Silverdale Park and Ride Auckland Transport

Transcription

1 Silverdale Park and Ride Auckland Transport Application for Resource Consent and Assessment of Environmental Effects 18 July 2017

2 Contents 1 executive summary applicant, property details and planning summary site description background the proposal reasons for consent assessment of effects statutory assessment consultation notification conclusion Attachments Attachment A Attachment B Attachment C Attachment D Attachment E Attachment F Attachment G Certificates of title Plans Transportation Assessment Report, prepared by Commute Engineering Letter, prepared by Hutchinsons Consulting Engineers, dated 1 June 2017 Landscape and Visual Assessment, prepared by LA4 Consultation record, prepared by Auckland Transport Proposed conditions of consent Attachment H Stage 2 resource consent conditions (LAN 58473) 2 P a g e

3 1 EXECUTIVE SUMMARY This report is submitted in support of a land use consent application by Auckland Transport for the provision of an additional 127 parking spaces at the Silverdale park-and-ride facility at 1 Hibiscus Coast Highway, Silverdale. Resource consent (Decision No. [2015] NZEnvC 93) for a park-and-ride facility including a bus station, 484 associated on-site car parks, and associated earthworks, retaining and landscaping was approved through an Environment Court process on 19 May The current proposal seeks the addition of 37 spaces within the consented parking area, and 90 new parking spaces to be located to the west of the consented parking area, immediately to the south of the approved stormwater pond. No changes to the consented Stage 2 design for the bus station, platform or access arrangements are proposed as part of this application. However, Auckland Transport does propose to undertake alterations to the northbound lanes of Painton Road in order to provide enhanced queuing capacity during the evening peak travel period. This report has been prepared in accordance with the requirements of Section 88 and the fourth schedule of the Resource Management Act 1991 (RMA) and is intended to provide the information necessary for a full understanding of the proposal and any actual or potential effects the proposal may have on the environment. This report contains the following information: A description of the site and surrounding neighbourhood A description of the proposed activity An assessment of effects of the proposal on the environment; and An analysis of the provisions of the RMA and the relevant statutory plan documents 3 P a g e

4 2 APPLICANT, PROPERTY DETAILS AND PLANNING SUMMARY Property Details Site Address: 1 Hibiscus Coast Highway, Silverdale 0932 Legal Description: Total Area Zoning Precinct Overlays Controls Sec 1 SO (1 Hibiscus Coast Highway) SECT 2 SO hectares Auckland Unitary Plan Hibiscus Coast Highway: General Business zone NZTA-owned land: Strategic Transport Corridor zone N/A N/A Arterial Roads (Hibiscus Coast Highway) Stormwater Management Area Flow 1 Macroinvertebrate Community Index control Figure 1 Indicative location plan The site consists of the property at 1 Hibiscus Coast Highway and a portion of the adjoining land immediately to the west of that property, which was formerly under the control of New Zealand Transport Agency and was designated for State Highway purposes. The site is identified in Figure 1 above. 4 P a g e

5 3 SITE DESCRIPTION Neighbourhood and surrounding locality The land subject to this application sits at the northern end of a large block generally bounded to the north by Hibiscus Coast Highway, to the west by the Northern Motorway, and to the east by East Coat Bays Road. The land within this block is largely zoned General Business under the Auckland Unitary Plan, although there is a residential element fronting onto East Coast Bays Road. Silverdale town centre is located about 1km to the east, along Hibiscus Coast Highway. A small commercial centre occupies the north-eastern corner of the subject block, at the intersection of Hibiscus Coast Highway and East Coast Bays Road. Tennis and rugby facilities are located on the northern side of Hibiscus Coast Highway, accessed via the intersection with Painton Road. Within the subject block, a number of commercial operations occur on land to the south, accessed via Small Road, which is a dead-end street providing access within the block. Businesses include Snowplanet, Action Raceway and a caravan rental site. Closer to the application site, and on the adjacent land on the eastern side of Painton Road, resource consent has been granted to establish and operate a 24-hour service station with associated earthworks and signage and subdivision to create 8 lots. The remainder of land throughout the block is rural in nature at present, although as noted above, it has been zoned for either business or residential development under the Auckland Unitary Plan. The subject land With an area of some hectares, the site is located on the southern side of Hibiscus Coast Highway (HBC Highway), approximately 200m east of the Northern Motorway, and sits in the pocket of land bounded by Painton Road to the west, and Small Road to the south and east. The site incorporates adjoining land to the immediate west of the site that was previously designated by NZTA for State Highway purposes. That designation has subsequently been removed by NZTA, and the land is now owned by Auckland Transport. 5 P a g e

6 There is a steady slope down from the south-eastern corner to the north and west. A small gully runs south to north across the western part of the site. The Stage 1 Silverdale park-and-ride facility occupies the eastern part of the site, consisting of four interim bus stops on Painton Road and a car parking area associated with those bus services. Vehicle access to the site is via a single vehicle crossing on Painton Road, approximately 35 metres south of the intersection with Hibiscus Coast Highway. Painton Road is a new road linking Small Road with HBC Highway. Small Road is a no exit road providing access to Snow Planet and other commercial activities along the road. The road is currently used for parallel parking for the Busway, while a smaller car parking area is located to the east of the roundabout and is at full capacity on weekdays. Auckland Transport plan to development the site into a larger bus station and park-and-ride facility, details of which are summarised in Section 4 below. 4 BACKGROUND Hibiscus Coast Highway Busway Station - Stage 1 The Silverdale park-and-ride Stage 1 consent provided for the construction of 550 metres of Painton Road, a 104-space car park, a new signalised intersection with the HBC Highway, pavement widening on the HBC Highway, bulk earthworks and the diversion and discharge of stormwater. The Stage 1 works were completed in mid Regional consents for Silverdale Park and Ride - Stage 2 The following resource consents have been granted by Auckland Council in relation to the Silverdale parkand-ride Stage 2 development: to undertake approximately 3.1 hectares of earthworks to divert and discharge stormwater from approximately 1.7 hectares of impervious area encompassing the areas associated with both the Stage 1 and Stage 2 park and ride scenarios 6 P a g e

7 41040 to dam water within a proposed stormwater management wetland located upstream of an existing culvert embankment beneath HBC Highway Silverdale Park and Ride Stage 2 (Stage 2) Resource consent LAN for the Silverdale park-and-ride Stage 2 development was granted by Council on 3 May 2013, having been progressed on a non-notified basis. The Stage 2 consent provided for: the provision of a bus station platform to accommodate four buses the provision of passenger hub and services buildings, signage, lighting and surveillance cameras the provision of park and ride spaces for 380 additional vehicles (bringing the total across Stage 1 and Stage 2 to 484 vehicles) the provision for 10 kiss and ride parking spaces and facilities for bicycle and scooter users and pedestrian connections to HBC Highway earthworks, retaining, the removal of two trees and landscaping and wetland planting Access for vehicles using the expanded parking area is via new, separated ingress and egress points located on Small Road. Buses will access the Busway Station via a dedicated access and egress points from Painton Road (in the general location of the existing vehicle crossing) and exit directly onto HBC Highway. Stage 2 consents appealed The four Stage 2 resource consents were the subject of challenge by way of judicial review proceedings by Silverdale Golf Range Limited and Runwild Trust (filed in the High Court on 6 August 2013). To resolve those proceedings, parties agreed that the Council s decision not to notify, and to grant the land use consent (LAN ) would be set aside. The Council s decisions relating to the three resource consents required under the Regional Plans (consent Earthworks, Consent Stormwater, and Consent Damming of water) were not affected by the outcome of the proceedings and remain as granted on 3 May The Environment Court process resulted in a consent order that resolved matters between the parties, and included an amended suite of conditions that the Stage 2 consent is subject to. The Environment Court determination was signed on 19 May 2015, setting out the amended conditions at Annexure 2. For completeness, those conditions are included as Attachment H to this report. 7 P a g e

8 Construction of Stage 1B Prior to progressing construction of the full Stage 2 development, a further interim stage was implemented to supply the expected demand following the start of the frequent network bus service in October Stage 1B involved the construction of an additional 106 temporary car park spaces. The approved Stage 2 consent was relied upon for the construction and use of these spaces. The works were completed in October 2015 and included: the extension of the existing power connection to the site additional lighting and CCTV a temporary footpath was added between the temporary car parks and the bus stops on Painton Road a temporary detention pond was constructed to capture stormwater runoff from the temporary sealed area combined with grassed swales and culverts extending towards the pond. Reduction of size of the wetland pond One of the requirements of the conditions of the Environment Court consent order was that any variations to the engineering plans were to be submitted to Council for approval prior to those works being undertaken. During detailed design, it was determined that the approved wetland pond immediately west of the bus station could be reduced in size and still cater to anticipated stormwater flows. In accordance with condition (18) of the approved consent, Manager s approval has been obtained by Auckland Transport for a revised wetland pond design, which has seen the pond reduced in area. Stage 2 s127 variation of conditions Resource consent (LUC A) to vary conditions of the Stage 2 consent was approved by Auckland Council on 22 June Specifically, and following a value engineering exercise, Auckland Transport sought to amend some of the conditions of the approved Stage 2 consent to account for the following design changes to the Silverdale facility: design changes to the Busway Station building to meet the AT Metro operating standards 8 P a g e

9 ground level changes to the park and ride surface works, including an increase in gradient to the consented car parking area, and a decrease in the length and height of the retaining walls and changes to the proposed cut and fill plan changes to the landscape plan approved as part of the Stage 2 consent associated with the abovementioned changes 5 THE PROPOSAL Introduction Auckland Transport seeks consent to increase the capacity of the Silverdale park-and-ride in order to maximise transport benefits associated with this infrastructure. Specifically, 127 additional car parking spaces are proposed across the site, including an additional 37 spaces within the car parking area approved under the Stage 2 consent, and 90 car parks to be located on a new asphalt area within the southwestern corner of the site. Hutchinsons has prepared an overall layout plan which forms Attachment B to this report. No changes to the consented design of the bus station, platform, access arrangements, to the kiss-and-ride design on Painton Road or changes to the Hibiscus Coast Highway / Painton Road intersection are proposed as part of this application. Proposed layout Auckland Transport propose to provide an enhanced level of car parking within the area approved for car parking under the Stage 2 consent, with space for an additional 37 car parks having been identified. This space has essentially come about by reducing the width of car parks slightly. It is noted that all car parking spaces will meet the required dimensional requirements for this type of activity. As noted in Section 4 above, the stormwater pond that occupied a large portion of the western part of the site has been identified as being larger than necessary, and is being reduced in size via a separate Manager s Approval process with Auckland Council. That process sees the southern edge of the pond moved north, creating an area of redundant land between Small Road and the pond. The s127 variation application recently approved by Council included amended landscaping around this portion of the site, and it is now proposed that the area be utilised for additional car parking associated with the bus station. A total of 90 additional parking spaces can be accommodated within this space, and 9 P a g e

10 Auckland Transport seek to asphalt the area within the landscaping proposed along Small Road and around the stormwater pond via the s127 variation. Figure 2: Layout Plan Partial view of the Proposed Hibiscus Coast Park and Ride (Overall Plan) prepared by Hutchinson, dated March 2017 All parking spaces, access and manoeuvring areas are proposed to comply with the relevant Unitary Plan development standards (refer to Proposed Additional Parking Dimensions Plan, drawing PR-033, prepared by Hutchinsons Consulting Engineers and included at Attachment B to this report). Access Bus access to the facility is not proposed to be amended by this proposal. Car access via Small Road is however proposed to be amended slightly. The separate ingress and egress to Small Road is proposed to be brought together into a single vehicle crossing, aligned with the consented ingress. 10 P a g e

11 Earthworks and contaminated land Auckland Transport has consent for bulk earthworks across the site under LAN to establish the Stage 2 car parking and the stormwater pond. Earthworks were approved across the full extent of the site, and it is considered that the proposed extension to the car parking area can rely on that consent. With regard to contaminated land, the previous owners of the site confirmed that there is no history of activities that would indicate any contaminated material would be present on the property, and the earthworks consent was progressed on that basis. Auckland Transport proposes to rely on resource consent LAN for earthworks associated with the proposal. Landscaping No landscaping is specifically proposed as part of this application. Grassed areas will border the areas of new proposed parking in the southwestern corner of the site, with all landscaping along the Small Road frontage, and bordering the stormwater pond to remain as per that set out within the approved s127 variation consent. Stormwater As noted previously, during the detailed design phase of the project to establish the Silverdale park-andride, the footprint area of the wetland pond has decreased significantly while still achieving the required attenuation and containment of the 2, 10 and 100-year flows. Hutchinson Consulting Engineers has prepared a brief letter confirming that stormwater runoff arising from the increased impervious area from the additional parking area has been provided for within wetland pond design. Accordingly, no changes to the stormwater pond design or size are proposed. 11 P a g e

12 6 REASONS FOR CONSENT Auckland Unitary Plan Operative in Part 2016 ( the Unitary Plan ) AUCKLAND-WIDE PROVISIONS E10 Stormwater Management Area Flow 1 and Flow 2, 4.1 Activity table (A3) Development of new impervious areas greater than 50m 2 within Stormwater management area control Flow 1 is a restricted discretionary activity where the relevant standards are complied with E27 Transport, 4.1 Activity table (A11) Park-and-ride facility is a restricted discretionary activity Performance 2,200m 2 of additional impervious area is proposed to accommodate the 90 additional car parks and associated manoeuvring area. As such, resource consent for a restricted discretionary activity is required. Performance Restricted discretionary activity resource consent is required Development standards E General standards 1. Hydrology mitigation must be provided and must meet one of the following: (a) must be provided on the same site as the new impervious area; or Performance The establishment and ongoing operation of an onsite wetland pond has been approved by Council as part of separate consenting processes to manage the stormwater flows from across the site. (b) where the hydrology mitigation requirement is provided by an authorised off-site stormwater management device or system, all of the following must be met: (i) the system be designed, constructed and operated to receive and manage stormwater from the impervious area of the site; and The letter from Hutchinsons Consulting Engineers (refer Attachment D) confirms that the wetland pond is able to accommodate the additional stormwater flows derived from the additional impervious area proposed. (ii) a copy of authorisiation (such as a discharge consent or subdivision consent notice on title) must be provided to the Council, along with confirmation from the operator of the 12 P a g e

13 device or system that hydrology mitigation requirements will be achieved for the additional stormwater from the site 2. Any stormwater management device or system must be built in accordance with design specifications by a suitable qualified service provider and must be fully operational prior to use of the impervious surface. 3. As built plans for any stormwater management device or system must be provided to the Council within three months of practical completion of the works. 4. Any stormwater management device or system must be operated and maintained in accordance with best practice for the device or system. E Restricted discretionary activity standards 1. Stormwater runoff must be managed to achieve one of the following: (a) where the new or redevelopment impervious area comprises no more than 50 percent of the total site area, stormwater runoff from the new or redevelopment impervious area must be managed to achieve the hydrology mitigation requirements specified in Table E ; or (b) where the new and redevelopment impervious area comprises more than 50 percent of the total site area, stormwater from the total site area must be managed to achieve the hydrology mitigation requirements specified in Table E Performance At approximately 2,200m 2, the proposed impervious area accounts for less than half the area of the application site. The establishment and ongoing operation of an onsite wetland pond has been approved by Council as part of separate consenting processes to manage the stormwater flows from across the site. The letter from Hutchinsons Consulting Engineers (refer Attachment D) confirms that the on-site wetland pond is able to accommodate the additional stormwater flows derived from the additional impervious area proposed. 13 P a g e

14 Table E identifies the need for the following hydrology mitigation requirements Flow 1 areas: a. provide retention (volume reduction) of at least 5mm runoff depth for the impervious area for which hydrology mitigation is required; and b. provide detention (temporary storage) and a drain down period of 24 hours for the difference between the predevelopment and post-development runoff volumes from the 95 th percentile, 24 hour rainfall events minus the 5mm retention volume or any greater retention volume that is achieved, over the impervious area for which hydrology mitigation is required. 2. Except as provided in standard E (3) below, hydrology mitigation required must be provided on the same site as the new or redeveloped impervious area. 3. Where the hydrology mitigation requirement is provided by an authorised off-site stormwater management device or system, the following must be met: (a) the system must be designed, constructed and operated to receive and manage stormwater from the impervious area of the site; and (b) a copy of authorization (such as a discharge consent or subdivision consent notice on title) must be provided to Council, along with confirmation from the operator of the device or system that hydrology mitigation requirements will be 14 P a g e

15 achieved from the additional stormwater from the site. 4. Any stormwater management device or system must be built generally in accordance with design specifications by a suitably qualified service provider and is fully operational prior to use of the impervious area 5. As built plans for any stormwater management device or system must be provided to the Council within three months of practical completion of the works; and 6. Any stormwater management device or system must be operated and maintained in accordance with best practice for the device or system. Reasons for consent conclusion Overall, resource consent for a restricted discretionary activity is required. 7 ASSESSMENT OF EFFECTS The assessment of actual and potential environmental effects relating to this application is set out in the following subsections. Character and amenity effects Developments in the wider environment have resulted in physical changes to the character of the area with the locality best described as one in transition from a traditional rural setting to a more urban setting. This is distinct from the more rural setting to the west of State Highway 1. Within the last 5-10 years, the commercial centre of Silverdale has been expanded to include a Pak N Save supermarket and Bunnings Warehouse on the northern side of Hibiscus Coast Highway, and a small retail centre in behind the Kings Plant Barn on the southern side of the highway. 15 P a g e

16 To the south of the site, a range of commercial activities have been established along Small Road, including Snow Planet and Action Raceway, 4DogSake (dog day care centre), Outpost 43 (paintball and café), and RnRV (campervan rentals). The area to the south of Hibiscus Coast Highway and to the east of East Coast Bays Road is an established light industrial / industrial area. Further to the north of Hibiscus Coast Highway, a new residential subdivision is progressively being developed, adding additional residential population to the Silverdale area. In addition to the physical changes in the locality, further resource consents have been approved in the surrounding area, including resource consent to establish and operate a 24-hour service station with associated earthworks and signage and subdivision to create 8 lots on the site immediately across Painton Road from the application site. Aside from the land use and development of the surrounding area, a number of significant vehicle routes run through and serve the area. Specifically, State Highway 1 (Northern Motorway), Hibiscus Coast Highway, and East Coast Bays Road are all main arterial routes that carry high numbers of vehicles daily, and provide one of the more dominant elements to the character of the area. The above changes in the established character from rural to more urban is a reflection of a change in zoning over the past decade or so. In light of the recent business use / zoning of the site and adjacent land, and the dominance of the major vehicle movement routes that traverse the area, in my view there is a utilitarian, functional amenity prominent throughout the immediate area, rather than a high level of visual amenity that might be associated with the more rural setting that existed previously. The extent of landscaping proposed through the original consent was to mitigate effects of the bus facility within a rural setting. With the altered zoning / land use context around the site, the same standard of mitigation may not be necessary within the business setting that now exists. It is noted however that the same high-quality landscaping has been retained across the site. The proposal sits within the context of the approved park-and-ride facility, including the landscaping changes approved under the recent s127 variation (LUC A). I consider that the addition of 37 parking spaces to the consented parking area will have no noticeable effect on the character or visual amenity of the Silverdale park-and-ride facility when viewed from the adjacent land. The proposal includes a new asphalt parking area of approximately 2,200m 2 which is to accommodate 90 additional marked car parks and associated manoeuvring areas. Vehicles will circulate through this area in 16 P a g e

17 a clockwise direction, with separate ingress and egress points via the main accessway into the site from Small Road. The new asphalt area sits within the context of the landscaping plan included as part of the recent s127 application, which accounts for the reduced scale of the stormwater pond, and planting around the pond and along the Small Road boundary which is to include extensive plantings and indigenous tree, shrub and riparian species. The area in between, being the location of the proposed additional car parking area, is identified as a grassed space under the approved landscaping plan. The landscaping concept for the site ensures a balance between screening of views across the Silverdale park-and-ride facility with the safety of users, including the provisions of adequate sightlines into and across the site, and allowing for CCTV requirements within the facility. The proposed additional parking area is not considered to undermine this balance, as it accommodates an area previously identified as grassed. Additionally, Auckland Transport proposes landscaping within this area that replicates the planting regime from the main parking area approved under the s127. A condition of consent to this effect is proposed (refer Attachment G to this report). The landscaping provides amenity through the site, while ensuring that pedestrian accessways are visible from roads and offer sufficient over-looking to provide for safe and comfortable use by the public. It is noted that the need for certain pedestrian walkways through the site were a key matter raised through the original resource consent. All approved walkways are retained through this proposal, with only minor tweaks in alignment proposed. In terms of visual effects on the wider urban environment associated with the proposed changes, views from the wider area will be highly variable due to the surrounding landform, vegetation and built form characteristics of a particular vantage point. LA4 undertook a comprehensive assessment of the visual effects of the changes to conditions proposed through the s127 application. Parts of that assessment are considered to be of relevance for this application, including their assessment of the visual catchment. The methodology used is set out in their report (refer Attachment E), and focuses on the effects on adjacent properties, the surrounding road network, and the wider rural / urban area. The visual catchment and viewing audience has been defined by LA4 as follows: The visual catchment is the physical area that would be exposed to the visual changes associated with the alterations. In relation to the proposal, the visibility is determined by the topography and vegetation within the surrounding area and the scale of development. 17 P a g e

18 The site lies in a discrete area at the end and at the bottom of a broad valley. The valley is generally steeply inclined towards the northwest with local spurs and knolls that obstruct most views of the site. Vegetation and shelterbelts throughout the valley also restrict views towards the site. The viewing audience that will be exposed to views towards the development will therefore comprise: Recreational users of the Silverdale War Memorial Park; Motorists travelling in both directions along Hibiscus Coast Highway; Motorists travelling in a north easterly direction on the Silverdale interchange; Motorists travelling along Painton Road and Small Road in the vicinity of the site; Future users of the currently vacant sites to the east and south of the site; and Property owners on the more elevated land accessed off East Coast Road to the southeast of the site. With regard to the adjacent properties, LA4 identified the consented service station on the land immediately to the east of the application site, and that the business zoning of the land will see future development screen views from further afield to the south and east into the site. I consider the above to be relevant in the context of the current application for an additional 127 parking spaces, including a new asphalt parking area catering for 90 marked car parks. While the landscaping within and around the application site will ensure an appropriate level of visual amenity exists on the site while balancing the need for user safety, views from further afield will be screened in due course by the development of business zoned land, or are fleeting glimpses from the adjacent roading network. Overall, I consider that any adverse character and amenity effects arising from the proposal are less than minor in nature, subject to the implementation of the landscaping plan approved under resource consent LUC A and the proposed conditions at Attachment G to this report. Traffic effects Potential traffic effects arising from the proposed addition of 127 car parking spaces within the Silverdale park-and-ride facility relate to trip generation within the immediate locality, and the wider transport network. Commute Transportation Consultants (Commute) has prepared a Transport Assessment Report (the Commute Report) in support of this application, and full copy of which is included as Attachment C to this report. 18 P a g e

19 The Commute report sets out the existing traffic environment around the site. The following points are noted in summary: Hibiscus Coast Highway is classified as an arterial road in the Unitary Plan, and provides an alternative road between Silverdale and Waiwera to State Highway 1. The posted speed limit in the area is 80km/h. Painton Road and Small Road are not classified as arterial roads under the Unitary Plan, and collectively provide a dead-end access into the block to the south of the application site. Both roads comprise a single lane in each direction. Extended bus stops are provided on both sides of Painton Road forming the current bus interchange, while (well-used) unrestricted parking is available on both sides of Small Road. The Hibiscus Coast Highway / Painton Road signalised intersection provides a fourth leg to provide access to the Silverdale War Memorial Park sports facility. Traffic data from Auckland Transport indicates that in February 2016, Hibiscus Coast Highway (between Wainui Road and Whangaparoa Road) carries in the order of 20,500 vehicles per day. The New Network for the Hibiscus Coast, including the extension of the Northern Express to Hibiscus Coast Station was launched in October The Hibiscus Coast Bus Station and either Orewa or Gulf Harbour, via several routes. Analysis of the traffic safety record within the adjacent road network has revealed that there is no pattern of crashes that is likely to be exacerbated as a result of the proposal As part of their brief, Commute undertook a turning count survey on 13 October 2016 at the Hibiscus Coast Highway / Painton Road intersection. Based upon the outcome of that survey, and the anticipated increase in traffic generation resulting from the implementation of the Stage 2 consent and the proposed Stage 3 consent (this application), Commute has estimated the following changes to traffic flows to and past the site: AM peak hour: 73 additional movements left in and 51 additional movements right in with a reduction of 73 movements westbound on Hibiscus State Highway; and PM peak hour: 15 additional movements left out, 64 additional movements right out with a reduction of 64 movements eastbound on Hibiscus Coast Highway The corresponding reduction of movements along Hibiscus Coast Highway referenced above is based on the assumption that if a vehicle turns into / out of the site to use the park-and-ride, that it will no longer be utilising Hibiscus Coast Highway west of the Painton Road intersection. 19 P a g e

20 As noted above, potential effects on the transport network relate to the local network around the site, and the wider transport network. In terms of the effects of the proposal on the wider transport network, Commute have stated: the very nature of the Park n Ride facility will mean that outside the intersection of the site and Hibiscus Coast Highway, the proposal will essentially reduce traffic to the wider network. In the morning commute it is anticipated that a number of westbound traffic currently on Hibiscus Coast Highway will enter the site (via the left turn entry) park in the site and then catch a bus into Auckland CBD. Given that 230 additional carparks are proposed for the Park n Ride from the existing situation (including surrounding area), it is likely that in the 2-3-hour commute peak a total of 230 movements into the CBD will be removed for the network (west of the site). As such the overall effect to the wider network (especially SH1) as a result of the proposal will be positive. Significant comment and assessment of the local network effects of the proposal is included within the Commute Report, and these matters are discussed below. On the basis of the above traffic count survey, Commute has developed an existing and future model of the intersection using the computer programme SIDRA, with the following scenarios modelled: Existing weekday morning (AM) traffic volumes Development AM traffic volumes (existing volumes plus additional volumes) Existing weekend evening (PM) traffic volumes Development PM traffic volumes (existing volumes plus additional volumes) Figure 3 below provides a brief summary of the existing car parking on site, the level of parking consented by yet to be constructed, and the parking proposed. It is necessary to have a clear understanding of this existing situation when considering the results of the traffic modelling undertaken for the site. 20 P a g e

21 Figure 3: Existing, consented and proposed car parking Car parking serving the Silverdale park-and-ride Stage 1 Stage 2 Stage 3 (current Adjacent onstreet parking application) Totals Parking consented n/a 484 Consented parking (including n/a (no consent constructed unmarked car required) parks) 292 Consented parking to be constructed n/a 231 n/a 231 Proposed 127 n/a n/a parking (this application) 127 Total car parking Further to the above, Table 1 of the Commute report sets out the results of a parking survey, which identified that through the use of the grass berm on Small Road, a nearby gravel area, and the Sports Club car park on the opposite side of Hibiscus Coast Highway, actual existing demand is approximately 450 car parks. Accordingly, and for the purpose of considering any adverse effects to arise from the proposed 127 car parks, it is necessary to acknowledge that the results of the traffic modelling undertaken include the 230 car parks additional to the existing environment, 103 of which are already consented. Accordingly, it is likely that only a portion of the additional delays and queue lengths identified in the modelling result directly from the proposal. The results of the modelling are set out in Tables 2 and 3 in the Commute Report, and replicated below (Figures 4 and 5 respectively) for ease of reference. The analysis breaks down the performance of each leg of the intersection, and each movement (left, right and through) within the AM and PM peak periods. Degree of saturation (being volume / capacity), average delay, level of service (Highway Capacity Manual), and queue length are detailed, with the existing figure stated first, and the modelled figure in brackets next to it. The difference attributed to the additional volumes modelled is the difference between the existing and modelled figures in each case. 21 P a g e

22 Figure 4: Morning peak SIDRA results Morning peak SIDRA results Leg Turning movement Degree of saturation (v/c) Average delay (sec) Level of service 95 th Percentile Back of Queue (m) East: Hibiscus Left (0.142) 5 (6) A (A) 7 (15) Coast Highway Through (0.685) 20 (19) B (B) 274 (263) Right (0.104) 71 (71) E (E) 9 (9) West: Hibiscus Left (0.029) 17 (17) B (B) 6 (6) Coast Highway Through (0.441) 16 (16) B (B) 140 (140) Right 0.539(0.834) 75 (83) E (F) 51 (86) South: Painton Left (0.052) 13 (15) B (B) 8 (7) Road Through (0.110) 64 (64) E (E) 11 (11) Right (0.110) 69 (69) E (E) 11 (11) North: Sports Left (0.029) 81 (81) F (F) 1 (1) facility Through (0.130) 78 (78) E (E) 5 (5) Right (0.130) 82 (82) F (F) 5 (5) Overall (0.834) 21.0 (21.8) C (C) 274 (262) Figure 5: Evening peak SIDRA results Evening peak SIDRA results Leg Turning movement Degree of saturation (v/c) Average delay (sec) Level of service 95 th Percentile Back of Queue (m) East: Hibiscus Left (0.024) 5 (5) A (A) 1 (1) Coast Highway Through (0.506) 13 (13) B (B) 169 (169) Right (0.039) 18(17) B (B) 2 (1) West: Hibiscus Left (0.011) 14 (14) B (B) 3 (3) Coast Highway Through (0.655) 16 (16) B (B) 282 (262) Right (0.373) 85 (85) F (F) 24 (24) South: Painton Left (0.050) 8 (8) A (A) 3 (5) Road Through (0.700) 73 (77) E (E) 33 (54) Right (0.700) 78 (81) E (F) 33 (54) North: Sports Left (0.187) 89 (89) F (F) 7 (7) facility Through (0.107) 84 (84) F (F) 4 (4) Right (0.107) 88 (88) F (F) 4 (4) Overall (0.700) 18.5 (19.7) B (B) 282 (262) Commute have provided the following comment on the above results: 22 P a g e

23 The results show that in both the morning and afternoon peak period the effect of the increase in Park n Ride facility is overall minimal (and in some legs positive) on the performance of the Hibiscus Coast Highway / Painton Road signalised intersection. The reason for this is in both peak periods the proposal reduces traffic from the movement which is critical in both periods (in the AM the westbound through movement and in the PM the eastbound through movement on Hibiscus Coast Highway). It is noted that the only approach that experienced any noticeable change in performance is the Painton Road approach in the afternoon peak. Even with this change, this approach still meets acceptable performance indicators and will experience minimal increases in delay (3-4 seconds). On the basis of the above, it is only the AM right turn from Hibiscus Coast Highway (West) onto Painton Road, and the PM through movement from Painton Road to the sports facility and the right turn from Painton Road onto Hibiscus Coast Highway (East) that will experience any noticeable delays over and above the existing situation, while delays for all other movements remain the same and in some cases marginally improve. I note that the three additional delays described above are accompanied by associated additional queuing as detailed in the SIDRA modelling results, being 35m, 21m and 21m respectively. Commute advise that the TFUG North Amisun model has subsequently been used to assess the impact of the additional vehicle movements to the application site on the wider transport network, noting that it also provides a greater level of detail than the SIDRA model and includes more detailed operation of the Hibiscus Coast Highway / Painton Road intersection and provides a wider network assessment. Having considered the results of the SIDRA modelling, Commute note that only the evening peak has been assessed under the Amisun model as the morning peak is not considered critical in assessing the effects of the park-and-ride as the majority of morning movements are left into the site. The results of the Amisun modelling are included as Appendix A to the Commute Report. Commute has noted that the Amisun modelling generally supports the findings of the SIDRA modelling with regard to the effects on through traffic along Hibiscus Coast Highway being negligible, or positive in some instances. However, the Amisun modelling shows a greater effect generally due to the addition of a 5-second bus preemption phase on the Painton Road leg of the intersection, which is to occur as a result of the consented park-and-ride facility. Commute has recognised that as traffic increases along the Painton Road leg in the evening peak as a result of the future development of nearby land, queuing space will likely be critical in the efficient operation of the intersection. Accordingly, they have recommended that the queuing space for the two general lanes be 23 P a g e

24 maximised through detailed design, and have prepared a suggested improvement at Figure 9 of their report. Auckland Transport agrees, and proposes to undertake changes to the alignment of Painton Road lanes in general accordance the Commute recommendation to achieve greater queuing capacity in the north-bound lanes. Auckland Transport propose a condition of consent to enforce the implementation of this change (See Attachment G). In interpreting the Amisun modelling, Commute has noted the following: The modelling shows the difference between the existing situation and the total including expansion (ie does not review what is already consented); It is considered the majority of changes experienced in the future modelling are already consented. In particular, the bus pre-emption phase in Figure 4 of the Beca report removes 5 seconds of green time from the intersection which would already be part of the consented development (ie the bus pre-emption is part of the bus station rather than the increase in parking numbers); The modelling (and indeed the SIDRA analysis) assumes the additional carparks create additional park n ride demand. In practice however, (and as witnessed at the movement at a number of facilities including Silverdale Park n ride), the demand and thus traffic generation can be created regardless of the number of carparks in the park n ride. As such, if the additional carparks are not created the actual demand and traffic generation may actually be the same, with cars parking on the surrounding streets rather than in the park n ride itself; and The model does not cover the wider network improvements particularly on SH1 as a result of removing traffic travelling on SH1 to the south, but rather concentrates on the area discussed with interested stakeholders. In light of the comments made by Commute, including the findings of the SIDRA and Amisun modelling, it appears that the only noticeable effects relate to certain turning movements to and from Painton Road within the AM and PM peak periods respectively. The modelling of traffic movements along Painton Road is based on existing traffic movements into a deadend serving a relatively small number of properties and businesses down Painton Road and Small Road. The area serviced by this access is likely to change significantly in the future, with the land being zoned General Business and Mixed Housing Urban, whilst also forming part of the Silverdale 3 Precinct and under Auckland Unitary Plan. The Silverdale 3 Precinct includes a number of triggers whereby a certain proportion of the land within the precinct cannot be developed until such time as new roads to and through the site have been created. 24 P a g e

25 Importantly, these include the provision of new access points into the block via East Coast Bays Road. I also note that there is no requirement relating to the performance of the Hibiscus Coast Highway / Painton Road intersection, although Commute has identified that the performance of that intersection could affect the usability of the land. As a result, and as noted above, Commute has recommended that additional queuing space along Painton Road be provided in the future. To quote: as traffic increases on this leg (due to Silverdale 3 Precinct) and the bus pre-emption, this queuing space will likely be critical in the operation of the intersection. Overall it is recommended that the queuing space for the two general lanes should be maximised through detailed design. The suggested improvement is shown in Figure 9 below This improvement will offer significant increase in capacity for future development as well as the Park n Ride facility. On the basis of the preceding discussion, I consider that while the traffic effects associated with the proposal may be noticeable to those parties that rely on the Painton Road intersection for access, with queue length the element of change most likely to be noticed. Commute has recommended that Auckland Transport increase queuing capacity on Painton Road through changes to the alignment of the northbound lanes on Painton Road. Auckland Transport accepts the longterm need for these changes, and propose a condition of consent to implement the mitigation (See Attachment G). Additionally, there are negligible effects on the function of the intersection generally, with slight improvements in performance anticipated for some local movements. Further, the modelling results identify a clear net benefit to the wider transport network associated with an enhanced park-and-ride facility that by its nature removes vehicles from the network between Silverdale and the Auckland city centre during peak travel times. Overall, I consider that any adverse traffic effects associated with the proposed 127 additional car parks to be included as Stage 3 of the Silverdale park-and-ride are less than minor. Earthworks and contaminated land effects As noted above, Auckland Transport has consent for bulk earthworks across the site under LAN to establish the Stage 2 car parking and the stormwater pond. Earthworks were approved across the full extent of the site, and it is considered that the proposed extension to the car parking area can rely on that consent. 25 P a g e

26 With regard to contaminated land, the previous owners of the site confirmed that there is no history of activities that would indicate any contaminated material would be present on the property, and the earthworks consent was progressed on that basis. Auckland Transport propose to rely on resource consent LAN for earthworks associated with the proposal, and will comply with all requirements of the conditions associated with that consent. Stormwater effects Engineering design for the Silverdale park-and-ride has been undertaken by Hutchinson Consulting Engineers (Hutchinson), including the detailed design of the parking area, civil infrastructure and the proposed wetland management pond. Hutchinson has prepared a letter dated 1 June 2017 (refer Attachment D to this report) that sets out that the wetland management pond has been designed to cater for the runoff of the additional car parking area. To quote: During the design phase, the footprint area of the wetland pond was decreased substantially from the previous 2011 design while still achieving the required attenuation and containment of the 2 year, 10 year and 100 year flows. As a result of the decreased footprint area of the modified wetland pond, additional space was created to allow for the inclusion of an additional parking area. A further 90 car parking spaces within the south western corner of the site has been designed for. The increased impervious area from the additional parking area has adequately been allowed for within our wetland pond design. The stormwater generated from the additional car parking area will not in any way affect the conditions of the downsteam receiving environment and will be appropriately managed and contained with the proposed wetland management pond. On the basis of the above, any stormwater effects, including contaminated runoff from the parking area, are mitigated by the consented wetland management pond designed specifically for that purpose. Overall, adverse stormwater effects are considered to be less than minor. Cumulative effects While this proposal will have some visual impact on the locality, for the purpose of assessing the cumulative effects of the proposal in combination with the previously approved development and from other uses of surrounding land, this assessment focuses on traffic effects. 26 P a g e

27 As noted under traffic effects above, the proposal to enhance the car parking numbers within the Silverdale park-and-ride, by its very nature, will result in a reduction in traffic to the wider network. With regard to more localised effects, the cumulative effect of the proposal on the Painton Road leg of the signalised intersection is considered to be less than minor, with the realignment of the northbound lanes to accommodate additional queuing during the evening peak proposed, and the associated waiting times anticipated to increase by a proportion of the 3-4 seconds identified in the traffic modelling. The increased queue length will occur over time as a result of the development of the adjacent and nearby business and residential land, which has recently been rezoned through the development of the Unitary Plan. It is considered that the level of traffic associated with the use of the site and adjacent land is anticipated by the Unitary Plan, which acknowledges through the Silverdale 3 Precinct that development of the precinct will necessitate additional roading infrastructure prior to progressing past a certain point. In light of the above, it is considered that subject to the realignment of Painton Road northbound lanes to provide greater queuing capacity, any cumulative effects arising from the proposal will be less than minor. Positive effects As noted under traffic effects above, the proposal to enhance the car parking numbers within the Silverdale park-and-ride, by its very nature, will result in a reduction in traffic to the wider network. As noted by Commute: Given that 230 additional carparks are proposed for the Park n Ride from the existing situation (including surrounding area), it is likely that in the 2-3-hour commute peak a total of 230 movements into the CBD will be removed for the network (west of the site). As such the overall effect to the wider network (especially SH1) as a result of the proposal will be positive. The removal of cars from part of the network can be viewed as a positive effect both in terms of movement through the network, as well as associated environmental benefits. Further, the additional car parking will help alleviate overflow car parking on the surrounding streets, and will also support the existing and ongoing investment in public transport infrastructure by making it more accessible. 27 P a g e

28 Summary of effects Overall, I consider that subject to conditions, any adverse effects arising from the proposed addition of 127 parking spaces to the Silverdale park-and-ride facility can be avoided, remedied or mitigated to a point where they are less than minor. 8 STATUTORY ASSESSMENT The following section analyses the relevant statutory provisions of the Resource Management Act 1991 ( RMA ) that apply to the application and locality. Under Section 104(1) of the RMA, when considering an application for resource consent and any submissions received, the consent authority must, subject to Part 2, have regard to: (i) (ii) (iii) (iv) (v) (vi) Any actual or potential effects on the environment of allowing the activity; The relevant provisions of a national policy statement A New Zealand Coastal Policy Statement; A regional policy statement; A plan or proposed plan; and Any other matter that the consent authority considers relevant and reasonably necessary to consider the application. Overall, the proposal is to be assessed as a restricted activity. Section 104C states that a consent authority may grant or refuse an application for a restricted discretionary activity. If granted, the consent authority may impose conditions under section 108 only over those matters they have retained discretion over. The following assessment addressed the relevant provisions. It is noted that Section 7 of this report concludes that there are positive actual and potential effects of the proposal and that any adverse effects will be less than minor overall subject to the imposition of conditions. Part 2 of the Resource Management Act The purpose of the RMA is to promote the sustainable management of natural and physical resources. As stated in section 5 of the Act, this means: 28 P a g e

29 5(2) In this Act, sustainable management means managing the use, development and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural wellbeing and for their health and safety while (a) (b) (c) Sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations; and Safeguarding the life-supporting capacity of air, water, soil, and ecosystems; and Avoiding, remedying, or mitigating any adverse effects of activities on the environment. Sections 6, 7 and 8 of the RMA outline the matters which are integral to achieving the purpose of the Act and must be accorded specified levels of consideration by those exercising powers under the Act. These matters include the efficient use of resources and the maintenance and enhancement of amenity values. I have concluded in section 7 above that any adverse effects of the proposal can avoided, remedied or mitigated by the imposition of conditions, and consider that in broad terms, the proposed addition to the capacity of the consented Silverdale park-and-ride facility promotes the sustainable management of resources. The provision of convenient access to public transport at this location will contribute to the efficient use of the natural and physical resources available within this area, in a manner that better provides for the social and economic wellbeing of the community. The proposal will also provide a positive contribution to the health and safety of the community in terms of the broader influence it has on reducing congestion on the Northern Motorway. Overall, in my view the proposal is consistent with the sustainable management purpose of the RMA. Operative Auckland Regional Policy Statement The Regional Policy Statement consists of those elements set out in Chapter B of the Unitary Plan that are operative, and a few remaining sections within the operative Auckland Regional Policy Statement that retain operative status due to appeals on the Unitary Plan. Those regional objectives and policies that directly relate to transport are of relevance to this proposal and are set out at Chapter B3 Infrastructure, Transport and Energy. The objective B3.3.1 is set out below: (1) Effective, efficient and safe transport that: (a) supports the movement of people, goods and services (b) integrated with and supports a quality compact urban form 29 P a g e

30 (c) enables growth (d) avoids, remedies or mitigates adverse effects on the quality of the environment and amenity values and the health and safety of people and communities; and (e) facilitates transport choices, recognises different trip characteristics and enables accessibility and mobility for all sectors of the community. In my view, the proposal is consistent with the above objective. The proposal to increase the parking capacity at the Silverdale park-and-ride actively supports the movement of people and facilitates transport choice while supporting growth in areas outside the city centre identified for a range of commercial and residential development. As concluded in Section 7 above, adverse effects are avoided, remedied or mitigated by the proposal. The associated policies are set out at B3.3.2, and are grouped under managing transport infrastructure, integration of subdivision, use and development with transport, and managing effects related to transport infrastructure. Those policies relating to managing transport infrastructure seek to enable the development, operation, maintenance and upgrade of all modes of an integrated transport system; enable the movement of people, goods and services; identify and protect existing and future area and routes for development Auckland s transport infrastructure; and ensure that transport infrastructure is designed, located and managed to integrate with adjacent land uses, taking into account their current and planned use, intensity, scale, character and amenity, while also providing effective pedestrian and cycle connections. A number of the above matters are a direct expansion of the themes set out under the objective and so no further comment is provided on those. I consider further discussion of the requirement for transport infrastructure to integrate with adjacent land uses is needed however. As noted earlier in this report, the area located south of Hibiscus Coast Highway and between State Highway 1 and East Coast Bays Road is in the early phase of transition from rural to urban land uses. In this regard, there is an element of the park-and-ride preceding the development of that land, which is zoned for general business or medium intensity suburban development, with only a small number of existing commercial operations located down Small Road. The location of the consented park-and-ride forms a transport node around which development can locate, with associated benefits for owners and occupiers of nearby land in that they can utilise and rely on the facility as a transport option when making decisions about how to develop the land. It has been acknowledged that the capacity of the Hibiscus Coast Highway / Painton Road intersection is limited, and that it is at present the only means of accessing a number of the land to the south. Section 6.4 of the 30 P a g e

31 Commute Report addresses the future operation of the intersection, with the following points noted in summary: the Silverdale 3 Precinct includes a number of restrictions on the level of development that can be undertaken until new roading infrastructure is provided to and through the precinct, including the requirement for new connections to East Coast Bays Road the abovementioned restrictions do not relate to the performance of the existing intersection, although Commute acknowledge that the performance of that intersection may affect the usability of the land the consented Stage 2 layout slightly reduces the queuing space for general vehicles on the Painton Road approach to the traffic lights, although this has been found to cause minimal effects as traffic increases on this leg (due to development within the Silverdale 3 Precinct) and the bus pre-emption, this queuing space will likely be critical in the operation of the intersection. Commute recommend that the queuing space for the two general lanes be maximised, with the improvement offering a significant increase in the capacity for future developments as well as the park-and-ride facility. The policy under integration of subdivision, use and development with transport seeks improved integration of land use and transport through planning and staging of transport infrastructure; encourages land use and development patterns that reduce private vehicle trips, particularly during peak travel periods; and enables the supply of parking and associated activities to reflect the demand while taking into account any adverse effects on the transport system. The Silverdale park-and-ride has been progressed by Auckland Transport in a planned, staged manner, to support the growth occurring throughout the area and anticipated to continue. As noted in the Commute Report, the proposed additional car parking at the facility will result in positive effects on the broader transport network, with a reduction in the number of private vehicle trips into the city centre during peak travel periods. The two policies under managing effects related to transport infrastructure address that activities sensitive to adverse effects from the operation of transport infrastructure to be located or design to avoid, remedy or mitigate those potential adverse effects, and that the adverse effects associated with the construction or operation of transport infrastructure on the environment and on community health and safety are avoided, remedied or mitigated. 31 P a g e

32 For the above reasons, I consider that the proposal is consistent with the regional policy statement as it relates to transport. Auckland Unitary Plan Operative in Part 2016 The subject site has been identified General Business zone under the Unitary Plan. Resource consent is sought under a number of Auckland-wide provisions, overlays and controls. The relevant objectives and policies are identified in the table below. Objectives and Policies E10 Stormwater management area Flow 1 and 2 Comment Objective (1) High value rivers, streams and aquatic biodiversity in identified urbanized catchments are protected from further adverse effects of stormwater runoff associated with urban development and where possible enhanced Policies (1) Manage stormwater runoff from impervious areas in Stormwater management area Flow 1 and Flow 2 areas to minimize the adverse effects of stormwater runoff on rivers and streams to retain, and where possible enhance, stream naturalness, biodiversity, bank stability and other values. It is proposed that the proposed car parking area rely on the approved stormwater pond to be located on site as part of previous resource consents. Hutchinsons has confirmed that there is sufficient capacity within the pond to account for the additional runoff associated with the proposed impervious surface. (2) Require stormwater hydrology mitigation in Stormwater management area control Flow 1 and Flow 2 areas where there are: a. new impervious areas b. redeveloped impervious areas; or c. entire sites where the area of development or redevelopment comprises more than per cent of the site area. (3) Recognise that there may be limitations to the hydrology mitigation that can practicably be 32 P a g e

33 achieved in some circumstances, particularly in associated with redevelopment, including: a. space limitations b. requirements to provide for other utility services; and c. the function of roads as overland flow paths conveying stormwater runoff from surrounding land uses which the road controlling authority has limited ability to control. E27 Transport Comment Objectives (1) Land use and all modes of transport are integrated in a manner that enables: (a) the benefits of an integrated transport network to be realised; and (b) the adverse effects of traffic generation on the transport network to be managed. (2) An integrated transport network including public transport, walking, cycling, private vehicles and freight, is provided for. (3) Parking and loading supports urban growth and the quality compact urban form. (4) The provision of safe and efficient parking, loading and access is commensurate with the character, scale and intensity of the zone. (5) Pedestrian safety and amenity along public footpaths is prioritised. (6) Road/rail crossings operate safely with neighbouring land use and development. Policies Numerous transport policies exist in support of the above objectives. All policies have been reviewed, and the following are noted as being or particular relevance to this proposal: The proposal seeks to enhance the capacity of the Silverdale park-and-ride through the addition of 127 marked parking spaces, including 37 within the consented parking area, and a new parking area immediately to the south of the wetland pond that will accommodate of further 90 parking spaces. Commute have concluded that the proposal will have a positive effect on the wider transport network, with a net reduction in the number of vehicles traveling to and from the city centre during peak travel periods. Adverse effects on the local transport network arising from the proposal are confined to movements to and from Painton Road during the morning and evening peak periods respectively, and are considered to be less than minor overall. As noted previously, Commute has recommended that the two general northbound lanes on Painton Road be realigned to provide maximum queuing length as a means of ensuring queuing capacity as the Silverdale 3 Precinct is developed. Auckland Transport has accepted the Commute recommendation, and propose to undertake those realignment works. 33 P a g e

34 Parking (3) Manage the number, location and type of parking and loading spaces, including bicycle parking and associated end-of-trip facilities to support all of the following: (a) the safe, efficient and effective operation of the transport network; (b) the use of more sustainable transport options including public transport, cycling and walking; (c) the functional and operational requirements of activities; (d) the efficient use of land; (e) the recognition of different activities having different trip characteristics; and (f) the efficient use of on-street parking. (13) Provide for park-and-ride and public transport facilities which are located and designed to support the public transport network by: (a) locating in proximity to public transport stations, stops and terminals (b) growing public transport patronage to assist in relieving congested corridors by encouraging commuters to shift to public transport (c) making public transport easier and more convenient to use, thereby attracting new users (d) improving the operational efficiency of the public transport network (e) extending the catchment for public transport into areas of demand where it is not costeffective to provide traditional services or feeders (f) reinforcing existing and future investments on the public transport network; and The proposal directly supports the intention behind the listed transport policies. The following points are noted in particular: the proposed parking contributes to the safe, efficient and effective operation of the transport network the proposed parking as part of the Silverdale park-and-ride contributes to the use of more sustainable transport options. In time as the Silverdale 3 Precinct is developed, it is likely that walking and cycling connections to the facility will develop the proposal directly relates to the provision of a park-and-ride facility, and Commute has confirmed that the proposed additional parking will result in fewer private vehicle trips, particularly to and from the city centre during peak travel periods landscaping within the parking area, along the Small Road frontage, and around the wetland pond ensures an attractive interface with the adjacent roading network, while also ensuring the safety of users through sufficient surveillance across the site pedestrian connections through and around the site approved under the Stage 2 consent are maintained, with very minor amendments to alignment in some cases the facility will be managed and operated so as to avoid adverse effects on the safe and efficient operation of the transport network, including queuing within the adjacent streets and access points. As noted above, there are some additional delays to certain movements to and from Painton Road during the peak travel periods, however, 34 P a g e

35 (g) provide free, secure and covered parking for bicycles Design of parking and loading (19) Require park-and-ride, non-accessory parking and off-site parking facilities and their access points to: (a) be compatible with the planning and design outcomes identified in this plan for the relevant zone; (b) take into account the implementation of any relevant future transport projects or changes to the transport network identified in any statutory document (including the Long Term Plan or Regional Land Transport Plan) where implementation is likely; (c) be accessible, safe and secure for users with safe and attractive pedestrian connections within the facility and to adjacent public footpaths; (d) provide an attractive interface between any buildings, structures or at-grade parking areas and adjacent streets and public open spaces. Depending on location and scale, this may include: (i) maintaining an active frontage through sleeving and/or an interesting appearance through use of architectural treatments so that the facility contributes positively to the pedestrian amenity and to any retail, commercial or residential uses along the road it fronts; (ii) appropriate screening, such as exterior panelling, for any parking building; and (iii) planting and other landscaping. (e) provide for any buildings to be adapted or readily dismantled for other uses if no longer required for parking. In particular, the floor-tothese are a worst-case of an 8 second additional delay (AM right turn into Painton Road from Hibiscus Coast Highway), and 3-4 seconds during the PM peak when exiting Painton Road. It is noted that the modelling undertaken has accounted for more than the 127 proposed car parks, with the remainder of parking spaces modelled already consented. Accordingly, only a portion of the additional delays or associated queue length can be attributed to the parking proposed through this application. The remainder of the car parks modelled are already consented. Overall, these delays are considered to be negligible. 35 P a g e

36 ceiling height of a parking building at street level should be capable of conversion to other activities provided for in the zone; and (f) be managed and operated so that the facility avoids adverse effects on the efficient, effective and safe operation of the transport network including: (i) the safety of pedestrians and cyclists; (ii) amenity for pedestrians; (iii) queuing on the road and conflict at access points to the facility; and (iv) the operation of public transport services and related infrastructure. H14 Business General Business zone The following objectives and policies of the General Business zone are considered to be of relevance to this application: Comment The objectives and policies of the General Business zone primarily relate to the support role of these areas to the hierarchy of centres throughout the region. Objectives (5) A network of centres that provides: (a) a framework and context to the functioning of the urban area and its transport network, recognising: (i) the regional role and function of the city centre, metropolitan centres and town centres as commercial, cultural and social focal points for the region, sub-regions and local areas; and (ii) local centres and neighbourhood centres in their role to provide for a range of convenience activities to support and serve as focal points for their local communities. (b) a clear framework within which public and private investment can be prioritised and made; and (c) a basis for regeneration and intensification initiatives As a proposed extension to a park-and-ride facility which is provided for through the Auckland-wide provisions within this zone, it is considered that while generally not fully supportive of the zone objectives and policies, the proposal is not contrary to them. The location of the Silverdale park-and-ride acknowledges the prominence of the city centre in the hierarchy of centres, and seeks to reduce traffic congestion through the reduction private vehicle trips during the peak travel periods. The proposal seeks 127 additional car parks, which are anticipated to take that number of cars out of the network between the application site and the city centre. Policies 36 P a g e

37 (1) Reinforce the function of the city centre, metropolitan centres and town centres as the primary location for commercial activity, according to their role in the hierarchy of centres. (7) Require at grade parking to be located and designed in such a manner as to avoid or mitigate adverse effects on pedestrian amenity and the streetscape. (21) Manage adverse effects on the safe and efficient operation of the transport network. Overall, it is considered that the proposal is consistent with the relevant objectives and policies of the Unitary Plan. Assessment criteria E Transport (1) Park-and-ride and public transport facility: (a) effect on the transport network: (i) the extent to which any proposed facility is located and designed to support the public transport system by: locating in close proximity to public transport stations, stops and terminals growing public transport patronage, especially to assist in relieving congested corridors by encouraging commuters to shift to public transport for their travel making public transport easier and more convenient to use, thereby attracting new users improving the operational efficiency of the public transport system and ferry services extending the catchment for public transport into areas of low demand where it is not cost- Comment I consider that the proposal meets the applicable assessment criteria of the Unitary Plan for a park-andride facility. The following points are noted in particular: the consented park-and-ride facility is immediately adjacent to the busway station which fronts Hibiscus Coast Highway, with kiss-and-ride bus stops located on Painton Road the additional car parks proposed are intended to increase bus patronage between the site and the City Centre, removing a number of private vehicles from this route during the peak travel periods. Commute, in interpreting the various traffic modelling that has been undertaken in relation to this proposal, has confirmed that the proposal will result in positive effects to the wider transport network. 37 P a g e

38 effective to provide traditional services or feeders reinforcing existing and future investments on the public transport system and ferry public transport services; and providing free, secure and covered parking for cycles (ii) the extent to which the scale, design, management and operation of the facility and its access points have an adverse effect on the effective, efficient and safe operation of the transport network, including: the safety of pedestrians and cyclists amenity for pedestrians avoiding queuing onto the road and conflict at access points to the facility avoiding generating high volumes of traffic onto local roads or areas with high pedestrian amenity; and the operation of public transport services and related infrastructure (b) location, design and external appearance: (i) the location, design and external appearance of any park-and-ride or public transport facility: compatible with and meets the planning and design outcomes identified in this Plan for the site and / or general location provides appropriate screening on the façade of any building so vehicles are not visible from the public realm is accessible, safe and secure for users with safe and attractive pedestrian connections within the facility and to adjacent public footpaths; and provides at attractive interface between any buildings, structures or at-grade parking areas and adjacent streets and public open as noted above, it is considered that the proposal will have a positive effect on the wider transport network. Three instances of additional delays to local traffic movements at the Hibiscus Coast Highway / Painton Road intersection have been identified, and it is considered that these may be noticeable, particularly in regard to the associated effect on queue length. However, it is noted that the modelling undertaken has accounted for more than the 127 proposed car parks, with the remainder of the parking spaces modelled already consented. Accordingly, only a portion of the additional delays or associated queue length can be attributed to the parking proposed through this application. Overall, these delays are considered to be negligible. the new asphalt area sits within the context of the landscaping plan included as part of the s127 application currently being processed by Council, which accounts for the reduced scale of the wetland pond, and planting around the pond and along the Small Road boundary. Through that process, extensive plantings and indigenous tree, shrub and riparian species are proposed throughout the site, which will contribute positively to the amenity of the area. The landscaping concept for the site ensures a balance between screening of views across the Silverdale park-and-ride facility with the safety of users, including the provisions of adequate sightlines into and across the site, and allowing for 38 P a g e

39 spaces. Depending on location and scale, this includes: - maintaining an active frontage through sleeving and / or an interesting appearance through use of architectural treatments so that the facility contributes positively to the pedestrian amenity and to any retail, commercial or residential uses along the road it fronts - planting and other landscaping provides for any buildings to be adapted for other uses if no longer required for parking. In particular, the floor to ceiling height of a parking building at street level should be capable of conversion to other activities provided for in the zone. (c) compatibility with surrounding activities: CCTV requirements within the facility. The proposed additional parking area is not considered to undermine this balance. The landscaping provides amenity through the site, while ensuring that pedestrian accessways are visible from roads and offer sufficient over-looking to provide for safe and comfortable use by the public. It is noted that the need for certain pedestrian walkways through the site were a key matter raised through the original resource consent. All approved walkways are retained through this proposal, with only minor tweaks in alignment proposed. the proposal will comply with the relevant lighting and noise requirements of Section E24 and E25. (i) the facility is compatible with surrounding activities with particular regard to residential uses. This includes: ensuring that the design and operation of any lighting meets the rules in Section E24 Lighting ensuring that the design and operation of any park-and-ride or public transport facility meets the rules in Section E25 Noise and Vibration. E Stormwater management area Flow 1 and 2 The Council will consider the relevant assessment criteria below for restricted discretionary activities: (1) for development of new or redevelopment of existing impervious areas greater than 50m 2 within Stormwater management area control Flow 1 or Stormwater management area control Flow 2 : a. policy E10.3(1), (2) and (3); and Comment The proposal has been assessed against the Stormwater management area Flow 1 and 2 policies of E10.3 in the table above, where it was noted that an approved stormwater wetland pond is relied upon to manage runoff from the proposed impervious area. The relevant policies of Chapter E1 seek to manage discharges to freshwater to minimise adverse effects 39 P a g e

40 b. policy E1.3(1)-(5), (8) and (9) in E1 Water quality and integrated management. of contaminants, and to maintain and enhance freshwater quality over time. Hutchinsons has confirmed that the wetland pond has been designed and consented to accommodate the flows from the additional car parking area, and will ensure that freshwater quality downstream is appropriately managed. Overall, it is considered that the proposal satisfies the relevant assessment criteria of the Unitary Plan. 9 CONSULTATION The application site and nearby land to the south have a significant recent history in terms of planning processes, including Plan Change 123 to the Auckland Council District Plan: Rodney Section, and subsequently the development of the Auckland Unitary Plan. A number of parties were also involved in an appeal to the Stage 2 consent, which was approved on 19 May 2015 after an Environment Court process. In light of the recent history of the planning processes relating to the application site and involving a number of nearby owners / occupiers of land, Auckland Transport has kept those parties informed of their plans relating to the Silverdale park-and-ride facility. Specifically, Auckland Transport has met or corresponded with the following parties and / or their representatives: KVEST Investment Group Matvin Group Snowplanet Painton Estate Silverdale Golf Driving Range Runwild Trust A summary of the consultation undertaken with the above parties is included as Attachment F to this report. 40 P a g e

41 10 NOTIFICATION Section 95A-95E of the Resource Management Act 1991 (RMA) relates to the notification of applications, and states that a resource consent may be notified at the discretion of Council. It also states: (2) Despite subsection (1), a consent authority must publicly notify the application if- (a) it decides (under Section 95D) that the activity will have or is likely to have adverse effects on the environment that are more than minor; or (b) the applicant requests public notification of the application; or (c) a rule or national environmental standard requires public notification of the application. (3) Despite subsections (1) and (2), a consent authority must not publicly notify the application if- (a) a rule or national environmental standard precludes public notification of the application; and (b) subsection (2) does not apply. (4) Despite subsection (3), a consent authority may publicly notify an application if it decides that special circumstances exist in relation to the application. Rule E27.5(1) states: Any application for resource consent for the following activities will be considered without public or limited notification or the need to obtain the written approval from affected parties unless the Council decides that special circumstances exist under section 95A(4) of the Resource Management Act 1991: (a) E (A11) Park-and-ride (exceeding 200 parking spaces); or 1 (b) E27.4 (A12) Public transport facilities What is clear is that the Unitary Plan general provisions provide for applications for restricted discretionary activities to be progressed subject to the normal tests for notification unless otherwise stipulated within the Plan. In acknowledging that the proposed activity, as part of a park-and-ride facility of some 611 parking spaces, can be progressed without public or limited notification or the need to obtain written approval from affected parties unless the Council decides that special circumstances exist, an assessment against sections 95A-95E is provided below. 1 In my view, the above may be a drafting error within the Unitary Plan, as it does not make sense to me that an application for a park-and-ride facility of up to 200 parking spaces would be subject to the normal tests for notification while a facility with more than 200 parking spaces is to be progressed on a non-notified basis. 41 P a g e

42 [95D Consent authority decides if adverse effects likely to be more than minor A consent authority that is deciding, for the purpose of section 95A(2)(a), whether an activity will have or is likely to have adverse effects on the environment that are more than minor- (a) must disregard any effects on persons who own or occupy (i) the land in, on, or over which the activity will occur; or (ii) any land adjacent to that land; and (e) must disregard any effect on person who has given written approval to the relevant application. In terms of the tests for public notification (but not for the purposes of limited notification or service of notification), the adjacent properties identified in Figure 6 below with red stars have been excluded from the assessment: Figure 6: Adjacent land Base map taken from Auckland Council Geomaps Viewer Permitted baseline Park-and-ride facilities are to be considered as a restricted discretionary activity under the Unitary Plan, and accordingly no permitted baseline exists in relation to that activity. It is noted that a consented baseline exists in the form of the Stage 1 and Stage 2 consents that have been granted for the site. 42 P a g e