal satisfies these matters and is in accordance with the relevant provisions of the statutory documents. Having considered the actual and potential effects of the proposal, it is considered that it will not generate any significant adverse effects that cannot be avoided or mitigated through conditions of resource consent. Therefore, in accordance with section 104C, I support the granted of resource consent to this application for a restricted discretionary activity.

Mark Vinall Ross Cooper Tattico Tattico

Signed for and on behalf of Auckland Transport, dated 22 June 2017

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ATTACHMENT A

Certificates of title

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ATTACHMENT B

Proposed Plans

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ATTACHMENT C

Transportation Assessment Report

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ATTACHMENT D

Engineering Letter

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ATTACHMENT E

Landscape and Visual Assessment

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ATTACHMENT F

Consultation Record

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ATTACHMENT G

Proposed conditions of consent

1. The consent holder shall investigate and implement the extension of the right turn lanes out of Painton Road (onto the Hibiscus Coast Highway) to achieve increased queuing length. The proposed extension will meet Auckland Transport’s operational and maintenance standards.

2. Planting in the new carparking area (situated directly south of the Stormwater Pond) shall replicate the planting regime from the main carparking area contained in the Hibiscus Coast Busway Station, Master Planting plan, Revision B, dated 30 November 2016 prepared by LA4 Landscape Architects.

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ATTACHMENT H

Stage 2 resource consent conditions (LAN-58473)

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70 ATTACHMENT B

PLANS

71 72 GE-010 Sheet No.

SO 432882 SO

SECTION 4 SECTION

RETAINED AS KISS 'N' RIDE 'N' KISS AS RETAINED EXISTING BUS STOP TO BE TO STOP BUS EXISTING A3-19461

PROPOSED TIMBER POLE RETAINING WALL

ONLY

BUS

PROPOSED PARKING AREA PARKING PROPOSED 521 SPACES PROVIDED SPACES 521

BUS

ONLY

SET A3-19461 PR-000 A3-19461 SET

PROPOSED PARKING AREA, PARKING PROPOSED REFER TO ENGINEERING TO REFER

ONLY

AND RIDE (OVERALL PLAN) BUS Title Job No. PROPOSED HIBSICUS COAST PARK PAINTON ROAD PAINTON

STOP

HIBISCUS COAST HIGHWAY COAST HIBISCUS BS-000 Project AUCKLAND TRANSPORT STAGE 2

HIBISCUS COAST PARK AND RIDE HIBISCUS COAST HIGHWAY, SILVERDALE

BUS STATION SET A3-19461 SET STATION BUS

PROPOSED CONCRETE PROPOSED

ROUNDABOUT APRON ROUNDABOUT PROPOSED BUS STATION, REFER TO REFER STATION, BUS PROPOSED OCT 2016 OCT 2016 OCT 2016 OCT 2016 A3-19461 PR-016 - 018 A3-19461 PROPOSED WETLAND, PROPOSED REFER TO PLANS REFER TO 1:1000 @ A3 J.ABRAHAM I.T.HUTCHINSON H.NORTON B.DE RONDE Approved Checked Scale Scale vert. exag. Design Drawn

SMALL ROAD www.hc.co.nz

PO Box 150, Orewa 0946

POND PROPOSED

Ph: 09 426 5702

ATTENUATION STORMWATER 154 Centreway Road, Orewa 0931

MAR 2017 PSH OF OKURA OF PSH

Appd. Date PT ALLOTMENT 216 ALLOTMENT PT PF IH Chk.

PROVIDED HN Drawn

PROPOSED PARKING AREA, 90 SPACES

SO 432882 SO SECTION 5 SECTION ISSUED FOR CONSTRUCTION Revision No. HIBISCUS COAST HIGHWAY

PAVEMENT MARKING TO BE REMOVED TO ALLOW FOR ANOTHER RIGHT TURNING LANE

EXISTING RIGHT TURN WITH STRAIGHT ARROW TO BE REMOVED

EXISTING RIGHT TURN EXISTING GIVE WAY TO TO BE REMOVED BE REMOVED

PAINTON ROAD EXISTING RIGHT TURN TO BE REMOVED

Design H.NORTON OCT 2016 Project Title Sheet No.

Drawn B.DE RONDE OCT 2016 AUCKLAND TRANSPORT EXISTING HIBISCUS COAST HIBISCUS COAST PARK AND RIDE HIGHWAY AND PAINTON ROAD Checked J.ABRAHAM OCT 2016 STAGE 2 INTERSECTION GE-014 Approved I.T.HUTCHINSON OCT 2016 HIBISCUS COAST HIGHWAY, SILVERDALE PO Box 150, Orewa 0946 HN PF IH MAR 2017 1:250 @ A3 ISSUED FOR CONSTRUCTION 154 Centreway Road, Orewa 0931 Scale Job No. 74 No. Revision Drawn Chk. Appd. Date Ph: 09 426 5702 www.hc.co.nz Scale vert. exag. A3-19461 HIBISCUS COAST HIGHWAY

PROPOSED GIVE WAY SYMBOL

PROPOSED "BUS ONLY"

PROPOSED RIGHT TURN LINE MARKING

WITH STRAIGHT ARROW ONLY BUS

PROPOSED RIGHT TURN PROPOSED LEFT TURN PROPOSED RIGHT TURN BUSES ONLY

PROPOSED PEDESTRIAN PROPOSED GREEN SYMBOL PAVEMENT MARKING TO INDICATE BUS LANE

PROPOSED "BUS ONLY" LINE MARKING PROPOSED GREEN PAVEMENT MARKING TO INDICATE BUS LANE BUS ONLY

PROPOSED NO STOPPING DIAMONDS PAINTON ROAD PROPOSED RIGHT TURN BUSES ONLY

STOP

Design H.NORTON OCT 2016 Project Title Sheet No.

BUS Drawn B.DE RONDE OCT 2016 AUCKLAND TRANSPORT PROPOSED HIBISCUS COAST ONLY HIBISCUS COAST PARK AND RIDE HIGHWAY AND PAINTON ROAD Checked J.ABRAHAM OCT 2016 STAGE 2 INTERSECTION GE-015 Approved I.T.HUTCHINSON OCT 2016 HIBISCUS COAST HIGHWAY, SILVERDALE PO Box 150, Orewa 0946 HN PF IH MAR 2017 1:250 @ A3 ISSUED FOR CONSTRUCTION 154 Centreway Road, Orewa 0931 Scale Job No. 75 No. Revision Drawn Chk. Appd. Date Ph: 09 426 5702 www.hc.co.nz Scale vert. exag. A3-19461 76 ATTACHMENT C

TRANSPORTATION ASSESSMENT REPORT

77 78

Hibiscus Coast Highway, Silverdale Park & Ride Facility- Stage 2

Transportation Assessment Report

15 June 2017

Project: Park & Ride facility, Silverdale Report title: Transportation Assessment Report Document reference: J00472 Silverdale Park and Ride Stage 3 150617 Final Date: 15 June 2017

Report Prepared By Reviewed By Approved By Status

Final Nabi Mussa Leo Hills Leo Hills Report

81 J00472 Silverdale Park and Ride Stage 3 150617 Final Transportation Assessment Report

Table of Contents

1 Introduction ...... 1

2 Road environment ...... 1 2.1 Site location ...... 1 2.2 Traffic volumes ...... 3

3 Public transport services ...... 4

4 Road safety assessment ...... 5

5 Proposed development ...... 6

6 Trip generation ...... 7 6.1 Assessment ...... 7 6.2 Effects on the surrounding network ...... 9

6.2.1 Wider network ...... 9 6.2.2 local network ...... 9 6.3 Additional network modelling ...... 11

6.3.1 General ...... 11 6.3.2 Model development ...... 12 6.3.3 Results ...... 12 6.4 future operation ...... 13

7 Access ...... 14

8 Pedestrian provision ...... 15

9 Kiss and ride ...... 16

10 Conclusions ...... 16

Appendix A: Aimsun modelling ...... 17

82 J00472 Silverdale Park and Ride Stage 3 150617 Final Transportation Assessment Report Page 1

1 INTRODUCTION

An existing Park ‘n’ Ride carpark is located on the southwestern corner of the Hibiscus Coast Highway and Painton Road intersection in Silverdale. Resource consent has been granted for Stage 2 that comprises:

 a bus station platform and associated buildings with 4 bus stops;  bus only egress onto Hibiscus Coast Highway;  kiss and ride spaces on the eastern side of Painton Road; and  an extension of the existing carpark to 484 Park and Ride parking spaces.

Upon revision of the design, an additional 127 parking spaces are now proposed and as such, a change to the existing resource consent is therefore required. This increase is known as Stage 3.

A total of 37 parking spaces will be located within the consented area with 90 new parking spaces to be located to the east of the consented parking adjacent to the stormwater pond. No changes to the consented Stage 2 design for the bus station, platform, access arrangements (for buses and Park and Ride), to the Kiss and Ride design on Painton Road or changes to the Hibiscus Coast Highway/ Painton Road intersection are proposed as part of the revised consent. This report assesses the transport-related matters of the proposal, including:

 A description of the site and its surrounding transport environment;  A description of the key transport-related aspects of the proposed development;  The proposed form of egress arrangements for vehicles and pedestrians;  The parking supply in relation to anticipated parking demands;  The expected volumes of additional vehicle traffic likely to be generated by the park and ride;  The expected impact of the additional traffic flows on the surrounding road network.

These and other matters are addressed in detail in this report. By way of summary, it is considered by this assessment that if the proposed development as detailed in this report is undertaken, the overall effect of the proposal on the wider transport environment will be positive, and further minimal adverse effects to the function, capacity and safety of the local traffic network are anticipated.

2 ROAD ENVIRONMENT 2.1 SITE LOCATION

The site is located at 1 Hibiscus Coast Highway, which, is on the southwestern corner of the Hibiscus Coast Highway / Painton Road intersection. The site is bounded by Painton Road to the west and by Small Road to the south.

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Hibiscus Coast Highway is classified as an Arterial Road in the Unitary Plan1. It provides a key alternative road to SH1 between Silverdale and Waiwera (via Red Beach and Orewa). The State Highway 1 / Hibiscus Coast Highway Interchange is located some 400m east of the subject site.

Painton Road and Small Road are not classified as Arterial Roads in the Unitary Plan. Figure 1 shows the location of the site in relation to the surrounding road network.

Figure 1: Site Location

Site Location

Figure 2 shows the location of the site in relation to the surrounding environment.

1 Proposed Auckland Unitary Plan Decisions Version 19 August 2016.

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Figure 2: Site Location in relation to surrounding roading environment

Site

Adjacent to the site, Hibiscus Coast Highway generally has two traffic lanes in each direction separated by a flush median. Parking is not permitted on either side of the road.

The Hibiscus Coast Highway / Painton Road Intersection is a signalised intersection that includes a fourth leg to provide access and egress into a sports facility (the Silverdale War Memorial Park). The Hibiscus Coast Highway approaches comprise two lanes for approaching through traffic plus separate left and right turn lanes. On the Painton Road approach, there is a separate left give-way controlled lane with a signalised shared through / right turn lane and a separate right turn lane.

Adjacent to the site, Painton Road comprises a single lane in each direction. Extended bus stops are provided on both sides of the road (current Bus Interchange) with limited on-street parking. Buses currently enter Painton Road via the Hibiscus Coast Highway/ Painton Road intersection, travel south on Painton Road u-turning around the Painton Road / Small Road roundabout to enter the Bus Parking Bays to drop off and pick up passengers.

Small Road comprises a single traffic lane in each direction. Parking is permitted on both sides of the road, and site observations show that this parking is well utilised. The posted speed limit in the area is 80km/h on Hibiscus Coast Highway.

2.2 TRAFFIC VOLUMES

Traffic Data from Auckland Transport2 indicates that in February 2016, Hibiscus Coast Highway (between Wainui Road and Whangaparoa Road) carries in the order of 20,500 vehicles per day in 2015.

2 Auckland Transport website https://at.govt.nz/about-us/reports-publications/traffic-counts/

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Full turning count surveys were also undertaken by Commute on Thursday 13th October 2016 at the Hibiscus Coast Highway / Painton Road / Sports Facility intersection. The surveys were undertaken between 7:00am and 9:00am, as well as between 3:00pm and 6:00pm. These times were selected so as to encompass the peak of traffic movements within the vicinity of the site. Figure 3 shows the traffic movements observed during the morning peak hour (7:00am to 8:00am) and the evening peak hour (4:00pm to 5:00pm).

Figure 3: Weekday peak hour existing volumes – Hibiscus Coast Hwy/ Painton Rd/ Sports Facility Intersection

3 PUBLIC TRANSPORT SERVICES

The New Network for the Hibiscus Coast, including the extension of the Northern Express to Hibiscus Coast Station was launched in October 2015.

Four bus stops are located on Painton Road as part of Stage 1 of the Hibiscus Coast Bus Station. These stops provide the following services from northern suburbs to the Station:

 Route 981: Waiwera or Orewa to Hibiscus Coast Station;  Route 982: Gulf Harbour to Hibiscus Coast Station;  Route 983: Gulf Harbour to Hibiscus Coast Station via Viapond Road, Red Beach and Silverdale;  Route 984: Orewa to Hibiscus Coast Station via Maygrove and Silverdale;  Route 985: Orewa to Hibiscus Coast Station via Mill Water and Silverdale;  Route 991X: Hibiscus Coast Station to City Express (Monday to Friday only 3:20pm to 5:55pm);  Route 992X: Gulf Harbour to City Express (Monday to Friday only 3:20pm to 5:55pm). Once at the Hibiscus Coast Station, passengers can transfer to the Northern Express. This route is from Hibiscus Coast Bus Station to Britomart via the Northern Busway. Stops include Albany Station, Constellation Station, Smales Farm Station, Sunnynook Station and Akoranga Station. Buses then travel over the Auckland Harbour Bridge onto Fanshawe Street to Britomart. During the weekdays these services occur at 10-15 minute frequencies in the peak direction during the peaks with buses during the day and outside of these peaks every 30 minutes. The last bus from Hibiscus Coast Highway Bus Station is at 10:30pm and

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at 11:15pm from Britomart. During the weekends, the service runs every 30 minutes during the day. Figure 4 shows the existing public transport services in the local area.

Figure 4: Existing public transport services to Hibiscus Coast Bus Station

4 ROAD SAFETY ASSESSMENT

An assessment of the surrounding area’s safety record has been carried out using the NZTA’s CAS database for crashes near the subject site over the period 2011-2015 including all available data for 2016. The study area includes the intersection of Hibiscus Coast Highway/ Painton Road, Painton Road, Small Road adjacent to the site and the Small Road / Painton Road roundabout. A total of three crashes were identified within the search area. These all occurred in 2015 with one resulting in minor injuries. The minor injury crash occurred when a vehicle turning right from Hibiscus Coast Highway into Painton Road was hit by a following vehicle. A second rear end crash involved a vehicle travelling east on Hibiscus Coast Highway being hit by a following vehicle upon slowing or stopping for a queue. The third crash involved a vehicle turning right into Painton Road failing to heed at the traffic signals and being hit by an oncoming eastbound vehicle on Hibiscus Coast Highway.

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A collision diagram of the surrounding area is included in Figure 5.

Figure 5: Collision Diagram

The crash history identified three crashes. It is noted however, that the Hibiscus Coast Highway / Painton Road signalised intersection was recently constructed as part of Stage 1 of the Hibiscus Coast Highway Bus Interchange. Prior to this, there was no access point (Painton Road) at this location. The three crashes identified are typical of urban signalised intersections. No crashes have been recorded on Painton Road or Small Road including those associated with the access points to the existing Park and Ride area. As a result, the proposed increase in parking and associated traffic movements will unlikely exacerbate the existing road safety in any way.

5 PROPOSED DEVELOPMENT

The proposal involves the expansion of both an existing and already consented Park ‘n’ Ride. This facility will be complemented by the inclusion of a bus interchange area (located between the park n ride area and Hibiscus Coast Highway) together with a new kiss ‘n’ ride

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area where the bus stops are currently located (these later facilities have already been consented as part of Stage 2). It is intended that all the available space on the site will be increased to included:

 A total of 611 spaces in the park ‘n ride itself; and  Retaining in the order of 39 spaces on Small Road which are also likely to be used as park n ride activity; Access will be via the existing signalised intersection with Hibiscus Coast Highway as well as a secondary exit only driveway on Hibiscus Coast Highway (to be left turn exit only for buses). This access arrangement is also consented as part of the Stage 2 development which is currently under construction. Figure 6 shows the layout of the proposed layout once both the Stage 2 (consented) and Stage 3 (current proposal) is constructed. It is important to note that the subject proposal includes the assessment of effects associated with the additional 127 carparks while bus interchange and associated changes to the local road network are already consented.

Figure 6: Proposed layout

6 TRIP GENERATION 6.1 ASSESSMENT The proposal intends to create a total of up to 611 park n ride spaces (127 more spaces than already consented) on the subject site as well as retaining approximately 39 spaces on Small Road. Overall the area will accommodate approximately 650 spaces. As part of the surveys completed in the area (13th October 2016), the parking demand in the area was also recorded. Table 1 details the results of this survey.

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Table 1: Parking survey (cars parked) Location 7am 9am 1pm 3pm 6pm

Grass Banks 5 17 23 18 8

Car Park 162 235 252 234 88

Small Road 0 66 65 68 39

Other Area 0 77 80 81 52 (gravel area)

Sports Club Car 18 82 81 81 50 Park (opposite)

Total (not 167 396 420 401 187 including sports facility)

It should be noted that the actual capacity of the current parking area is approximately 253 spaces (not all marked spaces) and as such at 1pm the existing park n ride was effectively fully occupied with an additional 168 cars parked near the park n ride and 81 parked in the sports club (249). Accordingly, even though the capacity of the carparks is some 253 the actual existing demand is approximately twice current capacity. Traffic generation for Park ‘n’ Ride facilities are not well published and are highly dependent on location / success. As such it is considered the most appropriate way to estimate the additional traffic associated with the additional carparks is simply to proportionally increase the existing traffic generation of the carparks. In this regard from Table 1 above the peak parking for the “site” is 420 spaces. This includes the parking on the site together with the parking in other areas to the south of Hibiscus Coast Highway currently used as Park ‘n’ Ride activity. With the entire area proposed to have 650 spaces this translates to an increase of 55%. Of note a total of some 523 spaces are effectively consented and therefore 25% of the 55% increase is already consented (and currently under construction). The final movements that are expected to increase by 55% depend on the peak period. In the AM peak the entry movements will likely increase (people arriving to the Park ‘n’ Ride facility) while the exits movements (relating to bus movements and kiss ‘n’ ride movements) are unlikely to change with additional carparks and will be unchanged. At the same time, the increase in left turn entry movements are likely to already be travelling along Hibiscus Coast Highway (westbound) and as such this through movement will decrease by the same amount. In the PM peak the exit movements will likely increase while the entry movements (relating to bus movements and kiss n ride movements which are unlikely to change with additional carparks) will be unchanged. At the same time the increase in right turn entry are likely to already be travelling along Hibiscus Coast Highway (eastbound) and as such this through movement will decrease by the same amount. From the above the increase in traffic generation (Stage 2 consented and Stage 3 proposed) has been estimated as:

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 AM peak hour: 73 additional movements left in and 51 additional movements right in with a reduction of 73 movements westbound on Hibiscus Coast Highway; and  PM peak hour: 15 additional movements left out, 64 additional movements right out with a reduction of 64 movements eastbound on Hibiscus Coast Highway. This change is shown in Figure 7 below.

Figure 7: Weekday peak hour additional traffic

It is noted that the above assessment assumes all vehicles on Painton Road are associated with the existing Park ‘n’ Ride. The increase is thus considered a conservative assessment as it is likely that a small proportion of existing vehicles (particularly in the afternoon), are associated with the Snowplanet facility off Small Road (and thus will not increase in traffic generation due to the expanded Park ‘n’ Ride facility).

6.2 EFFECTS ON THE SURROUNDING NETWORK

6.2.1 WIDER NETWORK In terms of the wider network the very nature of the Park ‘n’ Ride facility will mean that outside the intersection of the site and Hibiscus Coast Highway, the proposal will essentially reduce traffic to the wider network. In the morning commute it is anticipated that a number of westbound traffic currently on Hibiscus Coast Highway will enter the site (via a left turn entry) park in the site and then catch the bus into Auckland CBD. Given that 230 additional carparks are proposed for the Park ‘n’ Ride from the existing situation (both Stage 2 and 3), it is likely that in the 2-3-hour commute peak a total of 230 movements into the CBD will be removed from the current network (west of the site). As such the overall effect to the wider network (especially SH1) as a result of the proposal will be positive.

6.2.2 LOCAL NETWORK In terms of the effect onto the local network, the signalised intersection of Hibiscus Coast Highway / Painton Road / Sports facility is considered the only intersection in the area which will experience and any noticeable change in traffic volumes.

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Traffic counts have been carried out for both the AM (7-9am) and PM (4-6pm) peak periods. The turning counts have been used to build an existing and future model of the intersection using the computer program SIDRA3. Four scenarios have been modelled as follows:

 Existing weekday morning (AM) traffic volumes  Development AM traffic volumes (existing volumes plus additional volume)  Existing weekday evening (PM) traffic volumes  Development PM traffic volumes (existing volumes plus additional volume). As such, the existing intersection operation has been compared against the development scenario to assess the effects of the redistributed traffic at the intersection. Future turning volumes have been outlined and its impact has been discussed. Of note, a significant proportion of the “additional volume” is already consented as part of the Stage 2 upgrade. The results of the analysis are contained in Tables 1 and 2 below.

Table 2: Morning peak – Sidra results, XX existing (YY) proposed (Stage 2 and 3) Degree of Turning Average Level of 95th Percentile Leg Saturation Movement Delay (sec) Service Back of Queue (m) (v/c)

Left 0.089 (0.142) 5 (6) A (A) 7 (15) East: Hibiscus Coast Through 0.701 (0.685) 20 (19) B (B) 274 (263) Highway Right 0.104 (0.104) 71 (71) E (E) 9 (9)

Left 0.029 (0.029) 17 (17) B (B) 6 (6) West: Hibiscus Coast Through 0.441 (0.441) 16 (16) B (B) 140 (140) Highway Right 0.539(0.834) 75 (83) E (F) 51 (86)

Left 0.054 (0.052) 13 (15) B (B) 8 (7)

South: Painton Road Through 0.110 (0.110) 64 (64) E (E) 11 (11)

Right 0.110 (0.110) 69 (69) E (E) 11 (11)

Left 0.029 (0.029) 81 (81) F (F) 1 (1)

North: Sports Facility Through 0.130 (0.130) 78 (78) E (E) 5 (5)

Right 0.130 (0.130) 82 (82) F (F) 5 (5)

OVERALL 0.701 (0.834) 21.0 (21.8) C (C) 274 (262)

3 SIDRA 6.1, Version 6.1.4.5240, Akcelik and Associates

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Table 3: Afternoon peak – Sidra results, XX existing (YY) proposed (Stage 2 and 3) Degree of Turning Average Level of 95th Percentile Leg Saturation Movement Delay (sec) Service Back of Queue (m) (v/c)

Left 0.024 (0.024) 5 (5) A (A) 1 (1) East: Hibiscus Coast Through 0.507 (0.506) 13 (13) B (B) 169 (169) Highway Right 0.041 (0.039) 18(17) B (B) 2 (1)

Left 0.011 (0.011) 14 (14) B (B) 3 (3) West: Hibiscus Coast Through 0.682 (0.655) 16 (16) B (B) 282 (262) Highway Right 0.373 (0.373) 85 (85) F (F) 24 (24)

Left 0.032 (0.050) 8 (8) A (A) 3 (5)

South: Painton Road Through 0.341 (0.700) 73 (77) E (E) 33 (54)

Right 0.341 (0.700) 78 (81) E (F) 33 (54)

Left 0.187 (0.187) 89 (89) F (F) 7 (7)

North: Sports Facility Through 0.107 (0.107) 84 (84) F (F) 4 (4)

Right 0.107 (0.107) 88 (88) F (F) 4 (4)

OVERALL 0.682 (0.700) 18.5 (19.7) B (B) 282 (262)

The results show that in both the morning and afternoon peak period the effect of the increase in Park ‘n’ Ride facility is overall minimal (and in some legs positive) on the performance of the Hibiscus Coast Highway / Painton Road signalised intersection. The reason for this is in both peak periods the proposal reduces traffic from the movement which is critical in both periods (in the AM the westbound through movement and in the PM the eastbound through movement on Hibiscus Coast Highway). It is noted that the only approach that experienced any noticeable change in performance is the Painton Road approach in the afternoon peak. Even with this change, this approach still meets acceptable performance indicators and will experience minimal increases in delay (3- 4 seconds).

6.3 ADDITIONAL NETWORK MODELLING

6.3.1 GENERAL The TFUG North Aimsun model has subsequently been used to assess the wider network effects. The Aimsun model provides a greater level of detail that the SIDRA model and includes more detailed operation of the Hibiscus Coast Highway / Painton Road signalised intersection and provides a wider network assessment.

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6.3.2 MODEL DEVELOPMENT The TFUG North Aimsun model has been developed by Beca for Auckland Transport and is available for two scenario years, being the current year (2016) and future (2026). It is noted however that the peer review for the future year is yet to be closed off and as such the 2016 year has been used. In any event the change in number of cars in the park n ride is expected to have similar general effects regardless of the assessment year. Given the initial SIDRA assessment, the evening peak has only been assessed, as in general the morning peak is not considered critical in assessing the effects of the park n ride (majority of additional traffic will be left into the site). To aid in reporting only the area of the model only Hibiscus Coast Highway from the Silverdale interchange through to Whangaparoa Road has been “windowed” from the much larger model as this is where the primary effect would occur. In terms of the trip generation of the Stage 2 Park and Ride, the process set up for TFUG North will be used where the generation was based on the distribution as predicted by ART3 and capped by the parking spaces at the Park and Ride. In the evening peak the exit movements will likely increase while the entry movements (relating to bus movements and kiss n ride movements which are unlikely to change with additional carparks) will be unchanged. At the same time the increase in right turn entry movements are likely to already be travelling along Hibiscus Coast Highway (eastbound) and as such this through movement will decrease by the same amount.

6.3.3 RESULTS The Aimsun model included a current “Existing scenario a well as a “Expanded” scenario which includes the final Stage 2 and 3 park n ride facility. The detailed results of both the “Existing” and the “Expanded” are attached as Appendix A. The results generally show the increase in traffic / delay occurs at the Hibiscus Coast Highway / Painton Road signalised intersection and in particular with the right turn movement from Painton Road to Hibiscus Coast Highway. The change on Hibiscus Coast Highway is expected to be minimal. It is recognised that there is additional delay at the Painton Road leg of the intersection (as noted in the SIDRA modelling) however the Aimsun modelling shows a greater effect generally due to the additional of a 5 second bus pre-emption phase on this leg of the intersection which will occur as result of the consented park n ride. It is also recognised that as traffic increases on this leg, this queuing space will likely be critical in the operation of the intersection. Overall it is recommended that the queuing space for the two general lanes should be maximised through detailed design. The suggested improvement is discussed in Section 6.4 below. There are a couple of key points to note regarding the Aimsun modelling being: The modelling shows the difference between the existing situation and the total including expansion (ie does not review what is already consented);

 The modelling shows the difference between the existing situation and the total traffic generation associated with the full car parking expansion (650 parking spaces including 484 consented on site, 39 existing on-street, and the proposed 127 additional on-site spaces). The model does not differentiate between traffic associated with the consented and proposed car parks

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 It is considered the majority of changes experienced in the future modelling are already consented. In particular, the bus pre-emption phase in Figure 4 of the Beca report removes 5 seconds of green time from the intersection which would already be part of the consented development (ie the bus pre-emption is part of the bus station rather than the increase in parking numbers);  The modelling (and indeed the SIDRA analysis) assumes the additional carparks creates additional park ‘n’ ride demand. In practice however, (and as witnessed at the moment at a number of facilities in Auckland including Silverdale Park n ride), the demand and thus traffic generation can be created regardless of the number of carparks in the park ‘n’ ride. As such, if the additional carparks are not created the actual demand and traffic generation may actually be the same, with cars parking on the surrounding streets rather than in the park ‘n’ ride itself; and  The model does not cover the wider network improvements particularly on SH1 as a result of removing traffic travelling on SH1 to the south, but rather concentrates on the area discussed with interested stakeholders.

6.4 FUTURE OPERATION It is recognised the above assessment is based on existing volumes in the area, however the area is likely to change significantly in the future. In particular the area to the south of Hibiscus Coast Highway which currently gains access off Painton Road has been zoned as General Business and Mixed Housing Urban zone, and forms the Silverdale 3 Precinct of the Unitary Plan (I537). It is noted that the activity table for Silverdale 3 Precinct includes a number of restrictions on the level of development that can be undertaken until new roading infrastructure within the precinct, including the requirement for new connections to East Coast Bays Road, is provided. Significantly however, the restrictions do not specifically relate to the performance of the Hibiscus Coast Highway / Painton Road intersection. While the performance of the intersection of Hibiscus Coast Highway / Painton Road does not appear to relate to the development of Silverdale 3 Precinct land, it is recognised that the performance of this intersection could affect the usability of the land. It is noted that the development of Stage 2 proposes to alter the Painton Road approach to Hibiscus Coast Highway intersection. This revised layout has been included this change in the SIDRA modelling and is shown in Figure 8 below.

Figure 8: Change to Painton Road

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The change slightly reduces the current queuing space for general vehicles on this approach by adding in a bus only lane and utilising the current redundant westernmost approach lane (currently hatched out). This lane has less queuing space than currently exists. With the existing traffic flows (which the majority relate to the Park ‘n’ Ride) being relatively low, this causes minimal effects (as noted in the SIDRA analysis). At present the pedestrian crossing of Hibiscus Coast Highway dictates the phase length of the Painton Road approach (rather than actual traffic volumes). It is however considered that as traffic increases on this leg (due to Silverdale 3 Precinct) and the bus pre-emption, this queuing space will likely be critical in the operation of the intersection. Overall it is recommended that the queuing space for the two general lanes should be maximised through detailed design. The suggested improvement is shown in Figure 9 below.

Figure 9: Suggested improvements to Painton Road

Continue two general traffic lanes to the south as far as possible

This improvement will offer significant increase in capacity for future developments as well as the Park ‘n’ Ride facility.

7 ACCESS Figure 10 shows the proposed vehicle crossings over the site (via Small Road Hibiscus Coast Highway and Painton Road).

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Figure 10: Access arrangement

The access to / from the site will occur in three locations as follows:

 Access to the parking spaces will be via Small Road (combined entry and exit). This access is already consented as an “entry only” driveway in Stage 2 and is considered a significant improvement over that currently occurring for the Park ‘n’ Ride facility (all access off Painton Road near Hibiscus Coast Highway). The change from Stage 2 in making this driveway two-way is also considered an improvement in that it greatly simplifies the operation of the carpark and its access;  Access to the bus area via Painton Road (both entry and exit). This will occur in the same location as the current Park ‘n’ Ride access but will experience significantly less traffic with the proposal (only to be used by buses); and  A left turn exit only driveway directly onto Hibiscus Coast Highway. Overall the proposal access provision is considered both appropriate and an improvement over the existing situation.

8 PEDESTRIAN PROVISION Footpaths are provided on both sides of the road Hibiscus Coast Highway east of the site. West of the site there are however no footpaths. The intersection of Hibiscus Coast Highway and Painton Road has signalised crossings on three approaches allowing fully protected pedestrian crossings. The proposed Park ‘n’ Ride

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facility includes significant additional pedestrian provision as shown in Figure 10. From a pedestrian perspective, the site is well-connected and provides for a safe environment.

9 KISS AND RIDE The consented upgrade (Stage 2) includes the replacement of the existing bus stops on Painton Road with a kiss ‘n’ ride facility. From on-site observation, this kiss ‘’n ride activity is already occurring in the existing carpark (and entrance). As such the provision of a dedicated kiss n ride facility is not expected to add significant additional traffic but will rather allow the existing drop-offs / pick-ups to occur safely and efficiently.

10 CONCLUSIONS Following a review of the proposal to increase the size of an existing Park ‘n’ Ride facility at 48 Hibiscus Coast Highway, the following can be concluded:

 The proposal itself will not generate any additional traffic on Auckland road network, but rather (together with the consented Stage 2) will remove approximately 230 inbound and 230 outbound traffic movements on the northern motorway (127 traffic movements for Stage 3 alone);  As demonstrated by the existing Park n Ride (which has parking demand of approximately twice the parking provision), the actual parking demand, and hence traffic generation, of such a facility can be independent of the parking spaces provided. As such without the Stage 3 expansion in parking numbers, it is likely that the parking will occur in the surrounding streets (particularly in the new Silverdale 3 Precinct);  No traffic safety issues have been identified which could impact on or be caused as a result of the proposed development;  The site is well-connected from a public transport perspective and will link to a new proposed bus stop to be installed by Auckland Transport;  The results of the network modelling (both SIDRA and Aimsun) shows that the effects of any increase in capacity of the park ‘n ride at Silverdale will be confined to the Hibiscus Coast Highway / Painton Road signalised intersection and in particular the Painton Road approach in the evening peak hour. These changes are considered to be acceptable and generally due to the consented environment rather than the proposed expansion. Other areas of the surrounding road network will experience little to no travel time changes as a result of the expansion; and  Overall, the traffic expected to be generated by the proposed development can be accommodated within the existing local road network. This traffic has a minimal impact on the function and capacity of the network.

Overall, the following changes are recommended:

 To cater for additional traffic expected in the future relating to Silverdale 3 Precinct, consideration should be given to increasing the queuing capacity of the Pointon Road approach (as shown in Figure 9); Accordingly, it is concluded that there are no traffic engineering or transportation planning reasons that would preclude the development of the subject site as proposed. Commute Transportation Consultants

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APPENDIX A: AIMSUN MODELLING

100 ATTACHMENT D

ENGINEERING LETTER

101 102 103 104 ATTACHMENT E

LANDSCAPE AND VISUAL ASSESSMENT

105 106

Assessment of Landscape and Visual Effects Hibiscus Coast Busway Station – Park and Ride Hibsicus Coast Highway – Silverdale

LA4 Landscape Architects PO Box 5669, Wellesley Street Auckland CBD

107

Assessment of Landscape and Visual Effects Hibiscus Coast Busway Station – Park and Ride Hibsicus Coast Highway – Silverdale

Table of Contents

1.0 Introduction … …3 2.0 The Proposed Development… …3 3.0 The Visual and Landscape Context … …4 4.0 Evaluation of the Proposal … …6 5.0 Conclusions … …12

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Assessment of Landscape and Visual Effects Hibiscus Coast Busway Station – Park and Ride Hibsicus Coast Highway – Silverdale

1.0 Introduction 1.1 LA4 Landscape Architects have been requested by Auckland Transport to undertake a landscape and visual effects assessment of the alterations to the existing Stage 2 consented design of the Hibiscus Coast Busway Station at Hibiscus Coast Highway and Painton Road, Silverdale.

1.2 The assessment process has involved:

• Background review of plans and documentation; • Desktop assessment utilising aerial photographs; • Site and surrounding environment investigations; • Photographic recording of the site and surrounding environment; • Landscape analysis and visibility assessment; • Assessment of landscape and visual effects.

1.3 Site investigations, an analysis of the site and surrounding Silverdale environment and a landscape and visual effects assessment of the proposed development were undertaken in November 2016.

1.4 The assessment is structured as follows:

• Description of the proposal (Section 2); • Description of the site, landscape context and existing visual environment (Section 3); • Evaluation of the landscape and visual effects (Section 4); • Conclusions (Section 5).

2.0 The Proposed Alterations 2.1 The first stage of the Busway Station is complete – the Silverdale Park and Ride facility. This consists of four interim bus stops; a car parking area for 104 vehicles; a new road - Painton Road linking the Hibiscus Coast Highway with Small Road; and a new signalised intersection on the highway (adjacent to the parking area at the Silverdale War Memorial Park).

2.2 Auckland Transport is now applying to alter the existing Stage 2 consent as follows:

• Revised busway station building design • Increased gradient to the consented car parking area • Reduction in the height of the retaining walls along Painton Road and Small Road boundaries; and • Amended landscape design across the site, including around the stormwater pond and abovementioned changes.

2.3 A landscape development plan has been prepared for the amended design to integrate the facility into the surrounding area and make a positive contribution to the visual amenity of this location (refer to LA4 Landscape Architects Plans Ref: 16497 MP01, PP01-PP06).

2.4 The landscape development for the site includes the following:

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• Specimen tree planting within the car park • Trees within and around the Busway Station platform and building • Mixed indigenous wetland and marginal planting around the stormwater attenuation pond • Groundcover planting within and around the car park and Busway Station • Specimen tree planting for scale and amenity.

2.5 The landscape development has been designed in a manner that contributes to the ecological, functional and aesthetic values of the site. Species have been selected for their function and amenity, as well as utilising indigenous and eco-sourced plants.

2.6 The landscape development also aims at minimising any potentially adverse landscape and visual effects on surrounding environment including adjoining properties, public areas and the Silverdale War Memorial Park.

3.0 The Visual and Landscape Context The Site 3.1 The site is located on the southern side of Hibiscus Coast Highway, bounded by Painton Road to the east and Small Road to the south and west. The northern part of the site is currently occupied by the Park and Ride facility with bus stops along Painton Road and a large sealed car parking area.

3.2 The sealed car parking area is extensive with eight rows of car parks accessed by the aisles. There is no planting within the car park. Specimen tree plantings of young pohutukawa extend around the Painton Road and Small Road frontages. A small stormwater attenuation area is within the western part of the site. Rank grass and some small trees surround the grassed area on the western side.

3.3 Small Road is a no exit street and provides the only access to Snow Planet and the commercial activities along the road. The road is utilised for parallel parking for the Busway and a smaller sealed car parking area is located to the east of the roundabout, again at full capacity. A coffee caravan has set up business in this area catering to the bus commuters. Vehicles are also randomly parked on the grassed berms around the area due to the full capacity of the current car park.

Site Context 3.4 Opposite the subject site on Hibiscus Coast Highway is the Silverdale War Memorial Park with car parking area, rugby club, squash club, bowling club and tennis courts. To the west of the park is a large site on Jack Hawkin Lane currently undergoing earthworks with extensive retaining structures for future development. Adjoining this site is the northern motorway (SH1) and the Silverdale interchange.

3.5 To the southwest on Small Road are Snow Planet and an assortment of business activities including a commercial recreational vehicle and caravan sales yard, paintball facility, Indoor Go-Cart Centre (in liquidation), dog day care facility and residential show home yard. The Silverdale Adventure Park is located on East Coast Road immediately

3.6 The adjacent land on the eastern side of Painton Road has been granted consent to establish and operate a 24-hour service station with associated earthworks and signage and subdivision consent to create 8 lots. Further to the east of this site is the large commercial and retail area off East Coast Road anchored by Kings Plant Barn, Kennards Hire, Oceans Seafood, Resene Colour Shop, Animates and a number of smaller retail units. Further to the east is the Silverdale Industrial Area.

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Photograph 1: Looking towards the site from the Silverdale War Memorial entrance

Photograph 2: The undeveloped southern part of the site along Small Road

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Photograph 3: Looking west into the site from Painton Road

3.7 Opposite the Kings Plant Barn commercial area on the northern side of Hibiscus Coast Highway is the large Bunnings Warehouse with extensive car parking and the ‘Pak n Save’ supermarket similarly with an extensive car parking area.

3.8 The landscape context is dominated by transport related activities with the Hibiscus Coast Highway extending along the site frontage, the existing Park and Ride facility and the more distant State Highway 1 which exert a dominant and utilitarian influence over the area. The amenity of the area is therefore low due to these characteristics and the area is in a state of transition at present. The site itself contains no notable landscape features that contribute to the character and amenity of the surrounding area.

4.0 Evaluation of the Proposal 4.1 The key to assessing the visual and landscape effects of the alterations to the existing Stage 2 consented design on this landscape is first to establish the existing characteristics and values of the landscape and then to assess the effects of the proposal on them.

Landscape Effects 4.2 Landscape effects take into consideration physical effects to the land resource. Assessments of landscape effects therefore investigate the likely nature and scale of change to landscape elements and characteristics. Landscape effects are primarily dependent on the landscape sensitivity of a site and its surrounds to accommodate change and development. Landscape sensitivity is influenced by landscape quality and vulnerability, or the extent to which landscape character, elements/features and values are at risk to change.

4.3 Landscape character results from a combination of physical elements together with aesthetic and perceptual aspects that combine to make an area distinct. Landscape values relate to peoples aesthetic perception of the biophysical environment,

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including considerations such as naturalness, vividness, coherence, memorability and rarity.

Landscape Effects Assessment 4.4 The landscape values associated with the site are low due to the extensively modified nature of the site with the existing Park and Ride facility within the site as well as existing and proposed developments within the surrounding area. A large part of the site is currently formed as a sealed car park with little visual relief. The site and surrounding area are in a state of rapid transition and proposed development.

4.5 There is no significant vegetation within the site and no vegetation that requires removal other than some exotic tree species in the western part of the site. Earthworks and retaining walls along part of the eastern and southern boundaries of the site will be required to achieve a suitable grade for the car parking area. The increased gradient to the consented car parking area will result in a reduction in the height of the retaining walls along both the Painton Road and Small Road boundaries. These retaining walls will be up to a maximum height of 2.5m.

4.6 An amended landscape plan has been prepared for the site that will lift the amenity values of the street frontages, site and surrounding area. Extensive plantings of indigenous tree, shrub and riparian species are proposed throughout the site that will contribute positively to the site and surrounding Silverdale area.

4.7 Consequently the alterations to the existing Stage 2 consented design will have very low adverse landscape effects on the site and surrounding urban area. The proposed landscape development will result in positive landscape effects,

Visual Effects Analysis 4.8 The proposed alterations raise a number of visual issues, including the potential effects on visual amenity to the following key areas:

• Adjoining properties • Surrounding road network • Wider rural/urban area

4.9 The assessment of visual effects analyses the perceptual (visual) response that any of the identified changes to the landscape may evoke, including effects relating to views and visual amenity. Visual sensitivity is influenced by a number of factors including the visibility of a proposal, the nature and extent of the viewing audience, the visual qualities of the proposal, and the ability to integrate any changes within the landscape setting, where applicable.

4.10 The nature and extent of visual effects are determined by a systematic analysis of the visual intrusion and qualitative change that a proposal may bring, specifically in relation to aesthetic considerations and visual character and amenity.

4.11 The methodology used in this assessment is designed to assess whether or not the alterations to the existing Stage 2 consented design for the Busway Station would have adverse visual effects on the nature and quality of the surrounding environment.

4.12 The visual effects assessment has been undertaken in terms of the following criteria:

a). Sensitivity of the view – the relative quality of views towards the site, including landscape character and visual amenity values. b). Viewpoint / perceptual factors – the type and size of population exposed to views towards the site, the viewing distance to the site, and other factors

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which indicate its sensitivity in terms of both viewing audience and the inherent exposure of the view towards the site due to its physical character. c). Peri-urban amenity – the impact of future development on the wider surrounding peri-urban amenity. d). Peri-urban form – the degree to which future development would fit into the existing peri-urban context of the surrounding environs. e). Visual intrusion / contrast – the intrusion into or obstruction of views to landscape features in the locality and beyond and the impact upon key landscape elements and patterns. f). Mitigation potential – the extent to which any potential adverse effects of the development could be mitigated through integration into its surrounds by specific measures.

The Visual Catchment and Viewing Audience

4.13 The visual catchment is the physical area that would be exposed to the visual changes associated with the alterations. In relation to the proposal, the visibility is determined by the topography and vegetation within the surrounding area and the scale of the development.

4.14 The site lies in a discrete area at the end and at the bottom of a broad valley. The valley is generally steeply inclined towards the northwest with local spurs and knolls that obstruct most views of the site. Vegetation and shelterbelts throughout the valley also restrict views towards the site.

4.15 The topography of the area means that the site will be largely screened from view from areas other than those within the immediate vicinity of the site. Views into the site from Hibiscus Coast Highway travelling in a southerly direction are screened from view by the landform and spur to the west of the East Coast Road commercial area. Views from East Coast Road are similarly screened by the intervening landform.

4.16 Views will be gained from parts of the Silverdale War Memorial Park, across the foreground of Hibiscus Coast Highway. These views are currently gained towards the existing car parking area (as illustrated in Photograph 1). Property owners on the more elevated land accessed off East Coast Road to the southeast of the site will be exposed to views.

4.17 Views will be gained from elevated viewpoints from the Silverdale interchange to the southwest of the site. These views are transient and only gained by those travelling in vehicles, at speed, negotiating the traffic lanes. They will therefore be of short duration and limited impact within the transport corridor.

4.18 The viewing audience that will be exposed to views towards the development will therefore comprise:

• Recreational users of the Silverdale War Memorial Park; • Motorists travelling in both directions along Hibiscus Coast Highway; • Motorists travelling in a north easterly direction on the Silverdale interchange; • Motorists travelling along Painton Road and Small Road in the vicinity of the site; • Future users of the currently vacant sites to the east and south of the site; and • Property owners on the more elevated land accessed off East Coast Road to the southeast of the site.

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Visual Effects Assessment 4.19 The visual effects of the alterations to the existing Stage 2 consented design have been assessed from areas within the visual catchment area, which have potential for visual effects. These areas have been identified and the potential visual effects assessed. This is achieved by using both descriptive and analytical means.

4.20 The assessment is from each of the following areas:

• Adjoining properties • Surrounding road network • Wider area

4.21 A detailed assessment and analysis of potential effects have been carried out using a Visual Effects Matrix (score sheet), which ensures that each view and potential changes within each view are evaluated thoroughly and consistently. The key factors contained in the matrix are outlined in Appendix A. It covers aspects such as the sensitivity of the view to change, the size of the viewing audience that would be affected, the legibility of the proposal, how well the proposal integrates with its surroundings and whether or not the proposal intrudes into any existing views.

4.22 The total scores given in the descriptions denote the overall visual effects rating, which has the following range of potential ratings and effects from each viewpoint. In general terms, visual effects in the no effect to moderate effect range are acceptable in landscape and visual terms, provided mitigation is carried out for close-up viewers, or for particularly intrusive elements.

4.23 For those units where high effects result, significant mitigation is required, and/or a redesign of parts of the proposal. Where a very high or extreme effect is created, the effects would be unacceptable in visual and landscape terms.

4.24 The following seven-point scale has been used to rate effects, based on the guidelines contained within the NZILA Best Practice Guide1:

Very Low Effect The proposal has discernible effects but too small to adversely affect other persons.

Low Effect The proposal constitutes only a minor component of the wider view. Awareness of the proposal would not have a marked effect on the overall quality of the scene or create any significant adverse effects.

Moderate Effect The proposal may form a visible and recognisable new element within the overall scene and may be readily noticed by the viewer. The proposal may cause an adverse impact but could potentially be mitigated or remedied.

High Effect

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The proposal forms a significant and immediately apparent part of the scene that affects and changes its overall character. The proposal may cause a serious adverse impact on the environment but could potentially be mitigated or remedied.

Very High Effect The proposal becomes the dominant feature of the scene to which other elements become subordinate and it significantly affects and changes its character. The proposal causes extensive adverse effects that cannot be avoided, remedied or mitigated.

Extreme Effect The proposal is completely at odds with the surrounding area and dominates the scene to an extreme degree. The proposal very significantly affects and entirely changes the character of the surrounding area. The proposal causes extreme adverse effects that cannot be avoided, remedied or mitigated.

Analysis of Results 4.25 The following summaries describe the implications that the alterations to the existing Stage 2 consented design have for each area within the visual catchment. In so doing they touch on key findings in the matrix analysis and the implications that these might have for areas and audiences in close proximity to any given viewpoint.

Surrounding properties

4.26 Surrounding properties to the north, east and south will gain views towards the site. The adjacent land on the eastern side of Painton Road has been granted consent to establish and operate a 24-hour service station with associated earthworks and signage and subdivision consent to create 8 Lots. This development includes extensive landscape plantings in accordance with the Special 35 (Hibiscus Coast Gateway Zone) landscape objectives and policies.

4.27 Land to the south and east is zoned General Business and therefore anticipated to be developed for business activities. Beyond this zone to the southeast is an area accessed off East Coast Road zoned Residential – Mixed Housing Urban zone. Views from here are likely to be highly variable and screened by structures within the General Business zone.

4.28 Views from the Silverdale War Memorial Park to the north currently encompass the existing Park and Ride facility with car parking area and bus stops along Painton Road. Photograph 1 illustrates the view. The existing facility and car park comprises a sealed hardstand area with no landscape treatment. The proposed development incorporates an architecturally designed Busway Station along the Hibiscus Coast Highway frontage to the site. This will screen views towards the car parking area behind.

4.29 The landscape development for the site will significantly enhance the current amenity values of the site and surrounding area through the extensive specimen tree planting of evergreen Pohutukawa (Metrosideros ‘Maori Princess’) along the road frontage and large-scale tree planting of Tulip tree (Liriodendron tulipifera) within the car park. The median islands within the car park are to be mass planted with shrubs and grasses and in combination with the tree plantings, will effectively break up the expanse of hard seal, visually soften and reduce the scale of the area.

4.30 Berm plantings along the Painton Road and Small Road frontages will also add to the vegetated framework of the site and the extensive indigenous plantings surrounding

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the proposed stormwater attenuation pond will enhance the visual and ecological amenity values of the area.

4.31 From the surrounding properties there will be noticeable visual changes due to the alterations to the car parking area and revised Busway Station design. The overall site has been comprehensively designed to accommodate the Busway Station and associated parking with a well designed station building, extensively designed car parking area and stormwater attenuation pond. The existing car park and surrounding land adds little to the amenity of the area, being devoid of landscape treatment and the subsequent overflowing of parked cars into the surrounding grassed berms. The lower height of the retaining walls along the Painton Road and Small Road boundaries will result in reduced visual effects.

4.32 Overall the visual effects of the alterations to the existing Stage 2 consented design on the surrounding properties will be very low. The proposed landscape development will add positively to the amenity values of the site and surrounding Silverdale environs.

Surrounding road network

4.33 Views into the site from the surrounding road network are highly variable due to the intervening landform and vegetation patterns. Views currently encompass the existing Park and Ride facility. Views from the Hibiscus Coast Highway travelling in a southerly direction are screened from view by the landform and spur to the west of the East Coast Road commercial area. Views from East Coast Road are similarly screened by the intervening landform.

4.34 Views will be gained from elevated viewpoints from the Silverdale interchange to the southwest of the site. As outlined previously, these views are transient and only gained by those travelling in vehicles, at speed, negotiating the traffic lanes. They will be of short duration and limited impact within the transport corridor.

4.35 Views from Small Road to the west of the site will largely be screened by the plantings surrounding the stormwater attenuation pond and specimen tree plantings along the road frontage and within the car park. Viewed from Painton Road the development will be seen in the context of the transport corridor surrounding the site.

4.36 A high standard of visual quality will be achieved from the surrounding roads through the revised Busway Station building design and proposed landscape treatment. Overall, the visual effects from the surrounding road network will very low and entirely in keeping with the prevailing characteristics of the area. Again from here there will be positive visual effects through the extensive landscape development throughout the site and within the street berms.

Wider peri-urban area

4.37 Views from the wider peri-urban area will be highly variable due to the surrounding landform and vegetation characteristics. The site lies in a discrete area at the bottom of a broad valley. The valley is steeply inclined towards the northwest with local spurs and knolls that obstruct most views of the site.

4.38 The topography of the area means that the site will be largely screened from view from areas other than those within the immediate vicinity of the site. Viewed from the wider area, where visible, the alterations to the existing Stage 2 consented design will have very negligible effects.

11 LA4 Landscape Architects Ltd | PO Box 5669 | Wellesley Street | Auckland 1141 117

5.0 Conclusions

5.1 The Busway Station site is located in an area where the existing and proposed development is anticipated and planned as part of the Hibiscus Coast Gateway. The surrounding area is undergoing considerable change and transformation as part of the initiatives enabled by the Proposed Auckland Unitary Plan and legacy statutory documents.

5.2 The site and surrounding area is not high in landscape character, landscape quality or landscape amenity. It is surrounded on all side by roads including the Hibiscus Coast Highway in very close proximity to SH1 and the Silverdale interchange. The site is currently occupied by the existing Park and Ride facility.

5.3 In terms of the visual and landscape effects of the alterations to the existing Stage 2 consented design from outside of the site, there will be positive effects resulting from the revised Busway Station building design and the reduction in height of the retaining walls along the Painton Road and Small Road boundaries.

5.4 There will be positive landscape and visual amenity effects resultant from the proposed landscape development throughout the site. The stormwater attenuation pond and surrounding wetland plantings will enhance the visual and ecological values of the site.

5.5 Overall, I consider that the visual amenity and landscape effects of the alterations to the existing Stage 2 consented design would be less than minor. The Busway Station development could be visually accommodated within the landscape without adversely affecting the character, aesthetic value and integrity of the surrounding environment. The proposed landscape development will add positively to the site and surrounding environs.

Rob J Pryor NZILA Registered Landscape Architect December 2016

12 LA4 Landscape Architects Ltd | PO Box 5669 | Wellesley Street | Auckland 1141 118

APPENDIX A: VISUAL EFFECTS MATRIX

Use of a matrix offers one way in which the various facets of visual change - qualitative change, visual contrast etc. - can be pulled together and evaluated in a way which gives due weight to each. This matrix was designed to measure the scale of no or low visual effects through to high visual effects.

The assessment matrix is broken into two stages. The first involves looking at the existing situation and assessing the visual quality and sensitivity of the present view to change. This is followed by an evaluation of the changes associated with the proposed development. Key issues or variables are addressed within each stage and ratings for these are eventually combined to provide a composite visual effects rating. Set out below is the basic structure, showing what these key variables are and how they are arranged:

PART A - SENSITIVITY OF THE VIEW AND SITE TO CHANGE

A1. Analysis of the view's Visual Quality is carried out on the basis that higher quality views are more sensitive to potential disruption and degradation than poorer quality views.

A2. Analysis of the view's Visual Absorption Capability is an evaluation of the degree to which a view is predisposed, or otherwise, to change by virtue of its land uses and/or screening elements and will either accommodate change or make it stand out from its setting.

A3. Analysis of Perceptual Factors. In this section the type and size of population represented by the viewpoint, the viewing distance to the development site and other factors which indicate its sensitivity in terms of both viewing audience and the inherent exposure of the viewpoint to the site because of its physical character is assessed.

PART B - INTRUSION AND QUALITATIVE CHANGE

B1. Analysis of Intrusion / Contrast: the degree to which a proposal's location and specific structural content and appearance make it either blend into its surroundings or be made to stand out from them in terms of form, linearity, mass, colour and physical factors. Whether or not the proposal would intrude into existing views.

B2. Analysis of the proposal's Aesthetic Characteristics: exploring the degree to which it would relate aesthetically and in terms of general character to its surroundings.

Ratings are combined for each viewpoint via a system of averaging and multiplying of ratings to progressively indicate each viewpoint's sensitivity, followed by levels of intrusion and qualitative change, and culminate in an overall visual effects rating.

119 120 ATTACHMENT F

CONSULTATION RECORD

121 122

Consultation Record - Silverdale Park and Ride (Stage 2) Project

KVEST Investment Group Meeting

Attendees: Sky Cai (KVEST) Daniel Sadlier (Ellis Gould) Gerard Thompson (Barker & Associates) Patrick Buckley (AT) Reza Rajiay (AT)

18th October 2016, 9.30am, Auckland Transport, HSBC House

Discussion Points

• Silverdale Park and Ride consenting history (Stage 1, 1A & 2) • Project value engineering exercise / design update • Consenting Strategy for altered design: o s127 and/or RC to accommodate proposed changes to the busway station design, altered landscape plan, earthworks levels / retaining wall height, increased number of carparks (127) and filling an intermittent steam. o Earthworks programmed to start in December 2016 / January 2017 (utilising existing consent (LAN40154)). o Altered stormwater wetland to be consented via manager’s approval process under the existing regional damming of water consent (LAN 41040). • Expert Reporting – Stormwater report (altered stormwater wetland), draft traffic assessment, visual assessment, landscape plan. • Proposed development on the KVest site (properties they have an interest in). • Next Steps – Finalising transport assessment with expert input from potentially affected parties, lodgement of Stage 2 consents.

KVest was provided a copy of the draft traffic assessment & stormwater report via email post meeting.

Matvin Group Meeting

Attendees: Matthew Ellingham (Matvin Group) Kevin Clark (Matvin Group) Patrick Buckley (AT) Reza Rajiay (AT)

19th October 2016, 9.30am, Matvin Group

Discussion Points

• Silverdale Park and Ride consenting history (Stage 1, 1A & 2) • Project value engineering exercise / design update • Consenting Strategy for altered design: o s127 and/or RC to accommodate proposed changes to the busway station design, altered landscape plan, earthworks levels / retaining wall height, increased number of carparks (127). o Earthworks programmed to start in December 2016 / January 2017 (utilising existing consent (LAN40154)). o Altered Stormwater wetland to be consented via Managers approval process under the existing damming of water consent (LAN 41040). • Expert Reporting – Stormwater Report (altered stormwater wetland), draft traffic assessment, visual assessment, landscape plan.

aucklandtransport.govt.nz 123 • Resource Consent for the Matvin development. • Next Steps – Finalising transport assessment with expert input from potentially affected parties, lodgement of Stage 2 consents.

Matvin Group was provided a copy of the draft traffic assessment & stormwater report via email post meeting.

Snowplanet

Attendees: Rojie Aguilar (Snowplanet) Alistair White (Planning Focus) Patrick Buckley (AT) Reza Rajiay (AT)

Meeting 20th October 2016 3.30am

Discussion Points

• Silverdale Park and Ride consenting history (Stage 1, 1A & 2) • Project value engineering exercise / design update • Consenting Strategy for altered design: o s127 and/or RC to accommodate proposed changes to the busway station design, altered landscape plan, earthworks levels / retaining wall height, increased number of carparks (127). o Programmed earthworks utilising existing consent (LAN 40154) to start in December 2016 / January 2017. o Altered Stormwater wetland to be consented via Managers approval process under the existing damming of water consent (LAN 41040). • Expert Reporting – Stormwater Report (altered stormwater wetland), Draft Traffic Assessment, Visual Assessment, Landscape Plan. • BECA Traffic Model / Plan Change 123 • Snowplanet sewage line • Next Steps – Finalising transport assessment with expert input from potentially affected parties, lodgement of Stage 2 consents.

Snowplanet was provided a copy of the draft traffic assessment via email post meeting.

Painton Estate Meeting

Attendees: Paul Painton (Painton Estate), Ann Davidson (Sellar Bone Solicitors), Patrick Buckley (AT)

21th October 2016 12.00am

Discussion Points

124 • Expert Reporting – Stormwater Report (altered stormwater wetland), Draft Traffic Assessment, Visual Assessment, Landscape Plan. • Next Steps – Finalising transport assessment with expert input from potentially affected parties, lodgement of Stage 2 consents.

Painton Estate was provided a copy of the draft traffic assessment & stormwater report via email post meeting.

Telephone Conversations

As previous appellants on the Silverdale Park and Ride (Stage 2) project the following parties where contacted via telephone:

• Silverdale Golf Driving Range – Cameron Marsh (2/11/2016 8.51am) • Runwild Trust – Tim Goulding (Daniel Overton & Goulding – Legal Representative) (1/11/2016 12.56pm)

Both parties were invited to the proposed transportation meeting (details below) to be updated on the project.

Silverdale Park and Ride (Stage 2) - Transportation Assessment discussion

Attendees: Leo Hills (Commute Transportation Consultants for AT), Don McKenzie & Trevor Lee-Joe (TDG for KVest), Cameron Marsh (Silverdale Golf Driving Range), Kevin Clark & Matthew Ellingham (Matvin Group), Phillip Brown (TEAM Traffic for Matvin Group), Paul Painton (Painton Estate) Peter Fuller (Legal Representative for Painton Estate) Roy Williams (Runwild Trust) & Ian Dunwoodie (Legal Representative for Runwild Trust).

9th November 2016, 9.30am, Auckland Transport, HSBC House

Discussion Points

• Silverdale Park and Ride consenting history (Stage 1, 1A & 2) • Project value engineering exercise / design update • Consenting Strategy • Hibiscus Coast Highway, Silverdale Park & Ride Facility- Stage 2 - Transportation Assessment Report (Commute Transportation Consultants) • BECA traffic model for the Silverdale area • Surrounding developments – development timeline, cost sharing for required infrastructure • Next Steps – Running the BECA traffic model with the proposed additional carparks, lodge (December 2016) consent for other elements of the project: • s127 change of conditions (LAN 58473) – accommodating the updated visual elements: i. Revised Busway Station building design, ii. Increased gradient to the consented car parking area, and a reduction in the height of retaining walls along Painton Road and Small Road boundaries, iii. Changes in landscaping design across the site, including around a reduced. stormwater pond, and around the abovementioned change. • Resource Consent for filling a section of intermittent stream.

125 Silverdale Park and Ride (Stage 2) Transport Assessment

The property owners from 39, 43, 66, 79 & 81 Small Road were contacted (via email) on the 22nd May 2017. Informing them of the proposed resource consent for additional carparks, lodgement timeframe and potential for limited notification. A copy of the Transport Assessment was attached to the email.

One property owner (52 & 87 Small Road) could not be contacted as contact details were not available at the time.

Silverdale Park and Ride (Stage 2) Modelling Results

The following parties were emailed with the modelling results on the 23rd May 2017, requesting review and comment:

• Don McKenzie & Trevor Lee-Joe (TDG for KVest), • Kevin Clark & Matthew Ellingham (Matvin Group), Phillip Brown & Keith Bell (TEAM Traffic for Matvin Group), • Paul Painton (Painton Estate) & Peter Fuller (Legal Representative for Painton Estate) • Alistair White (Planning Focus for Snowplanet) • David Mitchel (HGT2 for Auckland Council) • Tim Goulding (Dog Law, legal representative for Runwild Trust)

The email also confirmed the proposed lodgement timeframe and potential for limited notification.

The modelling results were also shared (via email) with owners of 39, 43, 66, 79 & 81 Small Road on the 1st June 2017.

126

127 128 ATTACHMENT H

STAGE 2 RESOURCE CONSENT DECISION (LAN- 58473)

129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150

PAs – CARPARK PLAN WITH DIMENSIONS

151 152

1.0 4.0

2.5 8.0 8.0 34.0

2.0 8.0

Design H.NORTON JUNE 2017 Project Title Sheet No.

Drawn B.DE RONDE JUNE 2017 AUCKLAND TRANSPORT PROPOSED ADDITIONAL PARKING HIBISCUS COAST PARK AND RIDE DIMENSIONS PLAN Checked P. FARLEY JUNE 2017 STAGE 2 PR-033 Approved I.T.HUTCHINSON JUNE 2017 HIBISCUS COAST HIGHWAY, SILVERDALE PO Box 150, Orewa 0946 - - -- - 1:250 @ A3 - 154 Centreway Road, Orewa 0931 Scale Job No. 153 No. Revision Drawn Chk. Appd. Date Ph: 09 426 5702 www.hc.co.nz Scale vert. exag. A3-19461 154

PERMITTED ACTIVITIES

155 156 From: Patrick Buckley (AT) To: Raul Galimidi Cc: Ross Cooper Subject: RE: Lodgement Advice- LUC60303076-Silverdale Park and Ride Additional Carparks Date: Wednesday, 28 June 2017 3:55:39 p.m.

Hi Raul,

Further to your email land our discussions, all the carparks have been designed to the ATCOP standard which is replicated in the parking rules in the AUP:OP. Consequently, all car park spaces proposed for SPR are permitted under rule E27.4.1. Particularly standard E27.6.3.1 (Size and location of parking spaces) and the specific dimension requirements under Table E27.6.3.1.1.

Please proceed with transport expert briefing and ill provide (this week) a detailed site plan to demonstrate compliance.

Cheers

Patrick Buckley Principal Planner | Planning Integration Infrastructure Division Level 10 – HSBC House, 1 Queen Street, Auckland Central DDI 09 4475439 | 0212252623 www.at.govt.nz | [email protected]

From: Raul Galimidi [mailto:[email protected]] Sent: Friday, 23 June 2017 12:20 p.m. To: Maxine Strydom ; Patrick Buckley (AT) ; Ross Cooper Subject: RE: Lodgement Advice- LUC60303076-Silverdale Park and Ride Additional Carparks

Hi Patrick

I‘ve had a quick look at the AEE.

I have noted that All parking spaces, access and manoeuvring areas are proposed to comply with the relevant Unitary Plan development standard. (p.10)

As there are a few, and since identifying permitted activities in the AEE is required under Schedule 4, it will assist that these rules and standards to be complied for are specified.

In particular, this will assist with narrowing down the scope of the review of the relevant traffic assessment. We’ll otherwise be clearing queries about PA’s before really getting into it.

Let me know if you are able to help with this before I brief the traffic specialist, which I anticipate should be done by next Monday.

157

Happy to discuss,

Regards,

Raul

Raul Galimidi | Senior Planner Major Infrastructure Projects Resource Consents Ph 09 301 0101 | Extn (40) 5700 | DDI 09 352 2700 Mob: 021 1100 605 Auckland Council, Level 2, 35 Graham Street, Auckland Visit our website: www.aucklandcouncil.govt.nz

From: Maxine Strydom Sent: Friday, 23 June 2017 12:07 p.m. To: Patrick Buckley (AT); Ross Cooper Cc: Raul Galimidi Subject: Lodgement Advice- LUC60303076-Silverdale Park and Ride Additional Carparks

Good Afternoon,

This is to advise that your application for resource consent has been received and lodged into the council system.

The application has been allocated to Raul Galimidi, who can be contacted on +64 9 352 2700 or [email protected].

When making an enquiry regarding this application please quote the above indicated council reference number.

Please note the following: · While the application has had an initial check for completeness prior to lodgement, further information may be required pursuant to section 92 of the Resource Management Act 1991 before it is considered. Should a request be made you are required to respond within 15 working days otherwise your application will be publicly notified, as required by the Act. · Applications are processed on a time/cost basis. Accordingly, when the cost of processing the application exceeds the initial deposit fee, the additional charge for processing the consent will be payable in full prior to the decision being released. Please note, the costs incurred by council in processing the application must be paid irrespective of whether the application is granted or refused. In addition, an interim invoice may be provided to you during the processing of the application, however you may also request one. · The council reserves the right to use either internal or external specialists to process all or part of this application.

If you have any queries regarding these matters please contact the Planning Helpdesk on 301 0101.

Kind regards,

158 Maxine Strydom | Project Administrator | Major Infrastructure Projects | Resource Consents Level 2 West, 35 Graham Street | Private Bag 92 300, Auckland 1142

Visit our website: www.aucklandcouncil.govt.nz or phone 09 301 0101

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