INTEGRATED TRANSPORTATION ASSESSMENT REPORT · The ITA concludes that additional traffic anticipated as a result of the Plan Change Request is able to be accommodated by the surrounding

INTEGRATED TRANSPORTATION ASSESSMENT REPORT

MCLAUGHLINS QUARRY PRIVATE PLAN CHANGE REQUEST PREPARED FOR STONEHILL PROPERTY TRUST

18 July 2019

Stantec │ McLaughlins Quarry Private Plan Change Request │ 18 July 2019

Status: Final │ Project No.: 15962.000 │ Our ref: 15962 ITA 190718 - S92 Revision

This document has been prepared for the benefit of Stonehill Property Trust. No liability is accepted by this company or any employee or sub-consultant of this company with respect to its use by any other person.

This disclaimer shall apply notwithstanding that the report may be made available to other persons for an application for permission or approval to fulfil a legal requirement.

QUALITY STATEMENT PROJECT MANAGER PROJECT TECHNICAL LEAD

Michael Hall Michael Hall

PREPARED BY

05/02/2019 Michael Hall

18/07/2019

CHECKED BY

Martin Huang

18/07/2019

REVIEWED BY

Daryl Hughes

18/07/2019

APPROVED FOR ISSUE BY

Don McKenzie

AUCKLAND Level 3 Stantec House, 111 Carlton Gore Road, Newmarket, Auckland 1023 PO Box 13-052, Armagh, Christchurch 8141 TEL +64 9 580 4500



Stonehill Property Trust McLaughlins Quarry Private Plan Change Request

CONTENTS 1. Introduction .................................................................................................................................................. 1 2. Existing Environment .................................................................................................................................... 2 2.1 Site Location ................................................................................................................................................. 2 2.2 Planning Context .......................................................................................................................................... 3 2.3 Road Network ............................................................................................................................................... 4 2.4 Traffic Volumes ............................................................................................................................................. 4 2.5 Public Transport ............................................................................................................................................ 9 2.6 Walking and Cycling .................................................................................................................................... 9 2.7 Road Safety .................................................................................................................................................. 9 3. Proposal ...................................................................................................................................................... 10 4. Traffic Effects .............................................................................................................................................. 12 4.1 Trip Generation and Distribution ............................................................................................................... 12 4.2 Modelling Background .............................................................................................................................. 15 4.3 Results .......................................................................................................................................................... 17 5. Southern Gateway Precinct ..................................................................................................................... 18 6. Transport Policy integration ...................................................................................................................... 19 6.1 Government Policy Statement on Land Transport ................................................................................. 19 6.2 Auckland Plan ............................................................................................................................................ 19 6.3 Auckland Unitary Plan ............................................................................................................................... 20 6.4 Auckland Transport Alignment Project .................................................................................................... 20 6.5 Regional Land Transport Plan ................................................................................................................... 21 6.6 Regional Public Transport Plan ................................................................................................................. 21 6.7 Integrated Transport Programme ............................................................................................................. 21 6.8 Summary ...................................................................................................................................................... 22 7. Conclusions ................................................................................................................................................ 23

LIST OF TABLES Table 2-1: Existing Traffic Volumes from Auckland Transport Database .............................................................. 8 Table 4-1:Observed Traffic Volumes for McLaughlins Quarry ............................................................................. 12 Table 4-2: Future Traffic Volumes for McLaughlins Quarry .................................................................................. 12 Table 4-3: AM Peak Modelling Results ................................................................................................................... 17 Table 4-4: PM Peak Modelling Results .................................................................................................................... 17



LIST OF FIGURES Figure 2-1: Aerial Photograph of Site ....................................................................................................................... 2 Figure 2-2: Site in Context of the AUP (OP) Zoning ................................................................................................. 3 Figure 2-3: Site in Context of Wider Road Network ................................................................................................ 4 Figure 2-4: Surveyed Traffic Volumes - Roscommon Road/Vogler Drive (AM Peak) .......................................... 5 Figure 2-5: Surveyed Traffic Volumes - Roscommon Road/Vogler Drive (PM Peak) .......................................... 6 Figure 2-6: Surveyed Traffic Volumes – McLaughlins Road/Balemi Way (AM Peak) .......................................... 7 Figure 2-7: Surveyed Traffic Volumes – McLaughlins Road/Balemi Way (PM Peak)........................................... 8 Figure 3-1: Proposed Plan Change Rezoning ....................................................................................................... 10 Figure 3-2: Plan Change Sub-Areas ....................................................................................................................... 11 Figure 4-1: Predicted Traffic Volumes - Roscommon Road/Vogler Drive (AM Peak) ....................................... 13 Figure 4-2: Predicted Traffic Volumes - Roscommon Road/Vogler Drive (PM Peak) ....................................... 14 Figure 4-3: Modelled Intersection Layout .............................................................................................................. 15 Figure 4-4: Roscommon/Vogler Phasing Sequence............................................................................................. 16

18 July 2019 │ Status: Final │ Project No.: 15962.000 │ Our ref: 15962 ITA 190718 - S92 Revision

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1. Introduction Stantec has been commissioned by Stonehill Property Trust to prepare an Integrated Transportation Assessment (ITA) report for the McLaughlins Quarry Private Plan Change Request to the Auckland Unitary Plan (Operative in Part). The area subject to the Plan Change Request is the site of the former McLaughlins Quarry, located at the southern end of McLaughlins Road. The site is currently zoned Special Purpose – Quarry Zone and it is proposed to change the zoning to Business – Heavy Industry. Subdivision and industrial type development has already been completed within a large part of the site and the Plan Change Request will not affect these existing activities.

This report addresses the traffic and transportation effects resulting from the Plan Change Request, and includes the following matters:

Levels of vehicular traffic likely to be generated by further development enabled by the Plan Change Request;

The associated performance of the surrounding road network;

Whether any upgrades of the surrounding transportation infrastructure are necessary to support the Plan Change Request; and

Whether any other nearby developments are likely to be impacted by the Plan Change Request.

The ITA concludes that additional traffic anticipated as a result of the Plan Change Request is able to be accommodated by the surrounding road network without the need for any upgrades to the existing transportation infrastructure.


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2. Existing Environment

2.1 Site Location Figure 2-1 below is an aerial photograph of the site outlined in blue. The aerial image, sourced from the Auckland Council GeoMaps and dated 2017, illustrates that the northern part of the site has been subdivided and developed. Additional development in the northern part of the site has been completed subsequent to the date of the aerial photograph.

Figure 2-1: Aerial Photograph of Site

The site is located at the southern end of McLaughlins Road in Wiri. The area immediately surrounding the site is predominantly open space. Industrial activities are located to the north and beyond the reserves to the east while the Manukau Harbour is located further west and south. The creek that runs along the western and southern site boundaries is a tributary leading to the Manukau Harbour.


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2.2 Planning Context Figure 2-2 below illustrates the site in context of the surrounding Auckland Unitary Plan (Operative in Part)(AUP(OP) zoning.

Figure 2-2: Site in Context of the AUP (OP) Zoning

The site is included within the Special Purpose – Quarry zone, indicated by the grey colour in the above figure. The Plan Change covers the full extent of the Special Purpose zone in this area where it is proposed to change the zoning of the site to Business – Heavy Industry. The Unitary Plan describes the Business – Heavy Industry zone as follows:

“The Business – Heavy Industry Zone provides for industrial activities that may produce objectionable odour, dust and noise emissions. Air quality emissions standards that are different to the rest of Auckland will often apply. A low level of air quality amenity applies in the Business – Heavy Industry Zone. A key attribute of the zone is that it contains sites large enough to accommodate large-scale industrial activities.”

The Business – Heavy Industrial zone is represented by the dark purple areas to the north and east and as such the proposed zoning is consistent with the surrounding zoning. The Heavy Industry Zone is often separated from residential zones as a result of the reduced constraints relating to noise and air quality.


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2.3 Road Network Figure 2-3 below depicts the site in the context of the wider road network.

Figure 2-3: Site in Context of Wider Road Network

As noted previously, the site is located at the southern end of McLaughlins Road. The only access to McLaughins Road is via the Vogler Drive/Roscommon Road intersection.

Neither McLaughlins Road or any of the roads within the Plan Change Request area are classified by the AUP(OP) as arterial routes. As such, these roads are considered to be local roads with a primary purpose of providing access to abutting properties with comparatively less emphasis on catering for through moving traffic.

McLaughlins Road and the roads within the Plan Change Request area are generally free of road markings, except near intersections. The carriageway width of approximately 11.5m is sufficient to cater for two-way vehicular movement. On-street parking is generally permitted on these roads.

Roscommon Road is classified as an arterial route and provides a connection between Weymouth and SH20. The SH20 interchange is located approximately 400m north of Vogler Drive. Roscommon Road has two lanes in each direction with additional lanes provided on approaches to intersections. A grass-planted median is provided along its length with occasional breaks to allow for vehicles to turn right into abutting properties. The posted speed limit in the vicinity of Vogler Drive is 80km/h.

2.4 Traffic Volumes A traffic survey of the Roscommon Road/Vogler Drive intersection was undertaken on 15 November 2018. The survey recorded all movements through the intersection during the morning and evening peak commuter periods. In addition, the vehicle movements through the McLaughlins Road/Balemi Way


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intersection were also observed to determine the existing traffic volumes generated by the current development within the Plan Change area.

The observed traffic volumes during the respective peak hours for these two locations are shown in Figure 2-4 to Figure 2-7 below.

Figure 2-4: Surveyed Traffic Volumes - Roscommon Road/Vogler Drive (AM Peak)


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Figure 2-5: Surveyed Traffic Volumes - Roscommon Road/Vogler Drive (PM Peak)


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Figure 2-6: Surveyed Traffic Volumes – McLaughlins Road/Balemi Way (AM Peak)


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Figure 2-7: Surveyed Traffic Volumes – McLaughlins Road/Balemi Way (PM Peak)

The latest traffic count data for Roscommon Road and McLaughlins Road was extracted from the Auckland Transport database. These traffic volumes are shown in Table 2-1 and include both average weekday daily traffic (vehicles per day) and morning and evening traffic volumes (vehicles per hour)

Table 2-1: Existing Traffic Volumes from Auckland Transport Database

Road Date 5-Day ADT AM Peak PM Peak McLaughlins Road – south of Vogler Dr July 2018 3,338 283 366

Roscommon Road (Northbound) – south of Vogler Drive

October 2017 22,843 1,916 1,559

Roscommon Road (Southbound) – north of Vogler Drive

June 2018 20,044 1,383 1,721


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2.5 Public Transport No public transport services currently use McLaughlins Road. While the 368 and 369 bus routes use Roscommon Road past Vogler Drive, there are no bus stops near Vogler Drive. As such, it is considered that the subject area is not currently well served by public transport services.

2.6 Walking and Cycling Footpaths are provided on both sides of all surrounding roads, although there are some localised sections of Roscommon Road where a sealed footpath is not provided. Dedicated cycle lanes are provided on Roscommon Road north of Vogler Drive. These connect to cycle routes provided on the northern side of SH20, providing direct connections to Cavendish Drive and Puhinui Road.

The site is located at least 2.5km from any residential activities and therefore it is unlikely that many pedestrians will walk to the site. Good cycling infrastructure is provided between the residential areas north of SH20 and the site area which provides a viable alternative transport mode to private vehicles.

2.7 Road Safety A search was made of the New Zealand Transport Agency’s Crash Analysis System for all reported crashes that had occurred along the full lengths of McLaughlins Road, Vogler Drive, Stonehill Drive, Harbour Ridge Road, Wilco Place, Balemi Way, Aerovista Place and Roscommon Road within 50m of Vogler Drive. The search covered the full five-year period from 2013 to 2017 including all available result from the 2018 record.

The search found that a total of 16 crashes had been reported within the study area of which two resulted in serious injuries, four resulted in minor injuries and the remainder were damage to property only. Only three crashes did not occur near the intersection between the Vogler Drive/Roscommon Road intersection.

One of the crashes that resulted in serious injuries was the result of a pedestrian crossing Roscommon Road along the southern leg of the Roscommon Road/Vogler Drive intersection without properly checking for oncoming vehicles. Signalised pedestrian crossings are provided on all legs except for the southern leg where this crash occurred.

The second crash resulting in serious injuries was the result of a vehicle rear-ending the vehicle in front as it slowed for the signals. The driver of the rear vehicle failed to notice the vehicle slowing; alcohol was also listed as a contributing factor.

Of the four crashes resulting in minor injuries, two were due to a vehicle being too far left and hitting either a parked vehicle or the kerb; one was due to a vehicle following too closely on approach to the intersection and the other was a truck failing to give-way when turning left at a slip-lane. Alcohol was also noted as a factor in two of these crashes.

No common crash types or factors were observed for the crashes that occurred at the intersection between Roscommon Road and Vogler Drive.

The three crashes reported occurring away from the Roscommon Road/Vogler Drive intersection were all a result of a vehicle being too far left on the road and either hitting a parked vehicle. These crashes were not concentrated at a certain location and did not occur within the Plan Change area.

Overall, no road safety issues were identified in relation to the road geometry. The proposed Plan Change is not expected to generate a large quantum of traffic and the vehicle types will be consistent those already using the surrounding roads. As such, the road safety record is not expected to be exacerbated.


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3. Proposal Stonehill Property Trust is proposing to rezone the area currently included within the Special Purpose – Quarry Zone into Business – Heavy Industry. The Heavy Industry Zone applies to large parts of land to the north and east of the site and as such the proposed change will not be out of context with the surrounding environment.

A summary of the proposed Plan Change is listed below:

25.84ha from Quarry Zone to Heavy Industry Zone;

1.37ha from Open Space – Informal Recreation Zone to Heavy Industry Zone;

0.4ha from Quarry Zone to Open Space – Informal Recreation Zone;

Amend the Outstanding Natural Features Overlay (ID 93 Matukuturua Lava Field and Tuff Ring) applied to the Plan Change area.

Amend the Significant Ecological Area (SEA) Overlay applied to the site at 79 McLaughlins Road.

Figure 3-1 below illustrates the proposed rezoning aspects of the Plan Change Request. The changes to the overlays do not have an impact on the traffic related aspects of the Plan Change Request.

Figure 3-1: Proposed Plan Change Rezoning

Quarrying activities are no longer undertaken at the site and the northern part has already been subdivided and developed into industrial activities.


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Figure 3-2 below splits the Plan Change area into two parts as follows:

Area A: indicates the 28ha (including area used for roads) at the northern end of the site that has already gained consent to be subdivided and developed into industrial type activities. Of this, approximately 21ha of Area A was developed and operational as of 15 November 2018. Construction was underway on 2.3ha of land with construction yet to begin on the remaining 4.7ha; and

Area B: indicates the 6ha at the southern end of the site that is anticipated to be subdivided and developed in the future. Area B is currently undeveloped.

Figure 3-2: Plan Change Sub-Areas

The consented and completed development within Area A is already industrial in nature and is therefore unlikely to be impacted by the Plan Change Request. It is anticipated that the future development within Area B will be similar to the industrial activities established in Area A. The potential traffic-related effects of the Plan Change Request as detailed in this ITA is based on this consideration.


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4. Traffic Effects

4.1 Trip Generation and Distribution The survey undertaken at the intersection between McLaughlins Road and Balemi Way recorded the number of trips generated by the developed industrial area within Area A, as follows:

Table 4-1:Observed Traffic Volumes for McLaughlins Quarry

Peak Period Direction Trips Observed Total Trips for Peak Period

AM Peak Inbound 170

260 Outbound 90

PM Peak Inbound 90

318 Outbound 228

The total area of the site is 34ha. At the time of the survey, 21ha of the Plan Change area was developed and as noted previously, the future development enabled is anticipated to be similar to that already established in area A. To estimate the expected ultimate traffic volume that will be generated as a result of the Plan Change Request, the number of observed trips has been factored up by the ratio of current to future site areas (34/21 = 62%).

The expected future total number of trips is shown in Table 4-2 below.

Table 4-2: Future Traffic Volumes for McLaughlins Quarry

Peak Period Direction Trips Projected (vph) Total Trips for Peak Period (vph)

AM Peak Inbound 275

421 Outbound 146

PM Peak Inbound 146

515 Outbound 369

These volumes have been used in the subsequent analysis to determine the traffic effects of the proposed Plan Change.

The predicted traffic volumes during the respective peak hours, in particular with expected volume changes (highlighted in red) for relevant movements at the Roscommon Road/Vogler Drive intersection are shown in Figure 2-4 to Figure 2-7 below.

Important note: Subsequent to the production of this modelling exercise, we identified a clerical error of transferring trip calculation results into the model input, which created minor discrepancies. However, since the variation is very minimal (no more than ten vehicles at the most), the modelling section has NOT been updated but the overall assessment on the effects of this development contained in this report is still valid.

Further, there was also a query regarding the potential effects of the consented development at Puaki Drive in relation to this proposal. However, based on the discussions agreed with authorities during the Section 92 process, it is acknowledged that the traffic modelling for this site was only recently undertaken late last year and given that the development within the area is yet to proceed, there is not much value in remodelling as the results would be largely the same. Should the need become meaningful for further modelling to incorporate the Puaki Drive area at a later stage, then we would be willing to consider the option as we proceed through the Plan Change process.


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Figure 4-1: Predicted Traffic Volumes - Roscommon Road/Vogler Drive (AM Peak)


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Figure 4-2: Predicted Traffic Volumes - Roscommon Road/Vogler Drive (PM Peak)


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4.2 Modelling Background

4.2.1 Modelling Extent

An AIMSUN1 model of this intersection has been developed to assess the impact of the proposed Plan Change on operational traffic movements and efficiency of the transport network. The AIMSUN package was selected as it is readily able to model intersections with a high contrast in demands between different approaches to a signalised intersection.

All traffic generated by the site will have to travel through the intersection between Vogler Drive and Roscommon Road. As this is the critical location, the modelled area covers only this intersection. As such, there is no route choice present within the model and the input demands are those surveyed in 2018 with additional demands added on top of these as described above to represent the effect of the additional rezoned land.

The layout of the intersection as modelled is shown in Error! Reference source not found.-3.

Figure 4-3: Modelled Intersection Layout

1 AIMSUN is a modelling software package used industry wide to analyse road network performance


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The intersection comprises of four legs. Roscommon Road runs north-south through the intersection with two through lanes in each direction and a right turn bay provided within the median. Vogler Drive runs east-west through the intersection with double right turns provided for each approach. A left turn slip-lane is provided on each of the four legs which are all unsignalised.

Both the morning and evening peak hours have been modelled. The peak hours were identified as part of the survey with the morning peak hour starting at 7:30am and the evening peak hour starting at 4:30pm. A five-minute warm-up period has been included in the model to ensure that the network is not empty at the start of the simulation.

4.2.2 Signal Timings The signal phasing sequence for the intersection comprises a diamond lead for the Roscommon Road approaches. In the morning peak, the right turn from the north into Vogler Drive is also run after the main phase comprising both through movements on Roscommon Road. The signals sequencing has been changed from is currently used for the intersection. The phasing sequence is illustrated in Error! Reference source not found.4 below.

A B C B (AM Only) D E

Figure 4-4: Roscommon/Vogler Phasing Sequence

Not all phases are called every cycle. Phases A and E in particular, have very low demands and as such are only called when there is demand for those phases.

In the AIMSUN model, the intersection signal phases are called only when actuated to best represent the existing conditions. The signal timings and sequencing have been kept constant for both the existing and future scenarios.

4.2.3 Model Parameters

The model was built based on a template prepared by Auckland Transport. The following parameters (in relation to Road Type Arterial – Major which has been used for Roscommon Road), have been adjusted from the template to reflect the higher speed limit on Roscommon Road:

Maximum Speed increased from 50km/h to 80km/h for Road Type Arterial – Major;

Distance Zone 1 in relation to the turn parameters has been increased from 300m to 400m; and

Distance Zone 2 in relation to the turn parameters has been increased from 50m to 100m.

These parameters are consistent for all scenarios modelled. No changes have been made to any other parameters from the default template.


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4.3 Results The results from the modelling are summarised in Table 4-3 for the morning Peak hour and Table 4-4 for the evening peak. The average delay, associated Level of Service (LOS) and queuing have been reported.

Table 4-3: AM Peak Modelling Results

Approach Movement Existing Scenario Future Scenario

Ave Delay (s) LOS

95% Q (m)

Ave Delay (s) LOS

95% Q (m)

Roscommon Road (south)

Left 3.0 A 0 3.0 A 0 Through 8.5 A 10 8.8 A 9 Right 30.1 C 4 32.6 C 5

Vogler Drive (east)

Left 0.4 A 0 1.2 A 0 Through 12.5 B 1 14.7 B 2 Right 56.8 E 1 61.5 E 2

Roscommon Road (north)

Left 8.0 A 2 10.4 A 3 Through 28.2 C 22 33.0 C 25 Right 17.5 B 1 19.6 B 1

Vogler Drive (west)

Left 33.7 C 4 39.5 D 5 Through 0.0 A 3 0.0 A 3 Right 50.9 D 3 56.1 E 3

All Vehicles - 19.0 B 21.8 C

Table 4-4: PM Peak Modelling Results

Approach Movement Existing Scenario Future Scenario

Ave Delay (s) LOS

95% Q (m)

Ave Delay (s) LOS

95% Q (m)

Roscommon Road (south)

Left 4.7 A 0 6.5 A 0 Through 11.7 B 12 13.9 B 13 Right 37.2 D 7 42.4 D 8

Vogler Drive (east)

Left 3.6 A 0 2.0 A 0 Through 7.9 A 1 3.6 A 1 Right 50.0 D 1 51.8 D 1

Roscommon Road (north)

Left 5.3 A 1 6.2 A 2 Through 25.5 C 13 28.2 C 14 Right 10.2 A 1 10.8 A 1

Vogler Drive (west)

Left 19.6 B 5 21.9 C 6 Through 0.0 A 4 0.0 A 6 Right 38.2 D 4 40.4 D 6

All Vehicles - 18.8 B 21.2 C

The results show that the average increase in delay is not expected to increase by more than 3 seconds for vehicles using the intersection. Such increases to delay are unlikely to be noticed by existing traffic volumes. Similarly, there are not noticeable changes to the queue lengths for any approach.

Urban intersections are typically designed to operate at LOS C or D. The additional traffic will result in the LOS for the intersection crossing the threshold from LOS B to LOS C which is still within acceptable levels. As such, no upgrades to the intersection are required to accommodate the additional traffic generated as a result of the proposed Plan Change.


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5. Southern Gateway Precinct The Southern Gateway Precinct comprises the block of land bounded by SH20, Puhinui Road (SH20B), Prices Road and the Puhinui creek. This land is currently undeveloped but is included within the Business – Light Industry Zone. It is also included within sub-precinct D of the Puhinui Precinct within the AUP(OP).

Puhinui Precinct provisions state that the number of trips generated by the future development in sub-precinct D or E should not exceed 1,035 vehicles per hour. In addition, the following infrastructure upgrades must be completed before any development is completed within either sub-precinct D or E of the Puhinui Precinct:

A new double-lane roundabout on SH20B that provides localised widening on the SH20B approaches to allow for two circulating traffic lanes. The roundabout should include a free eastbound through movement for SH20B traffic.

An additional southbound right turn lane from Roscommon Road (north) into Vogler Drive.

A new road connection between SH20B (Puhinui Road) and McLaughlins Road across Puhinui Creek.

Widening improvements on the Puhinui Road approach to the SH20/Puhinui Interchange.

The additional right turn lane from Roscommon Road into Vogler Lane and the new connection between SH20B and McLaughlins Road will have the greatest impact on the subject McLaughlins Quarry Plan Change. However, these infrastructure upgrades have not been modelled as it is not known when these will be completed. Similarly, the exact composition and timing of development within the Southern Gateway Precinct is also unknown. Given that the current road network is able to accommodate the Plan Change Request with minimal change in network performance, it is considered that the future road network with additional development will also experience minimal change in performance.

Overall, the additional traffic generated by the Plan Change Request will not noticeably affect the Southern Gateway Precinct development. The Southern Gateway Precinct is likely to result in a change in the surrounding road network however, the necessary mitigation measures have been identified to accommodate this additional traffic.


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6. Transport Policy integration

6.1 Government Policy Statement on Land Transport The Government Policy Statement (GPS) on Land Transport sets out the Government’s desired outcomes and priorities for the land transport sector. It describes what the Government expects to achieve through the National Land Transport Fund and the manner in which funding is allocating to upgrade and maintain the land transport network.

The GPS was released in June 2018 and took effect from 1 July 2018. The GPS provides strategic direction for a 10-year period until 2027/2028 to improve the performance of the land transport system.

The four strategic priorities of the GPS are safety, access, environment and value for money. The GPS summarises the objectives of these priorities as follows:

(i) Safety – significantly reducing the number of deaths and injuries that occur on the transport network;

(ii) Access – people’s ability to connect with people, goods, services and opportunities;

(iii) Environment – a land transport system that reduce greenhouse gas emissions, as well as adverse effects on the local environment and public health; and

(iv) Value for money – increase the emphasis on value for money to maximise the impact of money spent to achieve the Government’s outcomes.

The GPS outlines three themes to assist with effectively delivering upon the strategic priorities. These themes for the draft GPS are described below:

(i) A mode neutral approach to transport planning and investment decisions;

(ii) Incorporating technology and innovation into the design and delivery of land transport investment; and

(iii) Integrating land use and transport planning and delivery.

The Plan Change Request involves changing zoning from quarrying into industrial activities. Both of these activities are relatively similar and are often separated from residential areas due to increased emissions and noise. Both zones generate relatively high number of heavy vehicle movements which require the road network to be designed in a particular way. The surrounding area is already zoned for heavy industrial activities. As such, the surrounding road network will not require any significant upgrades to cater for the heavy vehicles generated by the Plan Change Request. The area subject to the Plan Change Request is located in close proximity to the State Highway network, allowing freight to move efficiently throughout the region.

Overall, it is considered that the Plan Change Request does not contradict the objectives and policies of the GPS as the transport environment will be largely unchanged.

6.2 Auckland Plan The Auckland Plan is Auckland Council’s 30-year strategy to ensure Auckland grows in a way that will meet the opportunities and challenges of the future. Initially produced in 2012, a new plan was released in June 2018. Since the original Plan was released, the Auckland Unitary Plan has been introduced and several significant infrastructure developments have been completed, including the completion of the Waterview Tunnel. The new Auckland Plan shows how Auckland will prepare for an expected population increase of 39% by 2043, and the key challenges Auckland faces in dealing with this population growth. Other key challenges identified are sharing prosperity with all Aucklanders and reducing environmental degradation.

The Auckland Plan is comprised of six outcomes where significant progress is targeted, one of which addresses transport and access. The Auckland Plan summarises this outcome as “Aucklanders will be able to get to where they want to go more easily, safely and sustainably.”


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The transport and access outcome outlines three directions:

(i) Better connect people, places, goods and services;

(ii) Increase genuine travel choices for a healthy, vibrant and equitable Auckland; and

(iii) Maximise safety and environmental protection.

The Auckland Plan also includes seven focus areas for the transport and access outcome:

(i) Make better use of existing transport networks;

(ii) Target new transport investment to the most significant challenges;

(iii) Maximise the benefits from transport technology;

(iv) Make walking, cycling and public transport preferred choices for many more Aucklanders;

(v) Better integrate land use and transport decisions;

(vi) Move to a safe transport network, free from death and serious injury; and

(vii) Develop a sustainable and resilient transport system.

The Plan Change Request will integrate the subject area with the surrounding industrial activities. The types of vehicles generated will therefore be similar to what is already using the surrounding roads and the close proximity to the State Highway network ensure that freight is able to move efficiently throughout the region.

No upgrades to the transportation network are required or proposed as part of the Plan Change Request. As such, the Plan Change Request does not contradict any the directions or focus areas identified in the Auckland Plan.

6.3 Auckland Unitary Plan The Auckland Unitary Plan, which has been operative in part since November 2016, has the following objectives with regard to the regions transport infrastructure:

(i) Land use and all modes of transport are integrated in a manner that enables a) The benefits of an integrated transport network to be realised; and b) The adverse effects of traffic generation on the transport network to be managed;

(ii) An integrated public transport, walking and cycling network is provided for;

(iii) Parking and loading supports urban growth and the quality compact urban form;

(iv) The provision of safe and efficient parking, loading and access is commensurate with the character, scale and intensity of the zone;

(v) Pedestrian safety and amenity along public footpaths is priorities; and

(vi) Road / rail crossings operate safely with neighbouring land use and development.

The Plan Change Request will enable the integration of the subject area with the surrounding industrial activities. This ensures that heavy vehicles are predominantly focused in an industrial environment which does not interfere with unrelated land uses. The Plan Change Request is not inconsistent with the transport related objectives of the AUP(OP).

6.4 Auckland Transport Alignment Project Given the growth challenges that Auckland is facing, and the need for some big transport decisions to deal with this, the Government and Auckland Council have agreed on the need for a collaborative approach to improving alignment on a long-term strategic approach to transport in Auckland. Originally finalised in September 2016, a new edition of the Auckland Transport Alignment Project (ATAP) was released in April 2018 to provide a package to develop Auckland’s transport system over the next 30 years.


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The direction of ATAP is based upon the latest GPS and the Auckland Plan. Compared to the previous edition of ATAP, a greater emphasis has been placed on public transport (including rapid transit), walking, cycling and safety. Ultimately, ATAP aims to provide Auckland with a transport system that provides safe, reliable and sustainable access.

It contains investment to be made in projects to assist growth over the next decade (2018 – 2028), while identifying future priorities beyond 2028. No projects identified in ATAP are likely to have a direct impact on the Plan Change area, however, the improvements throughout the region are intended to improve the safety and efficiency of the transport network. These improvements are therefore expected to have a positive benefit for the Plan Change area.

6.5 Regional Land Transport Plan The Regional Land Transport Plan (RLTP) prepared by Auckland Transport with NZTA and Kiwirail, identifies the priority of a number of region-wide transport projects over a 10-year period. The current RLTP was adopted in 2018 and covers the period 2018-2028. Projects outlined in the existing RLTP are outlined in ATAP. As noted, in Section 6.4 above, there are no projects that will directly affect or be affected by the Plan Change Request. Therefore, Plan Change Request does not impede or preclude any of the projects outlined in the RLTP.

6.6 Regional Public Transport Plan The Auckland Regional Public Transport Plan (RPTP) seeks to deliver an improved public transport network in Auckland by increasing public transport frequency along key transport corridors and simplifying ticketing to improve user experience.

The vision of the RPTP is to deliver “An integrated, efficient and effective public transport network that offers a wider range of trips and valued by Aucklanders”. To achieve this vision, Auckland’s public transport system needs to deliver:

(i) Services that align with future land use patterns;

(ii) Services that meet customer needs;

(iii) Increased passenger numbers;

(iv) Increased public transport mode share; and

(v) Improved value for money.

The Plan Change area is not currently served by the public transport network. The increased activity within the Plan Change area may improve the economic viability of providing a bus route to serve the properties that gain access off McLaughlins Road. The Plan Change Request does not hinder Auckland Council and Auckland Transport from achieving the deliverables mentioned in the RPTP.

6.7 Integrated Transport Programme Auckland’s 2012-2041 Integrated Transport Plan (ITP) sets out the 30-year investment programme to meet the transport priorities outlined in the Auckland Plan across travel modes covering the responsibilities of all transport agencies. The ITP provides a consolidated transport investment programme across the transport system over the next 30 years. The programme covers footpaths, cycle facilities, public transport, state highways and local roads, intermodal transport facilities and supporting facilities such as parking and park-and-ride sites. In particular the ITP:

(i) Guides transport agencies in their detailed planning activities for maintaining, operating, renewing and developing their transport networks;

(ii) Directs transport asset management, corridor and network development, transport service levels and the transport capital portfolio for each of the 10-year periods to 2041; and

(iii) Informs the detailed programming of activities in the RLTP which is a 10-year plan prioritising region wide transport projects currently for 2015-2025.


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Projects identified in the ITP are largely addressed by ATAP, the RLTP and the RPTP, which are all detailed previously in this report. The Plan Change Request does not preclude any of these projects from being completed.

6.8 Summary The objectives and policies identified in the relevant planning documents are primarily focused on the movement of people with little emphasise on the movement of freight. It is often undesirable to locate industrial activities in close proximity to residential activities as it is difficult to integrate these land uses. The proposed zoning change from quarrying to industrial activities is not considered to be fundamentally different and will not require any upgrades to the existing transportation network. The Plan Change Request is therefore not inconsistent with any of the overarching objectives and policies of the key transportation planning documents for Auckland.


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7. Conclusions This Integrated Transportation Assessment has considered the transportation implications of the McLaughlins Quarry Private Plan Change Request. A large part of the Plan Change area has already been subdivided and developed into an industrial area, and these businesses are currently operational.

The site is relatively isolated from the public transport network. Good cycling connectivity is provided to the residential areas on the northern side of SH20, however it is likely that private vehicles will be the primary transport mode for people travelling to the Plan Change area. The industrial nature of the proposed zoning and its surrounds will also result in a high number of heavy vehicles using the surrounding road network.

It is expected that the additional development enabled by the Plan Change Request will result in an increase in trips generated within the Plan Change area by approximately 62% from what was observed in November 2018. A microsimulation traffic model of the Roscommon Road/Vogel Drive intersection has been prepared to assess the effects of the additional trips. The modelling has demonstrated that the Roscommon Road / Vogler Drive intersection is able to accommodate the additional trips generated without significantly affecting the current performance or effectiveness of this intersection. No upgrades to the surrounding road network are required to effectively accommodate the trips likely to be generated as a result of the Plan Change Request.

The Southern Gateway Precinct is located to the west of McLaughlins Road and the Puhinui Creek. Development of this Precinct will result in changes to the nearby road network, however the timing of such upgrades are unknown. It is considered that the Plan Change Request and the anticipated development within the Southern Gateway Precinct will not preclude each other from being developed as expected.

The additional traffic movements resulting from the Plan Change Request can be accommodated in a manner that results in acceptable effects to the function, capacity and safety of the surrounding road network. No transportation or planning reasons have been identified in this ITA to preclude the approval of the Plan Change Request.

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Documents

INTEGRATED TRANSPORTATION ASSESSMENT REPORT · The ITA concludes that additional traffic anticipated as a result of the Plan Change Request is able to be accommodated by the surrounding