Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change

Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change

Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change

Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change Integrated Transportation Assessment Report PO Box 2592, Shortland Street Auckland 1140 P: +64 9 531 5006 www.tdg.co.nz New Zealand 10560-1_ITA_Final.doc April 2010

Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change

10560-1_ITA_Final.doc Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change Transportation Assessment Report Quality Assurance Statement Prepared by: Samantha Boone Transportation Engineer Reviewed by: Daryl Hughes Associate Approved for Issue by: Daryl Hughes Associate Status: Final report Date: 3 May 2010

Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change

Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Table of Contents Executive Summary . . 1 1. Introduction . . 2 2. Existing Environment . . 3 2.1 Location . . 3 2.2 Transport Network . . 3 3. Existing Travel Patterns . . 10 3.1 Daily Traffic Volumes . . 10 3.2 Hourly Traffic Volumes . . 10 3.3 Intersection Turning Volumes . . 13 3.4 Road Safety Record . . 16 4. Accessibility . . 18 4.1 Private Vehicle Accessibility . . 18 4.2 Public Transport Accessibility . . 18 4.3 Walking Accessibility .

. 20 4.4 Cycling Accessibility . . 20 5. Proposed Private Plan Change . . 24 6. Proposed Transport Provisions . . 26 6.1 Vehicle Access . . 26 6.2 Pedestrian Access . . 27 6.3 Public Transport Provisions . . 27 6.4 Parking and Loading . . 27 7. Trip Generation . . 29 7.1 Trips Generated by the Business Centre . . 29 7.2 Trips Generated by Proposed New Residential Areas . . 31 8. Trip Distribution . . 33 8.1 Business Centre Trip Distribution . . 33 8.2 Trip Distribution of Proposed New Residential Areas . . 34 9. Traffic Effects . . 40 9.1 Sidra Model . . 40 9.2 Model Results . . 42 9.3 Traffic Effects Conclusions .

. 49 10. Planning and Policy Framework . . 50 10.1 Regional Policy Statement . . 50 10.2 Regional Growth Strategy . . 51 10.3 Auckland Regional Land Transport Strategy . . 52 10.4 Auckland Passenger Transport Plan 2006 – 2016 . . 53

Progressive Enterprises Ltd Beachlands Village Business Centre Private Plan Change

Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 10.5 District Plan . . 53 10.6 Summary . . 54 11. Summary and Conclusions . . 55

1 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Executive Summary Progressive Enterprises Ltd has purchased a section of land at the corner of Whitford-Maraetai Road and Beachlands Road, at Beachlands, with the intention of constructing a mixed use development; hence they are pursuing a Private Plan Change, to create the “Beachlands Village Business Centre” zone to enable this.

The location of the proposed Business Centre provides accessibility to a range of transport modes, including private vehicle, public transport, walking and cycling, which will provide a wide mode choice for employees and customers of the Centre.

Key transport provisions for the centre include new connections to the existing road network; vehicle access points; pedestrian links; and parking and loading areas. These will be designed so as to provide an integrated transport environment suitable for such a development. The traffic generating potential of the development was assessed using the potential market demand of the surrounding area for such activities which will be enabled by the Private Plan Change. To assess the effects of the trips generated by the Business Centre this traffic was added to base scenarios which included the potential traffic generation of a number of new residential areas provided for by various plan change in the areas; namely Beachlands Village New Avenues, Pine Harbour Marina and Spinnaker Bay.

It was found that the extent of potential development can be accommodated by the immediate road network while maintaining appropriate levels of safety and performance. If higher level of development is implemented at a later stage, the assessment showed that modifying the layout of the Whitford-Maraetai Road / Beachlands Road roundabout can mitigate any adverse effects that may arise. Accordingly, this report concludes that the potential adverse effects of additional traffic generated by development enabled by the Private Plan Change will be no more than minor. The proposed Business Centre can be achieved in a manner that is consistent with, and encourages, key regional and district transportation objectives and policies.

Therefore, it is found that there is no traffic engineering or transportation planning reason to preclude acceptance of this proposal, and the full extent of development enabled by the Private Plan Change will have no more than minor effects on the safety and efficiency of the surrounding road network using the appropriate transport provisions described in the report.

2 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 1. Introduction Manukau City Council (Council) is developing a Plan Change to enable the establishment of residential and mixed-use development in Beachlands, Manukau City. This is supported by the publication of a document entitled “Discussion Document for Beachlands Village - New Avenues”. The entire area of that Plan Change lies to the southeast of the existing Beachlands settlement. Progressive Enterprises Ltd (Progressive) has purchased a section of land within this area with the intention of constructing the mixed use element, and is pursuing their own Private Plan Change, to create the “Beachlands Village Business Centre” zone to enable this.

The result will be that Council’s Plan Change will now deal exclusively with the residential element of their original area.

This Integrated Transport Assessment was prepared for Progressive by Traffic Design Group Ltd (TDG) to describe the traffic engineering and transportation planning aspects of the proposal. The transportation issues that are central to this proposal include: „ the ability of the site to meet key national, regional and local policies relating to the site accessibility and sustainability „ the ability of the surrounding road network to safely and efficiently support the development potential of the site that will be enabled by the Private Plan Change „ the ability of the site accesses to provide safe and efficient movement of vehicles, public transport users, cyclists and pedestrians – into, within or out of the site.

These and other matters will be addressed in the detail of this report. The report will focus on the Beachlands Village Business Centre (Business Centre), but when assessing possible future effects, will also consider the neighbouring Beachlands Village New Avenues area that is to be rezoned for residential purposes in line with the Beachlands Village New Avenues Structure Plan, as well as the proposed Pine Harbour Marina Zone Proposed Private Plan Change (Pine Harbour Plan Change) and anticipated future residential expansion proposed at Spinnaker Bay. By way of summary, it has been found that: „ the development of the Business Centre enabled by the Private Plan Change is consistent with, and encourages key regional transport policies „ the extent of development enabled by the Private Plan Change can be accommodated by the surrounding road network while maintaining appropriate levels of safety and performance.

Accordingly, this report concludes that the potential adverse effects of additional traffic generated by development enabled by the Private Plan Change will be no more than minor, given the proposed transport provisions.

3 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 2. Existing Environment 2.1 Location The Private Plan Change site is located to the southwest of the Beachlands Road / Whitford- Maraetai Road roundabout, southeast of the existing Beachlands settlement.

Figure 1 shows the location of the proposed Private Plan Change site in relation to the existing road hierarchy and as defined by the Manukau District Plan (District Plan), and also demonstrates the remaining Beachlands Village New Avenues area. Figure 2 shows the site location on an aerial photograph.

The proposed Business Centre area is currently Special Rural 1 Zone. It is currently undeveloped, providing a greenfields site between the existing Beachlands settlement to the north, and Jack Lachlan Drive, which provides the only link to the Pine Harbour Marina and residential area. 2.2 Transport Network 2.2.1 Road Network The Proposed Business Centre area is bounded by Beachlands Road and Karaka Road to the north, Whitford-Maraetai Road to the east, and Jack Lachlan Drive to the south. An extension of Constellation Avenue will form a key connection to the town centre. 2.2.1.1 Whitford-Maraetai Road Whitford-Maraetai Road is classified as a District Arterial Road under the District Plan, and therefore forms part of the Primary Road Zone.

Roads within this zone are concerned with providing for the safe and efficient through-movement of vehicles. Whitford-Maraetai Road generally provides a two-way two-lane carriageway of around 6m in width, with a centre line. Wide shoulders are provided, which are sealed to varying extent along the length of the road. Whitford-Maraetai Road is shown in Photograph 1 below: Photograph 1: Whitford-Maraetai Road, north of Beachlands Road, looking north

DRIVE ETAI MARA M A R A E D R IV E W H IT FO R D - M A R A E TA I ROAD T A I PONY P A R K PL FERN C O LU M B IA SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Thursday, 29 April 2010 Beachlands Village Business Centre Plan Change Road Hierarchy 11:30,000 National Route Regional Arterial Road District Arterial Road Site Location

Beachlands Road C o n s te ll a ti o n A v e n u e Liberty Crescent W h it fo rd M a ra e ta i R o a d Intrepid Crescent SITE J:\10550-99\10560\Drawings\10560w1c.dwg Thursday, 29 April 2010 DATE DESCRIPTION REVISION DRAWN: DATE: SCALE: DWG NO:10560W1C 28.04.2010 Beachlands Village Business Centre Plan Change Site Location Quentin O'Shaughnessy 1:2,000 @ A3 2 A 24/03/2010 Create from aerials and boundary data

6 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Beachlands Road meets Whitford-Maraetai Road at a recently constructed three-leg roundabout, shown in Photograph 2 (although this is not shown on the aerial photograph). An informal fourth leg provides access to a quarry and other properties to the east. It should be noted that the design and construction of this roundabout is over-designed to allow for significant future increases in traffic flows.

The design of the roundabout was carried out to accommodate a formed fourth leg into the Private Plan Change area.

Photograph 2: Whitford-Maraetai Road / Beachlands Road roundabout, looking south 2.2.1.2 Beachlands Road Beachlands Road is a Collector Road in the vicinity of the site, and forms part of the Secondary Road Zone in the District Plan. The Secondary Road Zone provides for locally generated vehicle movements and direct property access. Beachlands Road is currently the only access road to/from the current Beachlands Village. This zone is typically a low speed traffic environment, providing comparative safety for pedestrians and cyclists, where traffic calming measures may be employed.

Beachlands Road generally provides a carriageway of some 10m -12m in width, with one lane in each direction separated by a centre line. In the vicinity of the site, footpaths are provided on the north side of the road, separated from the road carriageway by a berm. In most locations on the south side of the road there is no footpath provided. Beachlands Road is shown in Photograph 3.

7 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Photograph 3: Beachlands Road, east of Constellation Avenue, looking east 2.2.1.3 Constellation Avenue Constellation Avenue is defined as a Local Road under the District Plan, and therefore forms part of the Secondary Road Zone.

It is the only access point from the residential area of Spinnaker Bay to the wider transport network. Constellation Avenue has a two-way carriageway, divided by solid and flush medians in the first block, with lanes of around 4m in width. Following this, a carriageway width of some 10m is provided. The carriageway is formed with kerbs, with footpaths on both sides of the road separated from the carriageway by grass berms. Constellation Avenue connects with Beachlands Road at a priority T-intersection, controlled with ‘Give Way’ signs and markings, as shown in Photograph 4. Photograph 4: Beachlands Road / Constellation Avenue intersection, looking north 2.2.1.4 Karaka Road Karaka Road is defined as a Local Road under the District Plan, forming part of the Secondary Road Zone.

It has a two-way undivided carriageway of some 5m-5.5m in width, providing a low speed environment, and runs parallel to Beachlands Road. Informal shoulders and berms flank the carriageway, without kerbs or footpaths.

8 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 2.2.1.5 Jack Lachlan Drive Jack Lachlan Drive also forms part of the Secondary Road Zone, providing a two-way two-lane carriageway divided by a centreline, with a width of around 7m. It is currently the only access road to Pine Harbour. Wide unsealed shoulders are provided along its length on both sides of the carriageway. 2.2.2 Walking & Cycling Facilities Walking and cycling is well provided for around the existing Beachlands settlement.

Wide traffic lanes or slow speed environments allow for vehicles and cyclists to safely share the road within Beachlands. There are only limited footpaths in the area; however the informal nature of the existing local road network, with no kerbs and narrow roads, provides a safe shared space for pedestrians and motorists.

Other links for pedestrians and cyclists are provided within and around Beachlands, as shown in Figure 3. A number of off-road links for pedestrians and cyclists are provided within Beachlands and Spinnaker Bay. Additionally there is a foot/cycle path provided along the shorefront from Maraetai to Beachlands; this is completed from Maraetai Beach to Kelly’s Beach, and is formed as a dirt path from Kelly’s Beach to Shelly Bay in Beachlands. Whitford-Maraetai Road forms part of a popular recreational cyclist route. As part of the recent Whitford-Maraetai Road / Beachlands Road roundabout construction, cycle lanes were introduced along the realigned Whitford-Maraetai Road and Beachlands Road approaches to the roundabout.

KEY SITE LOCATION OFF-ROAD ROUTE FOR CYCLISTS OR PEDESTRIAN CYCLE LANE CYCLE ROUTES PROPOSED PONY P A R K PL FERN C O L U M B IA J:\10550-99\10560\Drawings\10560A7a.dwg Tuesday, 30 March 2010 DATE DESCRIPTION REVISION DRAWN: DATE: SCALE: DWG NO:10560A7A 30.03.2010 Beachlands Village Business Centre Plan Change Cycle Routes SP N.T.S 3 - - - - - - - - - - - - - -

10 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 3. Existing Travel Patterns 3.1 Daily Traffic Volumes Manukau City Council (Council) provided daily traffic counts on Beachlands Road and Whitford- Maraetai Road in the vicinity of the Business Centre.

The latest average daily traffic (ADT) volumes counted on these roads are summarised in the table below: DAILY TRAFFIC VOLUME (vpd) Road Location Weekday Average 7 day Average Date Beachlands Road West of Whitford- Maraetai Road 7,066 6,790 April 2007 Beachlands Road West of Whitford- Maraetai Road 7,557 7,252 December 2008 Whitford-Maraetai Road South of Beachlands Road 8,123 7,765 October 2007 Whitford-Maraetai Road South of Beachlands Road 8,749 8,253 October 2009 Whitford-Maraetai Road North of Beachlands Road 4,337 4,373 October 2007 Table 1: Daily Traffic Volumes The 7-day ADT’s are slightly lower than the weekday ADT’s for Beachlands Road and Whitford- Maraetai Road south of Beachlands Road, showing that the prevalence of commuter movements during the week from Beachlands.

However, this difference is small, which shows that the area is similarly frequented during the weekend. This is in line with the recreational destination provided by the beach settlement. The ADT’s for 7-days and weekdays only on Whitford-Maraetai Road north are almost the same.

The older 2007 ADT’s on Whitford-Maraetai Road south of Beachlands road have been included to provide a comparison with this road north of Beachlands. The traffic volume almost halves from south to north of Beachlands Road, showing that Beachlands is a key origin/destination in the area. 3.2 Hourly Traffic Volumes Council also provided hourly traffic volumes in the vicinity of the Business Centre. The latest hourly traffic volumes counted on Whitford-Maraetai Road south of Beachlands Road are shown in Graph 1.

11 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 100 200 300 400 500 600 700 800 900 1000 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Hour beginning Hourly traffic volume (vph) Saturday Sunday Weekday Average Graph 1: Whitford-Maraetai Road South, Hourly Traffic Volumes, Week Beginning 12 October 2009 Graph 1 shows that Whitford-Maraetai Road, south of Beachlands Road, experiences typical commuter peak patterns during the week, from 7.00am to 8.00am and 5.00pm to 6.00pm.

During the weekend, traffic volumes remain steady during the day on both Saturday and Sunday from around 10.00am to 5.00pm.

The latest hourly traffic volumes counted on Whitford-Maraetai Road north of Beachlands Road are shown in Graph 2.

12 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 100 200 300 400 500 600 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Hour beginning Hourly traffic volume (vph) Saturday Sunday Weekday Average Graph 2: Whitford-Maraetai Road North, Hourly Traffic Volumes, Week Beginning 1 October 2007 Graph 2 shows that Whitford-Maraetai Road, north of Beachlands Road, experiences some commuter peaks during the week, also from 7.00am to 8.00am and 4.00pm to 5.00pm however, these are significantly lower than the weekend peak periods.

During the weekend, traffic volumes peak around mid-afternoon on both Saturday and Sunday. This shows that the settlements northeast of Beachlands are smaller, attracting people as a recreational destination. The hourly traffic volumes counted on Beachlands Road in 2007 are shown in Graph 3. The latest volumes recorded in 2008 have not been used as these were recorded during a school holiday period.

13 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 100 200 300 400 500 600 700 800 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Hour beginning Hourly traffic volume (vph) Saturday Sunday Weekday Average Graph 3: Beachlands Road Hourly Traffic Volumes, Week Beginning 16 April 2007 Graph 3 shows that Beachlands Road displays similar traffic patterns to Whitford-Maraetai Road south. Typical commuter peak patterns are seen during the week, from 7.00am to 8.00am and 5.00pm to 6.00pm.

During the weekend, traffic volumes remain steady during the day on both Saturday and Sunday from around 9.00am to 5.00pm.

3.3 Intersection Turning Volumes TDG undertook traffic surveys of vehicle movements at the intersections of Beachlands Road with Whitford-Maraetai Road and with Constellation Avenue on Friday 5 February 2010 from 4.00pm to 7.00pm and Saturday 6 February 2010 from 11.00am to 5.00pm. The peak hour was found to be 4.45pm to 5.45pm on Friday evening and 11.15am to 12.15pm on Saturday; the vehicle movements during the peak hours are shown in Figures 4 and 5. On Friday evening a high left turn movement from Whitford-Maraetai Road south to Beachlands Road (almost double that of the through movement) was recorded.

This demonstrates a strong commuter trend of Beachlands residents working elsewhere in the Auckland region. Similarly, there is a strong right turn movement from Beachlands Road east into Constellation Avenue compared to the other turning movements at this intersection, which reinforces this trend. During the Saturday peak hour both intersections show relatively balanced turning movement volumes in each direction.

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Weekday Existing Peak Hour Intersection Volumes 4n.t.s. Friday 5 February 2010 Peak Hour : 4:45 - 5:45pm C o n s t e l l a t i o n A v e n u e 2 3 ( ) 2 5 ( ) 62 (1) 418 (11) 213 (9) 27 (0) 129 (7) 107 (2) 2 1 ( 5 ) 4 1 ( 9 ) 7 9 ( 3 ) 7 9 ( 7 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d Key XXX : Light Vehicles (XX) : Heavy Vehicles

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Saturday Existing Peak Hour Intersection Volumes 5n.t.s.

Saturday 6 February 2010 Peak Hour : 11:15am - 12:15pm C o n s t e l l a t i o n A v e n u e 2 8 ( 1 ) 1 6 ( ) 28 (0) 249 (7) 268 (12) 23 (0) 113 (3) 183 (10) 1 6 6 ( 3 ) 1 9 5 ( 6 ) 8 2 ( 1 ) 1 2 4 ( 5 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d Key XXX : Light Vehicles (XX) : Heavy Vehicles

16 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 3.4 Road Safety Record A search of the road safety record of the road network surrounding the Private Plan Change area was undertaken using the New Zealand Transport Agency Crash Analysis System for the period from 2004 to 2009. The search area is bounded by Beachlands Road from Whitford-Maraetai Road to Sunkist Bay Road, Whitford-Maraetai Road and Jack Lachlan Drive to the Tui Brae. A total of 40 crashes were recorded within the search area, 17 of which occurred at intersections, and 23 of which occurred midblock.

Four were serious injury crashes, 17 were minor injury crashes and 19 were non-injury crashes. The crash locations and injury types are summarised in the table below: Injury Type Location Fatal Serious Minor Non-injury Total Whitford-Maraetai Road / Jack Lachlan Drive 0 1 0 0 1 Whitford-Maraetai Road / Beachlands Road (before construction of roundabout upgrade) 0 1 3 6 10 Whitford-Maraetai Road / Beachlands Road (during/after construction of roundabout upgrade) 0 0 2 0 2 Beachlands Road / Bell Road 0 0 1 0 1 Beachlands Road / Sunkist Bay Road 0 0 0 2 2 Karaka Road / Bell Road 0 0 1 0 1 Whitford-Maraetai Road (midblock) 0 0 4 5 9 Jack Lachlan Drive (midblock) 0 0 2 2 4 Beachlands Road (midblock) 0 2 3 2 7 Karaka Road (midblock) 0 0 1 2 3 Total 0 4 17 19 40 Table 2: Crash Locations and Injury Type Of the crashes that occurred at intersections, the main cause was failure to give way with 12 crashes.

There were three loss of control crashes, two of which were related to maintenance on the road. One crash was caused by a driver evading enforcement.

The majority of intersection crashes, 11 of a total of 17 crashes at five intersections, occurred at the intersection of Whitford-Maraetai Road and Beachlands Road. This intersection shows a pattern of crashes caused by failure to give way. However, this intersection was recently upgraded from a priority T-intersection, with Beachlands Road being the minor leg, to a roundabout. This new layout, which was completed in January 2009, better accommodates the strong left turn in and right turn out from Beachlands Road, and is likely to reduce the occurrence of crashes at this intersection. Indeed, the incidence of crashes appears to have reduced as a result of the roundabout upgrade.

Of the total of 12 crashes that occurred at this intersection, ten occurred before the roundabout was constructed while the remaining two occurred during the construction period. There have been no reported crashes at this roundabout in the year post- construction.

17 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Of the mid-block crashes, loss of control was the most common type, with 13 crashes; seven of these related to alcohol, five related to speed, and the remaining five related to a variety of factors including fatigue, rain, inexperience and distraction. The remaining five crashes were all unrelated, comprising a rear end crash, an overtaking crash, a head on crash, an alcohol related crash, and failure to give way from a private driveway.

The above analysis demonstrates typical crash statistics for a rural route.

Council appears to have successfully addressed the safety concern at Beachlands Road / Whitford-Maraetai Road intersection for the future.

18 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 4. Accessibility The Business Centre will be well located in the existing and proposed Beachlands residential community and will be readily accessible via the existing and planned transport networks, as described below. Catchments for the various modes of travel described below are based on Census 2006 mesh block data and full development projections for the proposed Beachlands Village New Avenues, Spinnaker Bay and Pine Harbour new residential areas.

4.1 Private Vehicle Accessibility For private vehicles travelling from outside Beachlands, the Business Centre will be accessible from Whitford-Maraetai Road, which forms the eastern frontage of the site. Whitford-Maraetai Road is a District Arterial and therefore aims to provide efficient through-movement of vehicles, so will carry vehicles from further afield. This will provide links to the site via other roads on the primary road network from surrounding areas such as Maraetai, Whitford and Clevedon. Local connectivity will be provided by existing and proposed lower-hierarchy roads in the vicinity, including Beachlands Road, which will provide the main route to the site for existing residential areas within Beachlands.

In addition, extensions of Constellation Avenue and Karaka Road will connect Spinnaker Bay and the proposed Beachlands Village New Avenues residential areas to the proposed Business Centre.

4.1.1 Private Vehicle Catchment Although the potential catchment area for cars could include all households within a 30 to 45 minute drive of the site, it is less likely that customers who are within reach of a nearer comparable business or shopping centre will travel longer distances to access the proposed Business Centre. 4.2 Public Transport Accessibility One bus service, route 689, is currently provided to Beachlands. This travels from the Botany town centre through Whitford to Shelly Bay Road in Beachlands with the return journey travelling from Beachlands to Maraetai and back to Whitford and the Botany town centre, bypassing Beachlands.

This service runs seven times during weekdays and five times on Saturday, with no Sunday service.

It is considered that although the current bus service is adequate, a higher frequency and extended route could be provided if demand for public transport by employees and users of the facilities warrant this. In addition, Beachlands is serviced by a ferry from Pine Harbour which travels to the Auckland City Centre. There are currently 13 services per day in each direction. 4.2.1 Public Transport Catchment Passenger transport studies reveal that a typical walking distance for bus passengers to a bus stop is approximately 400m. Therefore, those households currently and proposed to be within 400m the bus route are considered to be within the public transport catchment area for the site.

Figure 6 presents the bus route to Beachlands and the catchment area for this route.

KEY SITE LOCATION 400m BUS CATCHMENT AREA BUS ROUTE PO NY PA RK PL FERN CO LU MB IA J:\10550-99\10560\Drawings\10560A7a.dwg Tuesday, 30 March 2010 DATE DESCRIPTION REVISION DRAWN: DATE: SCALE: DWG NO:10560A7A 30.03.2010 Beachlands Village Business Centre Plan Change Bus Catchment Area SP N.T.S 6 - - - - - - - - - - - - - -

20 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc There are around 5,300 households currently within this catchment area; this equates to around 17,000 persons within the bus service catchment area.

However, as Botany Town centre is a major bus terminal, providing connections to and from wider destinations such as Auckland City, Manukau, and Newmarket, bus travel has a potentially higher catchment. The ferry service lies just within 2km of the site, which is outside the usual public transport catchment; however employees travelling to and from the Auckland city centre could be expected to use this service as it provides a faster travel time to the Auckland City Centre from Beachlands than other methods of transport (approximately 35 minutes).

4.3 Walking Accessibility The existing site benefits from its placement adjacent to several surrounding residential areas, and therefore pedestrian connectivity around the site is good. Footpaths adjacent to roads, shared informal space within the road corridor, as well as several other off-road pedestrian routes in the vicinity of the site offer a network of route choices for pedestrians. The main routes which are anticipated to provide access to the site are generally along the same routes that vehicles will use to access the Business Centre from within Beachlands, namely Beachlands Road, Karaka Road and Constellation Avenue and its proposed extension.

4.3.1 Walking catchment The Austroads Guide to Traffic Engineering Practice Part 13 – Pedestrians indicates that the practical walking distance for non recreational walking trips is in the order of 1.5km. The primary catchment area for pedestrians shown in Figure 7 has therefore been based on a 1.5km walking distance from the site. The number of households currently and proposed to be within this catchment area is approximately 2,000 households, which equates to around 6,000 persons 4.4 Cycling Accessibility There will be cycle parking provided within the Business Centre so it is considered that users and employees of the centre may access the Business Centre by cycling.

There are currently no dedicated cycle lanes along roads within Beachlands, except directly adjacent to the site on the Beachlands Road approach to the Whitford-Maraetai Road roundabout. However, it is considered that the relatively low traffic volumes in the vicinity of the site provide a safe on-road route for cyclists within Beachlands to the Business Centre.

Outside of Beachlands, the recreational cycle route often utilised along Whitford-Maraetai Road, with on-road cycle lanes on the approach to Beachlands Road provides a potential route for cyclists from outside of Beachlands to access the site. It is considered that employees or recreational cyclists during the weekend may use this route.

KEY SITE LOCATION WALKING CATCHMENT AREA PONY PA RK PL FERN CO LU M BI A R1500 SCALE: J:\10550-99\10560\Drawings\10560A7a.dwg Tuesday, 30 March 2010 Beachlands Village Business Centre Plan Change Walking Catchment Area 7N.T.S

22 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 4.4.1 Cycle Catchment The Ministry of Transport document, Getting there – on foot, by cycle. A strategy to advance walking and cycling in New Zealand Transport indicates that the average cycle trip distance is 3km. This distance has therefore been used to establish the cycle catchment area for the Business Centre. The catchment area for cyclists has therefore been calculated based on the number of households within a 3km radius of the site.

This catchment area is shown in Figure 8 and contains some 3,400 households, which equates to around 10,200 persons.

KEY SITE LOCATION CYCLE CATCHMENT AREA PONY PA RK PL FERN CO LU M BI A R3000 SCALE: J:\10550-99\10560\Drawings\10560A7a.dwg Tuesday, 30 March 2010 Beachlands Village Business Centre Plan Change Cycling Catchment Area 8N.T.S

24 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 5. Proposed Private Plan Change The proposed Private Plan Change area is currently Special Rural 1 Zone. It is proposed to change the zoning to the new “Beachlands Village Business Centre” zone, which will accommodate the retail and commercial needs of the existing and future Beachlands settlement.

The proposed Concept Plan for the new zone is shown in Figure 9.

The Beachlands Village Business Centre Zone will enable a wide range of retail and commercial activities in order to service the needs of the growing community. The Private Plan Change will provide for: „ One supermarket of up to 5,000sqm GFA (excluding loading areas) „ Convenience shops „ Entertainment facilities and cinemas „ Commercial services „ Offices „ Hotels, motels and travellers accommodation „ Garden centres „ Building improvement centres „ Service stations „ Community and healthcare services and facilities and medical centres „ Community buildings and facilities „ Care centres, pre-school centres and educational facilities „ Cafes, restaurants and takeaway food premises „ Taverns „ Retail sales, retail activities, shops and stalls, and „ Associated parking, loading and access.

To enable an assessment to be carried out to determine the ability of the surrounding transportation network to accommodate the traffic generated by the site, a market analysis and design exercise was carried out to ascertain the likely development potential. This has resulted in the proposed Concept Plan for the new zone, as shown in Figure 9.

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Concept Plan 9n.t.s. Plan Produced by Connect Urban Deisgn Ltd

26 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 6. Proposed Transport Provisions 6.1 Vehicle Access 6.1.1 Road Connections The proposed road connections for the Business Centre are shown as blue lines in Figure 9. It is proposed to link the Business Centre to the existing road network in three places: „ Whitford-Maraetai Road / Beachlands Road roundabout „ Beachlands Road / Constellation Avenue, and „ Karaka Road.

The Whitford-Maraetai Road / Beachlands Road intersection was recently upgraded from a priority T-intersection to a four leg roundabout, including a minor link to the quarry to the east, aligned to allow for a fifth leg to the southwest. It is expected that the fifth leg into the Business Centre site will form the main access point into the Business Centre area. The access road will be of similar composition to the existing legs of the roundabout, with one lane in each direction separated by a solid median on the approach to the roundabout, but will likely have narrower lanes to slow vehicles down as they enter the Business Centre area.

Karaka Road will be extended east into the site, to provide a link through the Business Centre, which is expected to continue around to the north to form a leg of the Whitford-Maraetai Road / Beachlands Road roundabout, as described above.

Constellation Avenue will be extended to the south to provide a link from Beachlands Road to Karaka Road where it enters the Business Centre area. It will continue south to connect with the new avenues proposed by the Beachlands Village New Avenues Structure Plan. Another new road aligned north-south, Karo Road, will join the Karaka Road extension at the bend to the east. This road will link to the new avenues proposed by the Beachlands Village New Avenues Structure Plan. All of the proposed roads and extensions connecting to the external road network will generally be classified as Local Business Roads under the District Plan, providing access through a business area.

The extension of Karaka Road through the Business Centre will be classed as such, but will also have more of a collector function. Appropriate carriageway provisions will be made according to the expected road types.

6.1.2 Access Points The proposed access points to the Business Centre are shown as blue arrows in Figure 9. Vehicle access and egress will be distributed to the wider road network at a number of points around the Business Centre area. The main vehicle access point is proposed to be from Karaka Road, linking to the surface car park in the northern block of the Business Centre. Another access point will link this car park to Beachlands Avenue.

27 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Two access points to basement parking areas in both the northern and southern blocks of the Business Centre will be provided towards the west end of Karaka Road and Seventh View Avenue, respectively.

Vehicle access to the southern block of the Business Centre will be provided from Karo Road; access will be provided opposite this to the eastern block. Other access points to the eastern block are likely to be provided from the extension of Karaka Road and from Whitford-Maraetai Road. The Whitford-Maraetai Road link will only provide ingress to the site.

6.2 Pedestrian Access Pedestrians will be well catered for around the Business Centre area: footpaths will be provided on both sides of all new roads within and around the area, which will have priority over driveways. The use of pedestrian priority combined with traffic calming, will ensure that the Business Centre will experience relatively slow speeds thereby providing an amenable and safe environment for other transport modes such as cyclists. An internal network of footpaths, pedestrian ramps and stairs within the Business Centre will provide pedestrians safe and convenient access around and within parking areas.

A key pedestrian link between Beachlands Road and Seventh View Avenue to the south will be provided via an open space north-south network through the middle of the Business Centre. 6.3 Public Transport Provisions It is anticipated that the existing bus service through the Beachlands settlement will continue to travel its existing route, but with an additional stop at the Business Centre. The frequency of the bus service can be increased as demand for the service rises.

Bus stops and other associated facilities are expected to be provided on Beachlands Road adjacent to the Business Centre for passengers travelling in both directions. The bus stop will align with the key north-south pedestrian link through the site. 6.4 Parking and Loading Parking for the Business Centre will be provided primarily within the centre of the northern block, and is therefore likely to be screened by the surrounding development and landscaping. Underground parking is also proposed, which will be well-connected internally to the above- ground areas. The basement parking areas will be accessed from the west end of Karaka Road and Seventh View Avenue, as mentioned above.

Furthermore, there is expected to be some on-street parking allowed on the roads through and immediately around the Business Centre. It is considered that the on-street parking directly adjacent to the Business Centre, particularly on Karo Road and the extension of Karaka Road which run through the Centre, is integral to the site and should be counted within the District Plan requirement. Parking provisions will include spaces for mobility impaired users and taxis.

28 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc A number of loading areas will be required for the Centre, particularly for any retail development.

It is expected that loading arrangements for the major retail tenancies (those which can expect to be serviced by vehicles such as articulated trucks) will be on the western edge of the development, accessed off the Constellation Avenue extension as shown in Figure 9 with trucks travelling via Beachlands Road.

A number of smaller loading areas will be required, for use by vans or smaller single-unit trucks, to service smaller tenancies. These are generally expected to be provided within parking areas adjacent to the appropriate tenancies. It is anticipated that the parking and loading requirements of the existing District Plan will be adequate to apply to the proposed new zone; therefore there is no need for specific provisions in the Private Plan Change. However, it is expected that this provision will include the use of shared parking and loading facilities and on-street parking, as described in the policies and explanations of the Private Plan Change document.

29 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 7. Trip Generation 7.1 Trips Generated by the Business Centre It is necessary to calculate the development potential of the site to ensure that the transportation network can accommodate the generated traffic flows. The marketing analysis undertaken by Market Economics established the additional area of various activities that could be developed given the demand from households within the catchment area for the Business Centre. A robust assessment of the expected development on the site has been undertaken by Market Economics, using a projected completion date of 2016.

In addition, a sensitivity analysis has been carried out of the maximum development potential of the site, once all of the residential plan change areas have been fully implemented. The future year for this scenario is 2026. The market analysis split the development into the following activities: „ retail and associated services „ cinema „ community facilities „ medical service providers (including a wide variety of medical facilities such as GPs, dental, optometry, physiotherapy, chiropractic and others) „ childcare „ hotel, and „ office. It is also anticipated that a service station will be provided, and therefore this has been included in the development also.

This has been assessed as having a gross floor area of some 200sqm with a site area of 4,000sqm, which is considered to represent a typical service station. It should be noted that the Market Economics analysis of the two scenarios provides the total demand for these activities for the catchment in each future year, which is not necessarily representative of what will eventually be developed at the Business Centre, but represents a worst case scenario from a transportation perspective, which has been used to develop a robust analysis.

The industry-recognised Roads and Traffic Authority, New South Wales guideline “Guide to Traffic Generating Developments” (“RTA Guide”), supplemented by the local Transfund New Zealand report Trips and Parking Related to Land Volume 1 and local surveyed trip rates, was used to estimate the vehicle trips that would be generated by the aforementioned activities. The total trip generation of the Business Centre during the weekday evening and Saturday peak periods, which are generally the worst cases for a shopping centre, have been assessed. Where Saturday peak trip rates were unavailable these were estimated to be the same as the weekday evening peak period, except for the office/services activities which were estimated as 10% of the weekday evening peak trip rate as most offices would be little used on Saturdays.

The tables below show the trip generation for the 2016 interim year and the 2026 future sensitivity test, using individual rates for each activity. Retail and services, cinemas and community facilities have been assessed using trip rates for a shopping centre as these are activities that are typically found in a shopping centre.

30 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Trip Rate Trips Generated (vph) Activity Area PM Sat PM Sat Supermarket 4,000sqm GFA 13.2/100sqm GFA 11.6/100sqm GFA 528 464 Shopping Centre 5,400sqm GFA 12.5/100sqm GFA 16.3/100sqm GFA 675 880 Medical 2,500sqm GFA 8.8/100sqm GFA 8.8/100sqm GFA 220 220 Childcare 3,000sqm GFA 9.0/100sqm GFA 9.0/100sqm GFA 269 269 Office 4,900sqm GFA 2.0/100sqm GFA 0.2/100sqm GFA 98 10 Hotel 1,000sqm GFA 1.3/100sqm GFA 1.3/100sqm GFA 13 13 Service Station 200sqm GFA + 4,000sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 220 220 Total - 2,023 2,076 Table 3: Trip Generation of Business Centre 2016 Scenario using Individual Rates Trip Rate Trips Generated (vph) Activity Area PM Sat PM Sat Supermarket 4,000sqm GFA 13.2/100sqm GFA 11.6/100sqm GFA 528 464 Shopping Centre 11,000sqm GFA 7.6/100sqm GFA 7.5/100sqm GFA 836 825 Medical 3,700sqm GFA 8.8/100sqm GFA 8.8/100sqm GFA 326 326 Childcare 4,500sqm GFA 9.0/100sqm GFA 9.0/100sqm GFA 404 404 Office 7,200sqm GFA 2.0/100sqm GFA 0.2/100sqm GFA 144 14 Hotel 1,000sqm GFA 1.3/100sqm GFA 1.3/100sqm GFA 13 13 Service Station 200sqm GFA + 4,000sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 220 220 Total - 2,470 2,266 Table 4: Trip Generation of Business Centre 2026 Scenario using Individual Rates The trip rates shown in the tables above do not take into account shared trips between the various activities, which will occur given the nature of the development, therefore the total trips calculated above are very unlikely to occur in reality.

It is considered that the supermarket, retail and services, cinema, community, medical and childcare activities should all be treated as an overall shopping centre use, which takes account of the high incidence of shared trips. This is common traffic engineering practice. Hotel and office activities are considered less likely to have shared trips, and are therefore still assessed separately. The assessed trip generation of the Business Centre for the 2016 and 2026 scenarios is shown in the tables below: Trip Rate Trips Generated (vph) Activity Area PM Sat PM Sat Shopping Centre 14,900sqm GFA 7.6/100sqm GFA 7.5/100sqm GFA 1,132 1,118 Office 4,900sqm GFA 2.0/100sqm GFA 0.2/100sqm GFA 98 10 Hotel 1,000sqm GFA 1.3/100sqm GFA 1.3/100sqm GFA 13 13 Service Station 200sqm GFA + 4,000sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 220 220 Total - 1,463 1,360 Table 5: Trip Generation of Business Centre 2016 Scenario using Individual Rates

31 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Trip Rate Trips Generated (vph) Activity Area PM Sat PM Sat Shopping Centre 23,200sqm GFA 5.9/100sqm GFA 5.6/100sqm GFA 1,369 1,299 Office 7,200sqm GFA 2.0/100sqm GFA 0.2/100sqm GFA 144 14 Hotel 1,000sqm GFA 1.3/100sqm GFA 1.3/100sqm GFA 13 13 Service Station 200sqm GFA + 4,000sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 0.3 x sqm GFA + 0.04 x sqm site area 220 220 Total - 1,746 1,547 Table 6: Trip Generation of Business Centre 2026 Scenario using Individual Rates The trip generation shown in the table above has been used to assess the potential traffic effects that the activities enabled under the Private Plan Change will have on the transport network immediately surrounding the site during each future year.

7.2 Trips Generated by Proposed New Residential Areas The Structure Plan provided by Council in their Beachlands Village New Avenues Discussion Document detailed the anticipated layout of the proposed new residential areas surrounding the proposed new Business Centre. Council have indicated that the high density residential area is likely to be changed to medium density. Using the areas of varying residential lot density shown in their Structure Plan, but changing the high density area to medium density, the number of households within the residential area was estimated at approximately 760.

Similarly the Pine Harbour Concept Plan has been used to estimate the number of households of various types that are proposed within the Pine Harbour Private Plan Change. This showed that a total of 480 residences are proposed as follows: „ 124 studios/one bedroom apartments „ 162 two bedroom apartments „ 124 three or more bedroom apartments, and „ 70 terraced houses.

The retail and office components of the development proposed for Pine Harbour are relatively small, 1,633sqm and 3,267sqm respectively. It is therefore considered that trips generated from these activities will only originate from within Beachlands and therefore will have a negligible effect on the intersections modelled, and therefore have not been assessed. Existing residential development at Spinnaker Bay has been counted to be approximately 150 households. The Manukau City Council has indicated that 420 lots will be developed in total at Spinnaker Bay. Assuming one household per lot this means that around 270 households may still be developed in the Spinnaker Bay area.

To estimate the number of trips generated by the proposed new residential area, the RTA Guide trip rates for residential activities was used. It is considered that the dwelling house definition applies best to residential activity in the Beachlands Village New Avenues and Spinnaker Bay areas, as well as the terraced houses proposed within the Pine Harbour Plan Change. This gave a weekday peak hour trip rate of 0.85/dwelling.

32 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc The remaining residential types proposed within the Pine Harbour Plan Change have been estimated as medium density residential flat buildings, with weekday peak hour trip rates of 0.4- 0.5vph for smaller units of up to two bedrooms and 0.5-0.65vph for larger units and townhouses.

The total number of new lots/households likely to be developed for each of these three new residential areas, as detailed above has been used to assess the 2026 scenario. The interim 2016 partial development scenario has been assessed by Market Economics. The highest growth scenario for 2016 has been adopted to provide a robust analysis of the effects of the additional traffic. For Pine Harbour, these have been assessed as the larger household units. The total trips anticipated to be generated by the new residential areas is shown in the tables below: Area Type of Residence Number of Households Trip Rate (vph/household) Trips Generated (vph) Beachlands Village New Avenues Dwelling Houses 457 0.85 388 Pine Harbour Dwelling Houses 194 0.85 165 Pine Harbour Medium Density (larger units) 107 0.65 70 Spinnaker Bay Dwelling Houses 104 0.85 88 Total - 862 - 711 Table 7: Assessed Trip Generation of Proposed New Residential Areas for 2016 Area Type of Residence Number of Households Trip Rate (vph/household) Trips Generated (vph) Beachlands Village New Avenues Dwelling Houses 760 0.85 646 Pine Harbour Dwelling Houses 194 0.85 165 Pine Harbour Medium Density (larger units) 162 0.65 105 Pine Harbour Medium Density (smaller units) 124 0.5 62 Spinnaker Bay Dwelling Houses 270 0.85 230 Total - 1,510 - 1,208 Table 8: Assessed Trip Generation of Proposed New Residential Areas for 2026 The weekday peak hour trip generation rates have been applied to the evening peak hour and it has also been assumed that the same number of trips will be generated during the Saturday peak hour.

33 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 8. Trip Distribution 8.1 Business Centre Trip Distribution 8.1.1 Primary (New) Trips The report entitled Proposed Retail Development, Beachlands, Market Potential and Impact Assessment by Market Economics describes the likely catchment for the proposed retail activity enabled by the Private Plan Change, including primary and secondary catchments. Market Economics derived a more detailed split of the retail demand catchment which will be used to determine the directional split of traffic arriving at the Business Centre, which is shown in the table below.

Catchment Proportion of Demand Secondary – arriving from south 10% Secondary – arriving from north 10% Primary – Beachlands proper 25% Primary – Spinnaker Bay 9% Primary – Beachlands New Avenues 15% Primary – Pine Harbour 11% Primary – Maraetai 20% Table 9 : Demand from Retail Catchment Areas The trips from secondary catchments are considered to be external, and anticipated to arrive at the development via Whitford-Maraetai Road from the north and south respectively. Trips from Maraetai are also external to Beachlands and will arrive from Whitford-Maraetai Road from the north. The remaining catchments will arrive internally from within Beachlands.

The expected distribution of trips arriving at the Business Centre is detailed in the table below. Catchment Proportion of Demand External – arriving from south 10% External – arriving from north 30% Internal – arriving from Beachlands Road west 25% Internal – arriving from north (Constellation Avenue) 9% Internal – arriving from south 26% Table 10 : Trip Distribution of Primary (New) Trips 8.1.2 Secondary (Pass-by) Trips The primary trips discussed above are essentially brand new to the road network, and would not have been on the network unless visiting the Business Centre. Secondary trips would have been present somewhere on the network already, and usually fall into two categories: „ Pass-By trips, which would already have been travelling directly past the site (ie: passing through the Whitford-Maraetai Road / Beachlands Road roundabout) and decide to call-in en-route to their primary destination

34 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc „ Linked / Diverted Trips, involve motorists already travelling in the general area around the site, and who decided to alter their route to call in at the Business Centre on their way to their primary destination. Due to the relative geographic isolation of the site, and the absence of an alternative primary road network, it is considered that there will be no diverted trips.

Local sources of data for quantifying pass-by trip assumptions are scarce, although the ITE report, Trip Generation, has conducted extensive research into this.

The report lists several shopping centres, along with their calculated pass-by trip percentages. The average figures taken from that research are: „ Weekday PM Peak: 34% Pass-by trips „ Saturday Noon Peak: 26% Pass-by trips. It should be noted that due to the site’s geographical isolation, it is expected that the pass-by percentage would be higher than this average amount. However, to ensure a robust analysis is undertaken, these figures were adopted in this assessment.

It was considered that pass-by trips should be taken from movements that directly pass the Business Centre area, and are based upon existing traffic movements established during the traffic surveys and those estimated for the proposed new residential areas. These trips were therefore distributed in the same directional proportions as the existing traffic and the estimated traffic distribution of the new residential areas (which is described in the section below). Each applicable movement was therefore replaced with a turn in and out of an access to the Business Centre, depending upon the direction of the movement.

This effectively doubles the number of trips travelling through the area, generally at either or both of the roundabout at Beachlands Road / Whitford-Maraetai Road and the proposed Beachlands Road / Constellation Avenue roundabout.

8.2 Trip Distribution of Proposed New Residential Areas The new trips which are anticipated to be generated from proposed residential areas including Beachlands Village New Avenues, Pine Harbour and Spinnaker Bay have been distributed according to the location of the residential block within the Beachlands area and the directional distribution of trips already on the adjacent road network. Some trips generated by the areas will be internal to Beachlands and will not affect the road network being assessed. The proportion of internal and external trips has been calculated from the survey of the Constellation Avenue / Beachlands Road.

Trips to and from Beachlands Road to the west were assessed as being internal, and those to the east were assessed as external trips. The external trips were distributed according to the approximate directional distributions found during the traffic surveys as follows:

35 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Proportion of Trips Direction PM Sat Internal Trips 38% 40% External Trips 62% 60% Inbound Trips 65% 53% Outbound Trips 35% 47% To/from the south 74% 67% To/from the north 26% 33% Table 11 : Trip Distribution of Trips from New Proposed Residential Areas The location of the blocks of households within the various residential areas was used to anticipate which route would be used to make the trips in each of these directions. The resulting distribution of trips for the base scenario is shown in Figures 10 and 11 and the trips for the base plus the proposed Business Centre development is shown in Figures 12 and 13.

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Weekday Base Peak Hour Intersection Volumes 10 n.t.s. C o n s t e ll a t io n A v e n u e 4 2 ( ) 3 6 ( ) 98 (1) 512 (11) 263 (9) 47 (0) 187 (7) 134 (2) 2 2 3 ( 5 ) 5 1 ( 9 ) 1 2 9 ( 3 ) 1 3 ( 7 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d Key XXX : Light Vehicles (XX) : Heavy Vehicles 30 (0) 14 (0) 1 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 2 ( ) 8 ( ) 1 6 ( ) C o n s t e ll a t io n A v e n u e 7 3 ( ) 5 2 ( ) 154 (1) 572 (11) 296 (9) 78 (0) 239 (7) 155 (2) 2 3 ( 5 ) 6 6 ( 9 ) 1 6 8 ( 3 ) 1 1 6 ( 7 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d 48 (0) 24 (0) 3 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 6 ( ) 1 3 ( ) 2 6 ( ) 2016 Peak Hour : 4:45pm - 5:45pm 2026

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Saturday Base Peak Hour Intersection Volumes 11 n.t.s. C o n s t e ll a t io n A v e n u e 5 3 ( 1 ) 3 1 ( ) 56 (0) 324 (7) 335 (12) 40 (0) 252 (10) 158 (3) 1 8 7 ( 3 ) 2 7 3 ( 6 ) 1 3 2 ( 1 ) 1 4 8 ( 5 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d Key XXX : Light Vehicles (XX) : Heavy Vehicles 25 (0) 12 (0) 2 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 2 ( ) 1 1 ( ) 2 2 ( ) C o n s t e ll a t io n A v e n u e 9 3 ( 1 ) 5 5 ( ) 101 (0) 372 (7) 377 (12) 67 (0) 313 (10) 192 (3) 1 9 9 ( 3 ) 3 4 1 ( 6 ) 1 7 2 ( 1 ) 1 6 1 ( 5 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d 40 (0) 21 (0) 4 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 5 ( ) 1 8 ( ) 3 5 ( ) 2016 Peak Hour : 11:15am - 12:15pm 2026

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Weekday Evening Base + Development Peak Hour Intersection Volumes 12 n.t.s. C o n s t e ll a t io n A v e n u e 3 3 ( ) 3 1 ( ) 85 (1) 444 (11) 209 (9) 40 (0) 149 (7) 106 (2) 1 7 7 ( 5 ) 4 4 ( 9 ) 1 3 ( 3 ) 8 2 ( 7 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d Key XXX : Light Vehicles (XX) : Heavy Vehicles 24 (0) 190 (0) 5 7 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 6 1 ( ) 1 9 5 ( ) 1 3 ( ) Main Site Access 204 (0) 0 (0) 103 (0) 1 4 4 ( ) 0 (0) 1 7 8 ( ) C o n s t e ll a t io n A v e n u e 5 9 ( ) 4 5 ( ) 137 (1) 504 (11) 238 (9) 67 (0) 192 (7) 125 (2) 1 8 5 ( 5 ) 4 8 7 ( 9 ) 1 3 5 ( 3 ) 9 3 ( 7 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d 39 (0) 233 (0) 7 6 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 8 2 ( ) 2 2 8 ( ) 2 1 ( ) Main Site Access 236 (0) 0 (0) 123 (0) 1 6 9 ( ) 0 (0) 2 1 6 ( ) 2016 2026 Peak Hour : 4:45pm - 5:45pm

SCALE: J:\10550-99\10560\Drawings\10560w1c.dwg Friday, 30 April 2010 Beachlands Village Business Centre Plan Change Saturday Base + Development Peak Hour Intersection Volumes 13 n.t.s. C o n s t e ll a t io n A v e n u e 4 3 ( 1 ) 2 7 ( ) 50 (0) 283 (7) 270 (12) 35 (0) 203 (10) 127 (3) 1 5 1 ( 3 ) 2 2 ( 6 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d Key XXX : Light Vehicles (XX) : Heavy Vehicles 20 (0) 195 (6) 5 7 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 5 3 ( ) 1 6 9 ( ) 1 8 ( ) Main Site Access 195 (0) 0 (0) 120 (0) 9 6 ( ) 0 (0) 1 7 ( 1 ) 1 2 ( 5 ) 1 8 3 ( ) C o n s t e ll a t io n A v e n u e 7 7 ( 1 ) 4 9 ( ) 91 (0) 332 (7) 312 (12) 59 (0) 263 (10) 162 (3) 1 6 7 ( 3 ) 2 8 7 ( 6 ) Beachlands Road W h it f o r d - M a r a e t a i R o a d 33 (0) 224 (6) 7 4 ( ) C o n s t e ll a t io n A v e n u e E x t e n s io n 6 8 ( ) 1 9 5 ( ) 2 9 ( ) Main Site Access 303 (0) 0 (0) 156 (0) 1 3 1 ( ) 0 (0) 1 4 4 ( 1 ) 1 3 6 ( 5 ) 2 9 4 ( ) 2016 2026 Peak Hour : 11:15am - 12:15pm

40 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 9. Traffic Effects 9.1 Sidra Model The traffic effects of the proposed development on the intersections of Beachlands Road with Whitford-Maraetai Road and Constellation Avenue have been modelled using SIDRA Intersection, an industry standard tool for assessing the performance characteristics of an intersection. Assessments of the existing weekday evening and Saturday midday peak hours were carried out, and compared to those with the proposed development and new intersection layouts.

The results presented in this report include the 95th percentile queue length (95% Q), average delay, degree of saturation (DOS) and level of service (LOS). The average delay is made up of stop-line delay (the delay caused by slowing or coming to a stop at the intersection threshold) and geometric delay (the delay produced when slowing down to negotiate through the intersection). A DOS between 0.85 and 0.95 is considered acceptable, less than 0.85 is good. LOS is measured as a function of delay; according to the SIDRA manual LOS A and B are very good and indicative of free-flow conditions; C is good; D is acceptable; and E and F are indicative of severe congestion.

The base scenario modelled consists of the existing traffic at both the intersections, as found in the traffic surveys, plus the anticipated trips generated by the new proposed residential areas expected during the 2016 and 2026 future years. The effects of the proposed development have been compared to the base scenario. Two future scenarios were modelled, 2016 and 2026, as described in Sections 7 and 8. Traffic volumes for the base and base plus development scenarios are shown in Figures 10-13 above.

The modelled layout of the existing Beachlands Road / Whitford-Maraetai Road intersection is shown in Diagram 1.

The layout modelled did not include the quarry access which forms an additional leg of the roundabout to the east, for simplicity, as this did not produce any traffic during the surveyed peak hours. Diagram 1: Sidra Model Existing Beachlands Road / Whitford-Maraetai Road Intersection Layout

41 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc The proposed layout of the Beachlands Road / Whitford-Maraetai Road intersection, including the main site access, is shown in Diagram 2. Diagram 2: Sidra Model Proposed Beachlands Road / Whitford-Maraetai Road Intersection Layout Diagram 3 shows the layout of the Beachlands Road / Constellation Avenue intersection modelled. It includes an extension to Constellation Avenue which will link to both the Business Centre and the Beachlands Village New Avenues residential area.

It is proposed that this intersection will also be a roundabout.

Diagram 3: Sidra Model Existing Beachlands Road / Constellation Avenue Intersection Layout

42 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 9.2 Model Results To recap, the following scenarios have been modelled: „ Base 2016 (existing traffic plus trips from new proposed residential areas) „ Base + Development 2016 (Base plus Business Centre) „ Base 2026, and „ Base + Development 2026. The Sidra results for these scenarios during the weekday evening and weekend peak hours are shown in the tables below.

9.2.1 2016 Scenarios The Sidra results for the Whitford-Maraetai Road / Beachlands Road roundabout during the weekday evening peak hour for the 2016 scenario modelled are shown in the table below. Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left - 0.70 16 B 70 Through 0.60 12 B 48 0.70 15 B 70 Whitford-Maraetai Road south Right 0.60 18 B 48 0.70 21 C 70 Left 0.22 14 B 12 0.36 14 B 21 Through - 0.36 13 B 21 Whitford-Maraetai Road north Right 0.22 17 B 12 0.36 18 B 21 Left 0.31 7 A 18 0.32 9 A 19 Through 0.31 7 A 18 0.32 9 A 19 Beachlands Road Right - Left - Through - 0.48 12 B 34 Main Site Access Right - 0.48 18 B 34 Table 12: Sidra Model Results for Beachlands Road / Whitford-Maraetai Road – PM 2016 During the weekday evening peak period, the largest increase in 95th percentile queues on any approach due to the additional development traffic was found to be 22m (3 vehicles), which occurred on the Whitford-Maraetai Road south.

This corresponded to a drop in LOS from B to C for traffic travelling to Whitford-Maraetai Road north; LOS C is still considered to be good during the peak hour. The maximum increase in delay was found to be some 3s, which will be unnoticeable to motorists. The remainder of the existing approaches and movements will still operate at LOS B or above, and are therefore considered to have relatively free flow conditions. The site access at the roundabout will operate at LOS B for the weekday evening peak hour, with a 95th percentile queue of some 34m (5 vehicles), which is considered good in the peak hour.

43 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc The Sidra results for the Whitford-Maraetai Road / Beachlands Road roundabout during the Saturday peak hour for the 2016 scenario modelled are shown in the table below. Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left - 0.47 14 B 31 Through 0.38 12 B 24 0.47 13 B 31 Whitford-Maraetai Road south Right 0.38 18 B 24 0.47 19 B 31 Left 0.28 14 B 15 0.43 15 B 26 Through - 0.43 13 B 26 Whitford-Maraetai Road north Right 0.27 18 B 15 0.43 19 B 26 Left 0.37 7 A 22 0.40 9 A 24 Through 0.37 6 A 22 0.40 9 A 24 Beachlands Road Right - Left - Through - 0.38 8 A 22 Main Site Access Right - 0.38 15 B 22 Table 13: Sidra Model Results for Beachlands Road / Whitford-Maraetai Road – Saturday 2016 During the Saturday midday peak hour, the largest increase in 95th percentile queues on any approach due to the additional development traffic was found to be 11m (2 vehicles), which occurred on the Whitford-Maraetai Road south approach.

Minimal increases in delay were displayed, up to 3s, and the LOS for each movement remained the same. The intersection will therefore still operate at LOS B or above, and is considered to have relatively free flow conditions. The site access at the roundabout will also operate at LOS B or above for the Saturday peak period, with a 95th percentile queue of some 22m (3 vehicles), and will therefore experience relatively free flow conditions.

The Sidra results for the Beachlands Road / Constellation Avenue roundabout during the weekday evening and Saturday peak hours for the 2016 scenario modelled are shown in the tables below: Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left 0.46 5 A 32 0.55 7 A 37 Through 0.47 4 A 32 0.55 6 A 37 Beachlands Road east Right 0.47 9 A 32 0.55 11 B 37 Left 0.08 6 A 4 0.14 7 A 7 Through 0.08 5 A 4 0.14 6 A 7 Constellation Avenue Right 0.08 11 B 4 0.14 11 B 7

44 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left 0.28 5 A 15 0.39 6 A 23 Through 0.28 4 A 15 0.39 5 A 23 Beachlands Road west Right 0.28 10 A 15 0.39 10 A 23 Left 0.04 8 A 2 0.37 9 A 22 Through 0.04 7 A 2 0.37 8 A 22 Constellation Avenue extension Right 0.04 13 B 2 0.37 13 B 22 Table 14: Sidra Model Results for Beachlands Road / Constellation Avenue – PM 2016 Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left 0.30 5 A 17 0.36 7 A 20 Through 0.30 4 A 17 0.36 5 A 20 Beachlands Road east Right 0.30 9 A 17 0.36 11 B 20 Left 0.10 7 A 4 0.16 8 A 8 Through 0.10 6 A 4 0.16 6 A 8 Constellation Avenue Right 0.10 11 B 4 0.16 12 B 8 Left 0.31 5 A 17 0.42 5 A 26 Through 0.31 4 A 17 0.42 4 A 26 Beachlands Road west Right 0.31 9 A 17 0.42 10 A 26 Left 0.04 7 A 2 0.27 7 A 14 Through 0.04 7 A 2 0.27 6 A 14 Constellation Avenue extension Right 0.04 11 B 2 0.27 11 B 14 Table 15: Sidra Model Results for Beachlands Road / Constellation Avenue – SAT 2016 During both modelled periods, the largest increase in 95th percentile queues on any approach due to the additional development traffic was found to occur on the Constellation Road extension approach during the weekday evening peak period; this was 20m (three vehicles) in the evening peak hour and 12m (two vehicles) in the Saturday peak hour.

This corresponded to minimal increases in delay of up to 1s and no change in LOS. The LOS for right turning traffic during both modelled periods on both Beachlands Road east approach dropped from LOS A to B, with minimal increases in delay of up to 2s. The intersection approaches will all operate at LOS B or above during the evening peak period, and are therefore considered to have relatively free flow conditions which are considered good during the peak hour.

9.2.2 2026 Sensitivity Test Scenarios The Sidra results for the Whitford-Maraetai Road / Beachlands Road roundabout during the weekday evening peak hour for the 2026 scenario modelled are shown in the table below.

45 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left - 0.88 24 C 148 Through 0.70 13 B 64 0.88 23 C 148 Whitford-Maraetai Road south Right 0.70 19 B 64 0.88 29 C 148 Left 0.28 14 B 16 0.46 15 B 29 Through - 0.46 13 B 29 Whitford-Maraetai Road north Right 0.28 18 B 16 0.46 19 B 29 Left 0.38 8 A 24 0.42 10 A 27 Through 0.38 7 A 24 0.42 9 A 27 Beachlands Road Right - Left - Through - 0.70 21 C 68 Main Site Access Right - 0.70 27 C 68 Table 16: Sidra Model Results for Beachlands Road / Whitford-Maraetai Road – PM 2026 During the evening peak hour the Whitford-Maraetai Road south approach experienced a drop of LOS from B to C with a corresponding increase in delay of 10s and an increase in the 95th percentile queue of 84m (12 vehicles).

The DOS also increases to 0.88. Smaller increases in queues and delays occurred on the other approaches.

The site access at the roundabout will operate at LOS C during the evening peak period, which is considered acceptable in the peak hour, with an average delay of up to 27s. The expected 95th percentile queue was up to some 68m (10 vehicles) which will not affect other intersections. The increases in LOS and DOS on the Whitford-Maraetai Road south approach are still considered acceptable in the peak hour. However, if Council considers that the queue increase is unacceptable, providing a modified intersection layout, such as that shown in Diagram 4 below, will mitigate the increase in queuing.

46 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Diagram 4: Sidra Model Proposed Beachlands Road / Whitford-Maraetai Road Modified Intersection Layout The results of the model using this modified intersection layout are shown in the table below, which also shows the base results for comparison.

Base Base + Development (modified layout) Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left - 0.30 15 B 12 Through 0.70 13 B 64 0.59 14 B 48 Whitford-Maraetai Road south Right 0.70 19 B 64 0.59 20 B 48 Left 0.28 14 B 16 0.46 15 B 29 Through - 0.46 13 B 29 Whitford-Maraetai Road north Right 0.28 18 B 16 0.46 19 B 29 Left 0.38 8 A 24 0.42 10 A 27 Through 0.38 7 A 24 0.42 9 A 27 Beachlands Road Right - Left - Through - 0.65 19 B 58 Main Site Access Right - 0.64 25 C 58 Table 17: Sidra Model Results for Beachlands Road / Whitford-Maraetai Road Modified Layout – PM 2026 During the evening peak hour, with the modified intersection layout, the Whitford-Maraetai Road south approach no longer experienced a drop in LOS.

An increase in delay of 1s was still shown but the 95th percentile queues decreased by 16m (2 vehicles). Small increases in queues and delay still occurred on the other approaches, with LOS for the approaches remaining the same, as for the unmodified intersection layout and are considered acceptable.

47 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc The site access at the roundabout will operate at LOS C or above with the modified layout, which is considered good during the peak period. The expected 95th percentile queue was up to some 58m (8 vehicles). The Sidra results for the Whitford-Maraetai Road / Beachlands Road roundabout during the Saturday peak hour for the 2026 scenario modelled are shown in the table below. Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left - 0.60 16 B 49 Through 0.47 12 B 32 0.60 15 B 49 Whitford-Maraetai Road south Right 0.47 18 B 32 0.60 21 C 49 Left 0.35 14 B 20 0.54 16 B 39 Through - 0.54 15 B 39 Whitford-Maraetai Road north Right 0.35 18 B 20 0.54 20 B 39 Left 0.46 7 A 30 0.53 11 B 40 Through 0.46 7 A 30 0.53 10 B 40 Beachlands Road Right - Left - Through - 0.47 10 B 32 Main Site Access Right - 0.47 17 B 32 Table 18: Sidra Model Results for Beachlands Road / Whitford-Maraetai Road – Saturday 2026 During the evening peak period, the largest increase in 95th percentile queues due to the additional development traffic was found to be 19m (3 vehicles), which occurred on the Whitford- Maraetai Road north approach.

This corresponded to an increase in delay of up to 2s, and no drop in LOS. The Whitford-Maraetai Road south approach experienced a drop in LOS from B to right turning traffic; but LOS C is still considered to be good during the peak hour. The rest of the intersection will still operate at LOS B or above, and is therefore considered to have relatively free flow conditions.

The site access at the roundabout will also operate at LOS B, with a 95th percentile queue of some 32m (5 vehicles). The Sidra results for the Beachlands Road / Constellation Avenue roundabout during the weekday evening peak hour for the 2026 scenario modelled are shown in the table below.

48 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left 0.59 5 A 47 0.73 11 B 77 Through 0.59 4 A 47 0.73 10 A 77 Beachlands Road east Right 0.59 10 A 47 0.73 15 B 77 Left 0.14 7 A 7 0.23 8 A 12 Through 0.14 5 A 7 0.23 7 A 12 Constellation Avenue Right 0.14 11 B 7 0.23 12 A 12 Left 0.37 6 A 21 0.52 7 A 35 Through 0.37 5 A 21 0.52 7 A 35 Beachlands Road west Right 0.37 10 B 21 0.52 11 B 35 Left 0.07 10 A 4 0.56 13 B 43 Through 0.07 9 A 4 0.56 12 B 43 Constellation Avenue extension Right 0.07 14 B 4 0.55 17 B 43 Table 19: Sidra Model Results for the Beachlands Road / Constellation Avenue – PM 2026 During the weekday evening peak period, the largest increase in 95th percentile queues on any approach due to the additional development traffic was found to be 39m (6 vehicles), which occurred on the Constellation Road extension approach.

Similarly, the Beachlands Road east approach experienced an increase in 95th percentile queue of 30m (4 vehicles). These queues corresponded to a drop in LOS from A to B for some movements, with an increase in delay of up to 6s. The intersection will generally operate at LOS B or above, and is therefore considered to have relatively free flow conditions. The increased 95th percentile queues are not expected to have an adverse effect on neighbouring intersections. The Sidra results for the Beachlands Road / Constellation Avenue roundabout during the Saturday peak hour for the 2026 scenario modelled are shown in the table below.

Base Base + Development Approach Movement DOS Average Delay (s) LOS 95 % Q (m) DOS Average Delay (s) LOS 95 % Q (m) Left 0.40 5 A 25 0.50 7 A 31 Through 0.40 4 A 25 0.50 6 A 31 Beachlands Road east Right 0.40 9 A 25 0.50 12 B 31 Left 0.18 7 A 9 0.27 9 A 15 Through 0.18 6 A 9 0.27 7 A 15 Constellation Avenue Right 0.18 12 B 9 0.27 13 B 15 Left 0.40 6 A 24 0.54 6 A 37 Through 0.40 4 A 24 0.54 5 A 37 Beachlands Road west Right 0.40 10 A 24 0.54 10 B 37 Left 0.07 8 A 4 0.36 8 A 21 Through 0.07 6 A 4 0.36 7 A 21 Constellation Avenue extension Right 0.07 12 B 4 0.36 12 B 21 Table 20: Sidra Model Results for Beachlands Road / Constellation Avenue – Saturday 2026

49 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc During the Saturday peak period, the largest increase in 95th percentile queues on any approach due to the additional development traffic was found to be 17m (2 vehicles), which occurred on the Constellation Road extension approach. A drop in LOS from A to B was observed for a number of traffic movements, with increases in delay of up to 3s. The intersection approaches will operate at LOS B or above, and are therefore considered to have relatively free flow conditions.

9.3 Traffic Effects Conclusions Putting the above results into perspective, the assessment has considered the maximum development potential of the Business Centre, with regards to market demand including the future potential growth of residential areas in the Beachlands Village New Avenues Plan Change, the Pine Harbour Plan Change and Spinnaker Bay, rather than what the Business Centre is expected to accommodate. The future years of 2016 and 2026 were assessed, with the 2026 scenario including the full residential development potential allowed under the respective plan changes for the above areas.

These scenarios are not expected to be developed, however they represent a robust assessment for the potential Business Centre development under the Private Plan Change. Overall, the potential Business Centre development assessed during the modelled peak hours for the 2016 scenario is considered to create only minor adverse effects for the base traffic (existing and expected traffic from new proposed residential areas) at the intersections of Beachlands Road with Whitford-Maraetai Road and Constellation Avenue. The lowest LOS that is expected to occur is C, which is considered to be good during peak periods.

Generally however the intersections will operate at LOS B or above, which indicates free flow conditions. Increases in queue lengths due to the potential development will not adversely affect side roads off the approach roads to the roundabouts.

Similar effects are expected for the potential Business Centre development assessed during the modelled peak hours for the 2026 sensitivity test scenario, although these will be slightly worse than the 2016 scenario. The evening peak hour model showed queues on the Whitford-Maraetai Road south approach that may not be acceptable to Council. Diagram 4 above shows a potential mitigation option for this queuing, so that no more than minor effects would be experienced. For the other scenarios, the intersections will generally operate at LOS B or above, which indicates free flow conditions, with up to one approach experiencing LOS C.

Increases in queue lengths due to the potential development will not adversely affect side roads off the approach roads to the roundabouts.

The results demonstrate that the proposed intersection layouts can satisfactorily accommodate the traffic generated by the potential Business Centre development, as assessed for 2016, with no more than minor adverse effects on the existing traffic expected at that time. It is not expected that the potential development scenario assessed in the 2026 sensitivity test would occur, however if a similar level of development was implemented at this later stage, a mitigation measure such as that shown in Diagram 4 may be required. However, this would be discussed and assessed at the resource consent stage.

It should be noted that space will be reserved to accommodate such improvements without the need for land take, should this become necessary.

50 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 10. Planning and Policy Framework 10.1 Regional Policy Statement The transportation section of the Regional Policy Statement (RPS) contains four transport orientated objectives as contained in the table below. The delivery of the objectives will be achieved by adopting the RPS policies as listed below. The ways in which these policies and objectives can be delivered by the Private Plan Change are then detailed. RPS Objective RPS Policy Beachlands Business Centre 4.4.1 1.

Land use and transport planning will be integrated in a way which reduces the need for vehicle travel Manukau is a growth area for residential development and public transport; residential expansion in the Beachlands area will lead to an increased need for retail and services. The proposed Business Centre is located directly adjacent to a substantial existing and proposed residential catchment, which will reduce the need for travel further afield to access the services it will provide. Similarly the surrounding rural catchment would currently have to travel further into Manukau to access the services provided by the Business Centre, whereas they will be able to access the closer Beachlands centre proposed.

4.3 1. To avoid, remedy, or mitigate the adverse effects of transport on the environment and, in particular: (i) to avoid, remedy, or mitigate the adverse effects of transport on air quality and water quality; (ii) to reduce the need for the transport system to use non- renewable fuels; and (iii) to avoid, remedy, or mitigate the adverse effects of the transport system on local amenities and infrastructure. 2. Development of the transport system will be guided in a way which: (i) promotes the use of forms of transport which have fewer adverse effects on the environment; (ii) reduces the environmental effects of transport at source; (iii) reduces the need to use non- renewable fuels; (iv) avoids, remedies, or mitigates the adverse effects of transport on water quality; (v) avoids, remedies, or mitigates the adverse effects of transport in the modification of landscape and the destruction of natural habitats; (vi) avoids, remedies, or mitigates the adverse effects of transport on local amenities.

The Business Centre will be linked in to the existing bus service, which can be improved with higher frequency or rerouting as demand warrants it. The Business Centre will have strong pedestrian connections with the existing and proposed residential areas in Beachlands as well as a connection to the existing cycle lanes on Whitford-Maraetai Road. The traffic anticipated to be generated by the enabled Business Centre has been shown to have minor effects on the surrounding transport network, and therefore avoids adverse effects on local amenities. 4.3 2. To develop a transport network which enables all sections of the community to gain access to community resources.

4.4.4 The public transport system will be managed to better enable existing and potential users to get to work, services, shops, educational, social and recreational facilities. The Business Centre, which may provide retail, community and personal services and education facilities, will be linked in to the existing bus service, which can be improved with higher frequency or rerouting as demand warrants it, such as from employees of the centre.

51 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc RPS Objective RPS Policy Beachlands Business Centre 4.4.7 1. Transport links which promote the efficient movement of people, goods and services throughout the Region will be identified in the Auckland RLTS and will be required to be protected in district plans. See Auckland RLTS (Section 10.3) 4.3 3. To develop a transport network which provides an acceptable level of accessibility between important activity areas. 2. The efficiency of congested transport corridors will be increased by encouraging increases in person-carrying capacity (i.e., by supporting public transport, car pooling and high occupancy vehicles) and freight carrying capacity (i.e., by supporting consolidation of loads and rail freight) rather than vehicle capacity.

The site will be directly serviced by public transport, by rerouting the existing bus service through the Business Centre, thereby encouraging employees and users of the centre to use public transport. 3. Central government will be requested to ensure that funding is available to enable the development of a safe, effective, affordable transport system. N/A 4.4.10 1. Co-operation and information sharing between road safety groups will be actively encouraged.

This would need to be developed in cooperation with Manukau City Council as the site develops. Any new roads and intersections would be designed to current best practice thereby reducing the likelihood of road crashes. 4.3 4. To develop a transport network which is as safe as is practicable. 2. Priority areas will be identified for the targeting of road safety resources. This would need to be developed in cooperation with Manukau City Council as the site develops. Any new roads and intersections would be designed to current best practice thereby reducing the likelihood of road crashes. The existing Beachlands Road / Whitford-Maraetai roundabout has recently been constructed to increase safety at this intersection.

Table 21: RPS Objectives, Policies and Beachlands Business Centre Contributions The discussion in the table above indicates that the Beachlands Business Centre development is aligned with the RPS Objectives and Policies. 10.2 Regional Growth Strategy The Regional Growth Strategy (RGS) presents a full statement of desired regional outcomes to be achieved within the greater Auckland region. For transportation these regional outcomes include: „ Access and transport efficiency More transport choices and high levels of access for all sections of the community, a closer relationship between home and work, activities, shopping, open space etc, managing traffic congestion; and a better passenger transport system.

„ Sustainable use of resources More efficiency in the use of nature and physical resources, including urban land, rural land, infrastructure and energy resources. „ Urban amenity Higher quality urban amenity particularly business, residential, shopping and public space areas (more trees, better streetscape, better urban design etc). „ Safe, healthy communities Safer, healthier communities with high-quality readily accessible community facilities and services publicly and privately provided (e.g.: libraries, sporting facilities, schools, stadium, theatres, cafés, gyms etc).

52 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc The outcomes are categorised according to priority.

‘Access and transport efficiency’ and ‘Sustainable use of resources’ are categorised as critical outcomes whilst ‘Urban amenity’ and ‘Safe, healthy communities’ are classed as very important outcomes. The RGS also provides principles for evaluating regional growth alternatives. The table below lists the relevant principles relating to access and transport and provides commentary on the impact of the proposed Private Plan Change.

RGS Principle Beachlands Business Centre Recognises different types and functions of transport corridors and their relationship with adjoining land uses such as the location of freight forwarding/distribution near motorways and/or rapid transit interchanges; or the location of housing and community facilities near passenger transport. The Business Centre is located directly adjacent to substantial existing and proposed residential areas. The centre will be linked to the existing transport network within and external to Beachlands, including the primary and local road network, pedestrian, cycle and public transport routes Enables a range and quality of business locations to accommodate employment growth (e.g.

industrial areas near motorway/rapid transit interchanges; a variety of mixed use, sub-regional or town centres for offices and services outside the CBD).

The Business Centre will provide a new employment centre for Beachlands and the wider surrounding rural area, adjacent to existing and proposed residential areas. Enables a good local, cross-region, inter-region and international transport network, including passenger transport, for ease of movement for goods and services, business traffic and commuter traffic. The site is linked to the primary road network by Whitford- Maraetai Road, a District Arterial, as well as being linked to the wider Manukau District by the existing bus service which will be rerouted to travel through the Business Centre.

Reduces the need to travel by car by encouraging more employment/business/retail/community facilities close to residential areas and the opportunity to walk and cycle. This pattern needs to foster a critical mass in terms of population to support a range of small local enterprises. The Business Centre, which will provide a number of facilities which could include retail, businesses, personal and community services, is located directly adjacent to substantial existing and proposed residential areas, with links to the existing pedestrian and cycle friendly streets. All intensification areas to be served by an effective and efficient passenger transport system.

This is not an ‘intensification’ area, as defined in the RGS All intensification areas to be within walking distance of a commercial or employment centre. This is not an ‘intensification’ area, as defined in the RGS Table 22: RGS Principles and Beachlands Business Centre Contributions The discussion in the table above demonstrates that the Business Centre development is aligned with the RGS Principles. 10.3 Auckland Regional Land Transport Strategy A draft Auckland Regional Land Transport Strategy (RLTS) 2010 – 2040 has been produced by the Auckland Regional Council in November 2009. There was a consultation period for this draft RLTS from 2 November to 18 December 2009, with a view to publishing the final RLTS in April 2010.

The draft 2010 RLTS builds on the current RLTS, published in 2005, which had a ten year planning horizon. The current strategy calls for an increase in spending on public transport, completion of key elements of the strategic road network and a new emphasis on alternatives to car travel. In accordance with changes in legislation, the proposed new RLTS has a 30 year planning horizon, with an emphasis on supporting economic growth, in line with Government Policy. The more long-term strategy encompassed in the 2010 draft RLTS promotes a growing policy

53 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc emphasis seen in recent years of environmental sustainability, network resilience and managing the demand for travel.

Accordingly, the 2010 draft RLTS has the following six strategic priorities: „ Continuing to support public transport „ Integrating transport and land use to support a compact and contained urban form „ Changing travel behaviours „ Improving the operation of existing roads „ Building limited additional roads „ Reducing the impact of travel on the environment and communities. The current 2005 RLTS sets out seven strategic objectives for the transportation network within the Auckland region to achieve the higher-level directions and implications of the Land Transport Management Act and Regional Growth Strategy.

These same seven objectives are contained in the draft 2009 RLTS.

Each of the RLTS objectives develops more specific outcomes that focus on a strategic framework of activity rather than identifying specific works or projects. These outcomes are tabulated in Appendix A with an accompanying comment on the impact of the proposed Beachlands Business Centre development The proposed 2010 RLTS was open for consultation until December 2009 and will be published in April 2010. It contains the same strategic objectives as the 2005 RLTS, but has a longer term planning focus of 30 years.

10.4 Auckland Passenger Transport Plan 2006 – 2016 A review of ARTA’s Auckland Regional Passenger Transport Plan 2006-2016 has found no programmed works in the vicinity of the site; therefore the Quality Transit Network and the Rapid Transit Network will not be routed in the vicinity of the proposed Business Centre.

10.5 District Plan The District Plan provides a number of objectives related to transport which support the resource management issues of the transportation network within Manukau. These objectives are: „ to minimise or mitigate any adverse effects on the environment arising from the development, maintenance and use of the transportation system „ to maximise energy efficiency and accessibility within the transportation network and encourage the use of energy efficient modes of transport „ to co-ordinate land use and transportation planning and decision making so as to achieve a transport system that provides for the safe, efficient and convenient movement of people and goods.

The Business Centre will have minimal adverse effects on the environment arising from the development and use of the transportation system, through the provision of a well designed internal road network which will link efficiently and safely with existing adjoining intersections so it is considered that the Private Plan Change will avoid any significant external traffic effects.

54 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Forward planning will be essential to ensure a transportation system is provided which is safe, efficient and convenient.

The centre will be serviced by public transport, using the existing bus services adjacent to the Business Centre. It will also have a network of internal footpaths, as well as links to external facilities for pedestrians. Cyclists will be provided for with cycle paths on Whitford-Maraetai Road and cycle-friendly streets within the Business Centre area and Beachlands.

Manukau is a growth area for residential development; residential expansion in the Beachlands area will lead to an increased need for retail and other services within a closer proximity. The proposed Business Centre is located directly adjacent to the existing and proposed residential areas of Beachlands, which will reduce the need for travel further afield to access the services it will provide. Similarly the surrounding rural catchment would currently have to travel further into Manukau to access the services proposed to be provided by the Business Centre, whereas they will be able to access the closer Beachlands Village Business Centre proposed reducing the amount of travel required within the region.

10.6 Summary The proposed Private Plan Change can be seen to align with the transportation aspirations of the RPS, the RGS, the Auckland RLTS, the Auckland Passenger Transport Plan and the District Plan. This site is therefore well-placed in terms of regional and local transportation strategies and policies.

55 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc 11. Summary and Conclusions This report assesses the proposal by Progressive Enterprises Ltd to make a Private Plan Change request to enable the development of the Business Centre at Beachlands.

The Business Centre is located so as to have accessibility to a range of transport modes, including private vehicle, public transport, walking and cycling, for employees and customers. The assessment of traffic effects of the potential development undertaken shows that the adjacent road network will operate well with safe and efficient performance characteristics. It is concluded that overall, the effects of the enabled development in accordance with the Private Plan Change on the function of the adjacent road network will be no more than minor. If a higher level of development is undertaken at a later stage, the assessment showed that some mitigation at the Whitford-Maraetai Road / Beachlands Road roundabout may be necessary; this can be assessed at resource consent stage.

The existing transport provisions of the Manukau District Plan will ensure future development will provide sufficient road designs, parking spaces, servicing areas and provisions for travel by other modes to serve the expected demand. However, it is expected that this provision will include the use of shared parking and loading facilities and on-street parking to create an integrated transport environment suitable for such a development. The proposed provision for the development of the Business Centre can be achieved in a manner that is consistent with key regional and district transportation objectives and policies.

Therefore, it is found that there is no traffic engineering or transportation planning reason to preclude acceptance of this proposal, and the full extent of development enabled by the Private Plan Change request will have no more than minor effects on the safety and efficiency of the surrounding road network using the appropriate transport provisions described in the report. Traffic Design Group Ltd 30 April 2010

56 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc Appendix A Auckland Regional Land Transport Strategy Outcomes and Discussion

57 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc OBJECTIVE 1 – ASSISTING ECONOMIC DEVELOPMENT Outcomes Sought Comment Effective, efficient and integrated transport links to key business, recreation and education locations in the region to allow all people in the region to participate fully in the community and economy.

Provision of an integrated transport network including pedestrian, cycle and public transport infrastructure and services, as well as road connections to the local and primary road network.

Effective and efficient transport links between the key business areas of the region for the movements of goods and services without unnecessary delays. Provision of a road system and upgraded intersections, with links to the primary road network. Effective links to key import and export points, including effective road and rail links with the Port of Auckland, and both road and public transport links with Auckland International Airport. Links to the primary road network at Whitford-Maraetai Road, which in turn links to SH1.

A transport system that will help to promote business and tourism.

Provision of a comprehensive internal transportation network, greater business opportunities and enhancement of employment positions within Manukau City. Predictable travel times that enable effective travel planning. Some upgraded intersections and public transport infrastructure and services that will serve both the wider travelling public and users of the Business Centre. A transport system resilient enough to deal with foreseen and unforeseen events that could affect it. Multiple connections to the surrounding road network allowing for alternative emergency vehicle routes. OBJECTIVE 2 – ASSISTING SAFETY AND PERSONAL SECURITY Outcomes Sought Comment An established road safety culture, with transport rules obeyed, among all transport users.

Well-designed transport infrastructure. Significantly reduced crash deaths and injuries. Well-designed transport infrastructure, upgraded intersections consistent with recognised design standards. A safe and secure environment for vulnerable users of the transport system. Well-designed transport infrastructure, including specific off-road paths for pedestrians, as well as road crossing points. Public transport that is safe to use at all times, on the vehicle or in the surrounds of the stop or terminal. Well-designed transport infrastructure, flexibility of network which allows changes in routes in the future.

A land transport environment engineered to prevent injury. Well-designed transport infrastructure, consistency with safety standards.

A rail environment engineered to reduce the conflict between rail and other transport modes. N/A OBJECTIVE 3 – IMPROVING ACCESS AND MOBILITY Outcomes Sought Comment A high level of travel choice to all key destinations including employment areas, retail centres, tertiary institutions, major health facilities and other key community facilities. Provision of pedestrian routes, cycle friendly streets, public transport services, and a road network within the site. A high level of integration between all transport modes within the transport system.

Links between bus routes, footpaths and roads.

Aucklanders and visitors are able to access all significant destinations within the urban area by public transport. Provision of a public transport service through the Business Centre which links to Manukau.

58 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc OBJECTIVE 3 – IMPROVING ACCESS AND MOBILITY Outcomes Sought Comment Pedestrians and cyclists are able to access all local destinations easily and safety. Provision of a comprehensive pedestrian network within the site, cycle friendly streets and connections to adjoining/ nearby cycle and walking facilities. A transport system which provides people with disabilities the ability to participate more fully in society. Provision of well-designed transport infrastructure.

A transport system which provides affordable and reliable access and mobility.

Provision of pedestrian, and public transport routes, and a cycle-friendly road network within the site. OBJECTIVE 4 – PROTECTING AND PROMOTING PUBLIC HEALTH Outcomes Sought Comment Fewer and cleaner vehicle emissions Provision of public transport infrastructure and safe pedestrian and cycle routes that could reduce the reliance on car travel thus reduced emissions. The provision of a ‘local centre’ on-site will minimise the need to use a vehicle for ancillary trips. Transport choices which contribute to making healthier choices easier and which promote a more active population.

A comprehensive pedestrian network and cycle-friendly roads within the site.

Reduced effects on communities from noise and vibration which originate from the transport system. Ensuring that the most appropriate strategic routes are used for commuting by locating adjacent to the primary road network. The cumulative travel made by the region delivers the greatest amount of health benefit. Public transport infrastructure and a comprehensive pedestrian and cycle network thus encouraging travel by modes other than the car which should lead to improved health benefits.

OBJECTIVE 5 – ENSURING ENVIRONMENT SUSTAINABILITY Outcomes Sought Comment The protection of sites and areas of natural and cultural heritage value from the adverse effects of new transport infrastructure. N/A Reduced non-renewable energy use and consumption of non-renewable resources in construction, by the transport system. To be reviewed once the construction details are determined. Reduced carbon dioxide emissions from the transport system. Provision of public transport services and infrastructure, a comprehensive pedestrian network and cycle-friendly streets will encourage travel by modes other than the car, leading to reduced emissions.

Improved water quality from stormwater discharges originating from transport infrastructure. N/A Reduced community severance from the transport system. Provision of pedestrian routes, public transport services, and a cycle-friendly road network within the site. Reduced amenity impacts from the transport system. A comprehensive internal transportation network and provision of a ‘local centre’ which keeps trips to local amenities and services within the site thereby reducing the impact on external amenities.

59 Progressive Enterprises Ltd, Beachlands Village Business Centre Private Plan Change: Integrated Transportation Assessment Report 10560-1_ITA_Final.doc OBJECTIVE 6 – SUPPORTING AUCKLAND REGIONAL GROWTH Outcomes Sought Comment A transport system which supports and assists in instigating growth within the higher density growth centres and corridors that are identified in the Regional Growth Strategy and sector agreements (this has been incorporated into Change 6 – Regional Policy Statement Plan – refer to Chapter 2 Section 2.4).

Not applicable as the development is not currently identified in the Regional Growth Strategy. Walking and cycling opportunities which improve the cohesion of and movement within, higher density centres that are identified in the growth strategy and sector agreements.

Not applicable as the development is not currently identified as a higher density centre. It does however provide a comprehensive pedestrian and cycle-friendly network within the site. A rapid transport system which provides better linkages to and between those higher density centres that are identified in the growth strategy and region’s sector agreements. Not applicable as the development is not currently identified as a higher density centre. A transport system and land use policies which together manage urban growth pressures in areas where urban growth is not planned.

A land-use plan designed around the transport system and providing growth in one suitable area.

A high level of integration between land use and transport decision-making. A land-use plan designed around the accessibility to the immediate and surrounding catchments. OBJECTIVE 7 – ACHIEVING ECONOMIC EFFICIENCY Outcomes Sought Comment The cumulative transport investment decisions that the region makes will deliver the greatest cumulative amount of benefit. Maximising the use of existing resources and ensuring minimal impact to other transport users through appropriate mitigation measures if necessary. All agencies responsible for transport investments will co- ordinate and synergise their efforts and decision making to deliver maximum benefit to the region while avoiding unnecessary costs.

This is an agency-led initiative which developers should part be of. Progressive seeks to promote and facilitate as part of its liaison with the relevant transport agencies.

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