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Grey Lynn Cohaus, 11
Surrey Crescent
Transport Assessment
March 2018
Project: Grey Lynn Cohaus, 11 Surrey Crescent
Title: Transport Assessment
Document Reference: P:\nord\001 11 Surrey Crescent TA\Reporting\R1A180315.docx
Prepared by: Yanfei Hong/Russell Brandon
Reviewed by: Bronwyn Coomer-Smit
Revisions:
Date Status Reference Approved by Initials
15 March 2018 A R1A180315 B Coomer-Smit
The drawings, information and data recorded in this document (the information) are the property of Flow Transportation Specialists
Ltd. This document and the information are solely for the use of the authorised recipient and this document may not be used, copied
or reproduced in whole or part for any purpose other than that for which it was supplied by Flow Transportation Specialists Ltd. Flow
Transportation Specialists Ltd makes no representation, undertakes no duty and accepts no responsibility to any third party who may
use or rely upon this document or the information.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment i
EXECUTIVE SUMMARY
Flow Transportation Specialists Ltd (Flow) has been commissioned by Studio Nord to identify and assess
the transport planning and traffic engineering matters relating to the redevelopment of 11 Surrey
Crescent, Grey Lynn. The proposed re-development includes the relocation of the existing villa within
the site, removal of the existing peripheral buildings on the site, and the construction of a 19 unit Cohaus
residential development.
Cohaus is an urban cooperative approach to housing projects founded on cohousing principles, with
members forming an incorporated society. Cohousing is an innovative model originating in Scandinavia
that encourages community interaction and sharing of resources, such as gardens, laundry facilities,
storage, recreational facilities, cars, car parking, and bicycle parking. Overall, it is understood that the
Cohaus principles encourage sustainable living, which in terms of transport will mean less reliance on
cars as a mode of travel.
The key landuse and transportation elements of the proposed development include:
Relocation of the existing villa to the northern boundary of the site, fronting Browning Street. This
villa will be sold as an unrenovated dwelling, under a separate title. The new owner will need to
apply for building consent to complete the dwelling relocation and construction
Removal of the remaining existing buildings on the site
Construction of a 19 dwelling Cohaus development comprising two studio apartments, three one-
bedroom dwellings, seven two-bedroom dwellings, five three-bedroom dwellings, one four-
bedroom dwelling, and one five bedroom dwelling
Implementation of a new vehicle crossing and one off-street parking space for the relocated villa
on Browning Street
Implementation of nine off-street car parking spaces (including three vertically stacked car parking
spaces) for the Cohaus development with vehicle access from Firth Road
The provision of at least 25 bicycle parking spaces for the Cohaus development in a large secure
area, adjacent to the parking area
Dedicated pedestrian accesses from Browning Street and Surrey Crescent and a shared pedestrian
access from Firth Road.
Based on the analysis described in this report, it can be concluded that the proposal will result in no
noticeable adverse transportation effects relating to the function, capacity, and safety of the
surrounding transport network. The predicted additional peak hour vehicle trip generation is
anticipated to be low at between 6 and 12 vehicle trips per hour and can easily be accommodated by
the surrounding road network. The technical parking shortfall is not anticipated to create any noticeable
on-street effects. Further, the layout of the parking and access is considered acceptable, and the areas
of the layout that are not compliant with the AUP-OIP will not affect the safe and efficient operation of
the sites, or the surrounding road network. Accordingly, it is concluded that there are no transport
planning reasons to preclude resource consent being granted.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment ii
CONTENTS 1 INTRODUCTION ................................................................................................................................ 1
2 AUP-OIP TRANSPORT ASSESSMENT FRAMEWORK .......................................................................... 2
3 SITE LOCATION ................................................................................................................................. 3
4 EXISTING CONDITIONS ..................................................................................................................... 4
4.1 Existing Site and Surrounding Land Use ................................................................................. 4
4.2 Surrounding Road Network .................................................................................................... 5
4.2.1 Surrey Crescent ............................................................................................................ 5
4.2.2 Browning Street and Firth Road ................................................................................... 6
5 TRANSPORT ACCESSIBILITY .............................................................................................................. 6
5.1 Private Vehicle Accessibility ................................................................................................... 6
5.2 Public Transport Accessibility ................................................................................................. 6
5.3 Walking and Cycling Accessibility ......................................................................................... 10
6 THE PROPOSED DEVELOPMENT ..................................................................................................... 11
7 ACCESS ASSESSMENT ..................................................................................................................... 13
7.1 Vehicle Access ...................................................................................................................... 13
7.1.1 Cohaus/Firth Road Vehicle Crossing .......................................................................... 13
7.1.2 Browning Street/Villa Vehicle Crossing ...................................................................... 14
7.2 Walking and Cycling Accessibility ......................................................................................... 15
8 TRAFFIC ASSESSMENT .................................................................................................................... 15
8.1 Traffic Generation ................................................................................................................ 15
8.2 Traffic Effects ........................................................................................................................ 16
9 SAFETY ASSESSMENT ...................................................................................................................... 16
10 PARKING ASSESSMENT ................................................................................................................... 18
10.1 AUP-OIP Car Parking Requirements ..................................................................................... 18
10.2 Car Parking Provision and Effects ......................................................................................... 18
10.3 Car Parking Layout................................................................................................................ 19
10.4 Bicycle Parking ...................................................................................................................... 20
10.5 Servicing and Loading Assessment ....................................................................................... 20
11 AUP-OIP ASSESSMENT .................................................................................................................... 21
11.1 Detailed Section E27 Assessment ........................................................................................ 21
11.2 Restricted Discretionary Assessment Criteria ...................................................................... 28
12 ASSESSMENT OF CONSTRUCTION EFFECTS ................................................................................... 31
13 CONCLUSIONS ................................................................................................................................ 32
APPENDICES
APPENDIX A
APPENDIX B
VEHICLE TRACKING
VISIBILITY PLAN
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 1
1 INTRODUCTION
Flow Transportation Specialists Ltd (Flow) has been commissioned by Studio Nord to identify and assess
the transport planning and traffic engineering matters relating to the redevelopment of 11 Surrey
Crescent, Grey Lynn. The proposed re-development includes the relocation of the existing villa within
the site, removal of the existing peripheral buildings on the site, and the construction of a 19 unit Cohaus
residential development. Cohaus is an urban cooperative approach to housing projects founded on
cohousing principles, with members forming an incorporated society. Cohousing is an innovative model
originating in Scandinavia that encourages community interaction and sharing of resources, such as
gardens, laundry facilities, storage, recreational facilities, cars, car parking, and bicycle parking. Overall,
it is understood that the Cohaus principles encourage sustainable living, which in terms of transport will
mean less reliance on cars as a mode of travel.
This Transport Assessment forms part of the Assessment of Environmental Effects supporting the
development’s resource consent application, and addresses the transport planning and traffic
engineering matters associated with the proposed development, including:
A description of the transport environment as it relates to the subject site, including site location,
surrounding land use activities, existing access provisions and existing and future public transport
accessibility, and walking and cycling accessibility
A description of the proposed development, including a brief description of the transport
elements of the proposal including vehicle and pedestrian access and parking provision to serve
the development
An access assessment, focussing on the vehicular and pedestrian access provisions associated with
the proposal
A traffic assessment including the amount of vehicle trips the proposal is likely to generate during
peak hours and the impact it may have on the surrounding road network during the peak
commuter hours
A safety assessment of the surrounding road network including an analysis of historic crash
records, and an assessment as to the effect the additional traffic expected to be generated by the
proposed development may have on the safety of the surrounding network
A parking assessment including the location, design and adequacy of the parking facility proposed
to support the development
An assessment of the proposal with regard to the transportation rules contained in the Auckland
Unitary Plan – Operative in Part (AUP-OIP)
A preliminary assessment of construction traffic effects.
These and other matters will be addressed in the following detail of this report. By way of summary,
this Transport Assessment concludes that from a land use and transportation perspective, the proposed
development will result in no noticeable effects to the safety and efficiency of the surrounding transport
network. Further, it is concluded that the proposed development provides safe and efficient vehicular
and pedestrian access, as well as adequate onsite car and bicycle parking provision to meet the expected
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 2
parking demands. Accordingly, there are no transport related matters that would preclude the granting
of this resource consent application.
2 AUP-OIP TRANSPORT ASSESSMENT FRAMEWORK
As shown in Figure 1, the proposed development site is located on land zoned Residential – Single House
Zone under the AUP-OIP. The site is also subject to the D18 Special Character Area Overlay.
Figure 1: AUP-OIP zoning 11 Surrey Crescent1
The proposed development is an Integrated Residential Development. Integrated Residential
Developments in the Single House Zone are classified as a discretionary activity. As such the proposed
development is subject to an assessment against the objectives and policies in the AUP-OIP. Section H3
Residential – Single House Zone of AUP-OIP has no objectives and policies relevant to transport.
With regard to Section E27 Transport of the AUP-OIP, the proposed development is classified as
Restricted Discretionary according to the following criteria set out in Table E27.4.1:
“(A2) Parking, loading and access which is an accessory activity but which does not comply with
the standards for parking, loading and access” (parking space provision, stacked parking spaces)
“(A5) Construction or use of a vehicle crossing where a Vehicle Access Restriction applies under
Standard E27.6.4.1(2) or E27.6.4.1(3)” (vehicle crossing being located within 10m of an
intersection)
1 https://unitaryplanmaps.aucklandcouncil.govt.nz/upviewer/ accessed 22/08/2017
11 SURREY CRESCENT
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 3
Under E27.8.1, the Matters of Discretion relating to the above restricted discretionary activity are as
follows:
“The Council will restrict its discretion to the following matters when assessing a restricted
discretionary resource consent application.
(6) any activity or development which provides fewer than the minimum number of parking
spaces under Standard E27.6.2(1):
(a) adequacy for the site and the proposal;
(b) effects on adjacent activities and on the adjoining transport network; and
(c) availability and suitability of alternative parking supply and management
arrangements.
(9) any activity or development which infringes the standards for design of parking and loading
areas under Standard E27.6.3 or the standards for design, number, and location of vehicle
crossings and access under Standards E27.6.4.2, E27.6.4.3, and E27.6.4.4:
(a) adequacy for the site and the proposal;
(b) design of parking, loading and access;
(c) effects on pedestrian and streetscape amenity; and
(d) effects on the transport network.
(12) construction or use of a vehicle crossing where a Vehicle Access Restriction applies under
Standard E27.6.4.1(2) and Standard E27.6.4.1(3):
(a) adequacy for the site and the proposal;
(b) design and location of access;
(c) effects on pedestrian and streetscape amenity; and
(d) effects on the transport network.”
As such this Transport Assessment report focuses on these above matters, and also includes an
assessment of other transportation matters as outlined previously.
3 SITE LOCATION
The development site is located at 11 Surrey Crescent, Grey Lynn as shown in Figure 2 below. The site
is located approximately 400 m north-east of the Grey Lynn town centre, opposite Grey Lynn School and
within 500 m of Grey Lynn Park, located to the north east of the site.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 4
Figure 2: Site Location of Proposed Development2
4 EXISTING CONDITIONS
4.1 Existing Site and Surrounding Land Use
As shown in Figure 3 overleaf, the subject site of 11 Surrey Crescent is presently occupied by Fairleigh
Lodge, a residential support of mental health and addictions service. To the south of the site, is Grey
Lynn School and the Grey Lynn town centre, and to the west of the site is mixed retail and medium
density residential apartments. The balance of land use activity surrounding the site, is predominantly
low density, residential houses.
The site currently has one, two-way vehicle access from Surrey Crescent.
2 Auckland Council GeoMaps
11 Surrey Crescent
CBD
Western Spring Park Grey Lynn Town Centre
Grey Lynn Park
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 5
Figure 3: Site and immediately surrounding transport network3
4.2 Surrounding Road Network
4.2.1 Surrey Crescent
As stated previously, the site is located on Surrey Crescent which is classified as an Arterial Road in the
AUP-OIP. The traffic volumes on Surrey Crescent in the vicinity of the site are approximately 11,700
vehicles per day4. The speed limit of Surrey Crescent in the vicinity of the site is 50 km/hr.
As shown in Figure 4 overleaf, the existing cross section of Surrey Crescent in the vicinity of the site
currently comprises one traffic lane in each direction, a flush median, and a shoulder on both sides of
the road. These shoulders are approximately 2.3 m wide, and are used for parking. The 5.4 m wide
traffic lanes and 2.5 m flush median allow sufficient room for through traffic to manoeuvre past parked
vehicles that may be wider than the shoulder width provided. The flush median also accommodates
vehicles turning right into and out of vehicle accesses and side roads.
3 Auckland Council GeoMaps 4 Auckland Transport 5 day volume, between Selbourne Street and Firth Road, December 2012
11 Surrey Crescent
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 6
Figure 4: Surrey Crescent looking west5
4.2.2 Browning Street and Firth Road
To the western and eastern side of the site, Browning Street and Firth Road surround the site
respectively but do not at present provide direct vehicular access to the site. Both of these streets are
residential, local roads, intersecting with Surrey Crescent with Give Way controls, and both providing for
two traffic lanes and on-street parking. The speed limit on both roads is 50 km/hr.
5 TRANSPORT ACCESSIBILITY
5.1 Private Vehicle Accessibility
The site has good private vehicle accessibility to and from key local areas. Western Springs Park is within
700 m via Surrey Crescent/Old Mill Road, St Lukes Mall within 3.5 km via Bullock Track/Great North
Road/St Lukes Road, and the Auckland City Centre is within 4 km via Great North Road. The development
site is well located with respect to the State Highway network with access to the Northwestern
Motorway (SH 16) 1.3 km southwest of the site via Great North Road/St Lukes Road interchange.
5.2 Public Transport Accessibility
The existing bus routes in the vicinity of the development are shown in Figure 5 overleaf. The nearest
bus stops are located approximately 200 m west of the development on Surrey Crescent and are serviced
by the 020 bus service to Westmere. This service, as shown in Table 1, runs every 20 mins during
weekdays and Saturdays, and every 30 minutes on weekdays, and Saturdays after 7 pm, and on Sundays.
5 ©Google Street View
11 Surrey Crescent
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 7
In addition, bus stops on Great North Road and Williamson Avenue, located approximately 400 m south
of the development, (5-minute walk), service the 010 bus route to Onehunga via Mt Albert, and the 030
bus route to Point Chevalier. The 010 service operates on weekdays every 30 minutes during peak
commuter times, and every one hour between 9 am and 3 pm. The 030 service operates every 30
minutes during all times.
Figure 5: Existing bus network near the site6
Table 1: Existing Bus Routes serving the Site
Route Route Description Weekday Frequency Weekend Frequency
Surrey Crescent
020(X) Britomart to
Westmere
Every 20 minutes before
19:00, otherwise every 30
minutes
Every 20 minutes between 9.00 and 19.00,
otherwise every hour on Saturdays. Every
30 minutes on Sundays
Great North Road
010 Wynyard Quarter
to Onehunga
Transport Centre
Every 1 hour between 9.00
and 15.00, otherwise every
30 minutes
No service
030 Mid town to Point
Chevalier
Every 30 minutes Every 30 minutes
6 https://at.govt.nz/bus-train-ferry/timetables/
030
020 11 Surrey Crescent
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 8
In summary, there are a considerable number of bus services within walking distance of subject site,
which provide excellent opportunity of accessing the Auckland CBD, Westmere, Point Chevalier,
Onehunga and other central suburbs by bus.
A new public transport network through the central suburbs is proposed to be implemented in late 2018.
This new network is shown in Figure 6 and Table 2. The bus service 105 will travel on the western side
of Surrey Crescent from the city to Westmere, which will play a very similar role of the existing bus
service 020 with a few changes to the route in the city centre. A significant number of bus services will
travel on Great North Road to a range of suburbs in the West Auckland.
Figure 6: Proposed Bus Network7
Table 2: Future Bus Routes serving the Site
Route Route Description Weekday Frequency Weekend Frequency Additional
Information
Surrey Crescent
105 City to Westmere Every 10 minutes in the
peak, every 20 minutes
during the day, and
every 30 minutes in the
evening.
Every 20 minutes during
the day and every 30
minutes during the
evening.
7 https://at.govt.nz/media/1865789/central-suburbs-post-consultation-map.pdf
11 Surrey Crescent
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 9
Table 2: Future Bus Routes serving the Site
Route Route Description Weekday Frequency Weekend Frequency Additional
Information
Great North Road
18 City Centre to New
Lynn via Great
North Road
Every six minutes in the
peak, every 12 minutes
during the day, and
every 15 minutes in the
evening.
Every six minutes in the
peak, every 12 minutes
during the day, and
every 15 minutes in the
evening.
Additional 01.00,
02.00, 03.00 services
on Friday and Saturday
evenings. These trips
will extend from New
Lynn to Henderson via
Great North Rd
110 City Centre to
Westgate via
Northwestern
Motorway
Every 30 minutes in the
peak and during the day,
and every hour in the
evening.
Every 30 minutes in the
peak and during the day,
and every hour in the
evening.
Additional 00.35,
01.35, 02.35 services
on Friday and Saturday
evenings
129 City Centre to
Westgate via Don
Buck Road
Four services to City
between 06:45 and
08:15, and from City
between 16:15 and
17:45.
No service.
132 City Centre to Te
Atatu Peninsula
Every 10 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
Every 10 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
132x and 133x travel
directly to the City via
Northwestern
Motorway at peak
times
133 City Centre to
Henderson via Te
Atatu Road
Every 10 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
Every 10 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
134 City Centre to
Henderson via Te
Atatu Road
Every 20 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
Every 20 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
195 City Centre to New
Lynn via Green Bay
and Blockhouse Bay
Every 15 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
Every 15 minutes in the
peak, every 30 minutes
during the day, and
every hour in the
evening.
This new network retains the existing 020 bus service with the route number changings to 105, and
proposes a frequent service along Dominion Road between the city centre and Blockhouse Bay. The
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 10
frequent service on Dominion Road (Route 25) will run every three minutes in the peak, every five
minutes during the day, and every ten minutes in the evening. Taking these changes onto account, it is
considered that the public transport accessibility of the site will be equal if not better with the new
network, compared to the existing network.
5.3 Walking and Cycling Accessibility
Footpaths are provided on both sides of Surrey Crescent which are approximately 2.5 m wide. Footpaths
are also provided on both sides of Firth Road and Browning Street. There is a pedestrian zebra crossing
100 m east of the site which provides safe opportunities for pedestrians to cross Surrey Crescent, and a
pedestrian refuge island at the Firth Road/Surry Crescent intersection. As such, the subject site has good
pedestrian accessibility.
Currently there are limited cycle facilities in the area surrounding the development site. However, an
Auckland Transport project is underway which includes the implementation of high quality, safe cycle
routes in the Grey Lynn area, linking parks, shops, and other cycle facilities that will cater for people with
a range of confidence levels. The extent of this project is shown in Figure 7.
Figure 7: Grey Lynn Safe Cycle Routes
11 Surrey Crescent
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 11
The currently proposed cycle facilities for Surrey Crescent in the vicinity of the development site are
shown in Figure 8, with buffered/protected cycle lanes provided on both sides of the road. The project
is anticipated to be completed by the end of 2018.
Figure 8: Proposed Surrey Crescent Cycle Lanes8
In future, it is anticipated that the proposed/currently being constructed Grey Lynn cycle ways will
connect to the North Western Cycleway, and the cycleways in the Auckland City Centre. Completion of
this network will make the much of the central Auckland isthmus area accessible by bicycle from the 11
Surrey Crescent. Assuming that the cycle network is constructed as intended, the proposed
development site is considered to have excellent cycle accessibility.
6 THE PROPOSED DEVELOPMENT
The site plan of the proposed Cohaus residential development at 11 Surrey Crescent, Grey Lynn is shown
in Figure 9 below, with a full set of drawings of the proposal attached to the resource consent
application. The key landuse and transportation elements of the proposed development include:
Relocation of the existing villa to the northern boundary of the site, fronting Browning Street. This
villa will be sold as an unrenovated dwelling, under a separate title. The new owner will need to
apply for building consent to complete the dwelling relocation and construction
Removal of the remaining existing buildings on the site
Construction of a 19 dwelling Cohaus development comprising two studio apartments, three one-
bedroom dwellings, seven two-bedroom dwellings, five three-bedroom dwellings, one four-
bedroom dwelling, and one five bedroom dwelling
8 https://at.govt.nz/media/1973937/surrey-crescent-to-garnet-road-updated-maps.pdf
11 Surrey Crescent
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 12
Implementation of a new vehicle crossing and one off-street parking space for the relocated villa
on Browning Street
Implementation of nine off-street car parking spaces (including three vertically stacked car parking
spaces) for the Cohaus development with vehicle access from Firth Road
The provision of at least 25 bicycle parking spaces for the Cohaus development in a large secure
area, adjacent to the parking area
Dedicated pedestrian accesses from Browning Street and Surrey Crescent and a shared pedestrian
access from Firth Road.
Figure 9: Proposed Development
Vehicle access
Pedestrian access
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 13
7 ACCESS ASSESSMENT
7.1 Vehicle Access
Vehicle access to the site is proposed via a new vehicle crossing on Firth Road for the Cohaus
development, and a new vehicle crossing on Browning Street for the relocated villa. The existing vehicle
crossing on Surrey Crescent will be removed, and as such, there will be no vehicle crossings onto Surrey
Crescent which is an arterial with cycle lanes proposed. This is considered to result in a significant
beneficial safety effect to cyclists and pedestrians over the existing situation which allows vehicles to
reverse from the existing parking area into Surrey Crescent.
7.1.1 Cohaus/Firth Road Vehicle Crossing
The Cohaus vehicle crossing on Firth Road will be located adjacent to the northern boundary of the site,
and will be 4.5 m wide at the boundary. For developments of six or more dwellings the AUP-OIP permits
a maximum width of 6 m and a minimum width of 2.75 m provided there are clear sight lines. The
proposed access is short and straight with clear sight lines into and out of the parking area. As such the
proposed vehicle crossing width at the boundary is compliant.
The proposed Firth Road vehicle crossing is located opposite/adjacent to an existing pedestrian refuge
island. Vehicle tracking shown in Appendix A shows that the proposed 4.5 m boundary width is sufficient
to allow an 85th percentile car to enter and exit the proposed vehicle crossing, and that there is sufficient
room for am 85th percentile car to turn right around the pedestrian refuge island with at least 500 mm
clearance. As such no changes to the refuge island are considered necessary.
It is noted that a kerb extension has been constructed on the western side of Firth Road which ends in
the vicinity of the proposed vehicle crossing, shown in Figure 10. To accommodate the proposed vehicle
crossing, this kerb extension may need to be adjusted/extended. This detail will be provided at building
consent stage, however the tracking plan in Appendix A shows an indicative layout.
Figure 10: Firth Road Kerb Extension
11 Surrey
Crescent
Kerb
Extension
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 14
The location of the Cohaus vehicle crossing is 8.5 m from the Firth Road/Surrey Crescent intersection as
measured from the boundary. This is slightly less than the minimum 10 m permitted by the AUP-OIP.
For low volume driveways on local roads with an operating speed of 40 kmh, RTS 6 Guidelines for
Visibility at Driveways (RTS6) specifies a minimum sight distance of 30 m. As shown in the sight distance
plan included in Appendix B, there is at least 30 m sight distance to vehicles turning left into Firth road
from Surrey Crescent. There is also more than 30 m visibility to vehicles from all other approaches. As
such, the location of the vehicle crossing is considered a very minor non-compliance and is not
anticipated to affect the safe operation of the access.
On the southern side to the driveway, the existing hedge will be cut back to provide a visibility splay
from the driveway. Along the northern edge of the proposed vehicle crossing the existing 2 Firth Road
fence and hedge will remain. While this may affect the driveway visibility splay to the north, this is an
existing fence and hedge belonging to the adjacent property, and as such cannot be removed. It is also
noted that shifting the proposed vehicle crossing south to improve the visibility splay would increase the
proximity of the vehicle crossing to the intersection, and require the existing pedestrian refuge island to
be significantly reduced in size. Notwithstanding this, as a very low volume driveway with a very low
likelihood of an egressing car meeting an entering car, drivers are likely to position their vehicle in the
centre of the 4.5 m wide driveway as opposed to the left hand side. This will allow for some visibility
splay to the north for exiting drivers. The access is also very short, therefore speeds out of the driveway
will be very low, and all the parking spaces are allocated to residents meaning all drivers will be familiar
with the layout and will know to look for pedestrians on their left.
As such, the lack of visibility splay to the north of the driveways is not anticipated to adversely affect the
safety of pedestrians on Firth Road. It is also noted that RTS6 only recommends visibility splays are
considered on high volume driveways with high pedestrian activity. As a short local road, Firth Road is
unlikely to accommodate a high volume of pedestrian activity throughout the day.
7.1.2 Browning Street/Villa Vehicle Crossing
The villa vehicle crossing on Browning Street is proposed to be located adjacent to the northern
boundary of the site, and will be 3 m wide. The existing 3 Browning Street vehicle crossing is also
approximately 3 m wide and is located immediately adjacent to the boundary. As such the two vehicle
crossings will be combined with a maximum width of 6 m, compliant with the AUP-OIP. The proposed
vehicle crossing is located over 30 m from the Browning Street/Surrey Crescent intersection as
measured from the boundary, and Browning Street is straight in the vicinity of the site allowing for
sufficient visibility.
As mentioned, the villa is intended to be sold under a separate title, as an unrenovated dwelling, with
the vehicle crossing not intended to be constructed as part of the Cohaus development. More detail
about the construction of the vehicle crossing and surrounding fences that may be located within sight
lines will be provided by the new owner when building consent is lodged. It is however recommended
that fences, including the fence between the existing 3 Browning Street vehicle crossing and the
proposed villa vehicle crossing are kept low as to not obstruct sight lines to pedestrians. It is also noted
that an existing tree is located approximately 5 m south of the boundary, and as such the proposed
driveway will be constructed within its dripline. Input from an arborist at building consent may therefore
be required to ensure the construction of the vehicle crossing does not affect this tree.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 15
7.2 Walking and Cycling Accessibility
A network of pedestrian paths is provided within the Cohaus development site as shown in previous
Figure 9. These footpaths are generally between 1.2 m and 1.8 m wide. Two dedicated pedestrian
entries to the site are provided off Surrey Crescent, with separate direct building entries provided off
both Surrey Crescent and Browning Street. Pedestrian access will also be available via the vehicle access
on Firth Road, which given the low volume of vehicles anticipated, will be safe for pedestrians to share.
Overall the Cohaus development is considered to have excellent pedestrian connectivity. The villa will
also have pedestrian access, the details of which will be given when building consent is lodged by the
new owner.
The bicycle parking area will be in a storage room adjacent to the car parking area. As such, bicycle
access will be via the vehicle access. As previously stated, only a low volume of traffic is anticipated
therefore the vehicle access is anticipated to be safe for cyclists and vehicles to share.
8 TRAFFIC ASSESSMENT
8.1 Traffic Generation
A summary of the traffic anticipated to be generated by the proposed development is shown in Table 3.
This is based on the following vehicle trip rates as specified in RTA Guide to Traffic Generating
Developments, Australia (RTA):
Medium density one and two bedroom apartments
0.50 vehicle trips per peak hour per dwelling
5 vehicle trips per day per dwelling
Medium density three plus bedroom apartments/town houses:
0.65 vehicle trips per peak hour per dwelling
6.5 vehicle trips per day per dwelling
Low density dwellings:
0.85 vehicle trips per peak hour per dwelling
9 vehicle trips per day per dwelling
Table 3: Traffic Generation
Dwelling Type Number of
Dwellings
Predicted Peak
Hour Vehicle
Trip Rate
Predicted
Peak Hour
Vehicle Trips
Predicted
Daily Vehicle
Trip Rate
Predicted
Daily Vehicle
Trips
Villa 1 0.85 1 9 9
1-2 Bedroom Apartments 12 0.5 6 5 60
3+ Bedrooms Apartments 7 0.65 5 6.5 46
Total 20 - 12 - 115
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 16
Based on these RTA trip generation rates, it is predicted that the proposed development will generate a
total of 12 peak hour vehicle trips, and a total of 115 daily vehicle trips. Fairleigh Lodge is a supported
residential care facility accommodating approximately 25 residents and 11 staff. For supported
residential care facilities, the RTA specifies a vehicle trip generation rate of 0.2 peak hour trips per
dwelling and two daily trips per dwelling. Assuming that each resident is housed in a separate
room/dwelling, it is estimated that the existing site could generate up to five peak hour trips, and 50
daily trips. When considering this, it can be concluded that the nett additional vehicle trips generated
by the proposed development could be around seven in the peak hour and 65 during the whole day.
It is further noted that the above predication for traffic generation of the Cohaus residential dwellings
is based on standard residential traffic generation rates which do not taken into account any onsite
parking restraints. Traditionally the above RTA traffic generation would be based on a minimum onsite
parking provision assumption of at least one parking space for each one to two bedroom unit, and a two
parking space provision per unit for dwellings which have three of more bedrooms. This would have
resulted in around 26 parking spaces having to being provided on the site for the above development
proposition as shown in Table 3 (excluding the villa) of 12 one to two-bedroom units and 7 units with
three plus bedrooms. This Cohaus development promote less reliance on private vehicle and has the
philosophy of sharing cars, and as such it is the intention to provide for nine cars to service the entire 19
unit Cohaus development. As such it is considered that the actual traffic expected to be generated by
the Cohaus proposal during the peak hours and during a typical day will be under half of the above RTA
prediction of around six trips per hour and 55 trips per day, as less than half the traditional amount of
onsite parking is intended to be provided. This may also be similar to the current volume of traffic
generated by the existing Fairleigh Lodge.
8.2 Traffic Effects
An additional 6 to 12 peak hour vehicle trips is considered to be very low and can be easily
accommodated by the surrounding road network. While it is possible that it may be difficult to turn
right onto Surrey Crescent from Firth Road during peak traffic periods, it is noted that there is a network
of local roads that drivers can use to avoid this movement if desired. Further there is an existing flush
median that will remain with the proposed improvements to Surrey Crescent which allow for right turns
into, and out of Firth Road.
The adjacent Grey Lynn School is currently undergoing expansion with an increasing roll. There is likely
to be congestion around the school gates during pick up and drop off periods. Peak traffic generation
for the proposed development is likely to be before and after peak commuter hours, and not before and
after school hours. Therefore, the traffic anticipated to be generated by the proposed development is
highly unlikely to noticeably contribute to traffic congestion caused in the vicinity of the school.
9 SAFETY ASSESSMENT
The New Zealand Transport Agency’s (NZTA) Crash Analysis System (CAS) has been used to search for
crashes reported on the section of Surrey Crescent between Richmond Road and Prime Road, for the
five year period 2012 to 2016. The results of this search are shown in Figure 11. A total of seven crashes
were reported including three that resulted in minor injury.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 17
Figure 11: Collision diagram
The description and causes of the reported crashes are:
A car parked on Surrey Crescent pulling out in front of a scooter (minor injury)
A car pulling out of a driveway on Surrey Crescent colliding with a car parked (non-injury)
A car pulling out of a driveway on Surrey Crescent hitting a pedestrian crossing Surrey Crescent
(non-injury)
A car parking on Surrey Crescent pulling out in front of an oncoming car (minor injury)
A driver travelling along Surrey Crescent was hit by sun strike and collided with a car waiting to
turn right into Browning Street (non-injury)
A car turning right from Firth Road onto Surrey Crescent failed to give way to a car travelling along
Surrey Crescent (minor injury)
A car travelling along Surrey Crescent undertook a U-turn, colliding with a motorbike trying to
overtake it (non-injury)
The reported crashes are all low severity, appear random in nature, and do not indicate any specific
safety concerns. The low volume of traffic predicted to be generated by the proposed development is
therefore not anticipated to exacerbate any new or create any new road safety issues. Indeed, as
mentioned previously the removal of the existing Surrey Crescent vehicle access to the site can be
regarded as a safety improvement.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 18
10 PARKING ASSESSMENT
10.1 AUP-OIP Car Parking Requirements
The proposed site is zoned Residential – Single House Zone under the AUP-OIP, and is subject to the
Special Character D18 Special Character Areas Overlay. Residential sites subject to the D18 Special
Character Areas Overlay have the following parking requirements:
Sites less than 500 m2:
No minimum/no maximum
Sites greater than 500 m2 – As per the underlying zone (Residential – Single House)
Minimum one per dwelling/no maximum
As such, the proposed villa site, which has a site area of 400 m2 has no minimum and no maximum
parking requirement. The Cohaus development requires a minimum of 19 parking spaces for the
proposed 19 dwellings.
10.2 Car Parking Provision and Effects
It is proposed that the villa will have a single parking space, which complies with the requirement of the
AUP-OIP.
It is proposed that the Cohaus development will provide nine onsite parking spaces for the 19 dwellings,
which results in a shortfall of ten parking spaces under the AUP-OIP parking requirements. As stated
previously, the Cohaus principles promote less reliance on private single occupant vehicles. It is the
intention that the parking spaces and cars will be for shared use. It is also intended that the residents
of the development will all be members of the Cohaus incorporated society and as such will be willing
to use more sustainable travel modes over the single occupant private vehicle, noting that the site is
located in close proximity to frequent bus services and is located on an existing and planned cycle
network.
With regard to on street parking provision and demand, it is noted that a residential parking scheme is
proposed for the area of Grey Lynn north of Surrey Crescent, and is understood to be implemented
within the next few years. This includes Browning Street and Firth Road. Residential parking schemes
cap the number of permits for residential parking in an area to 85% of the total number of on-street
parking spaces in the zone, which therefore allow 15% of the available on-street parking to be used by
visitors to the area. Residential parking permits are distributed based on a hierarchy of dwellings, with
townhouses/apartments ranked after single houses. As such, it is unlikely that residents of the Cohaus
development will be able to acquire permits, therefore the non-compliant parking provision will not
affect the availability of resident on-street parking in Grey Lynn north of Surrey Crescent, once the
residential parking scheme is in effect.
The land south of Surrey Crescent is zoned Residential – Terrace House/Apartment Buildings and
Business – Mixed Use. Under the AUP-OIP, residential dwellings in both of these zones have no onsite
minimum or maximum parking requirements. As such, the proposed Cohaus development car parking
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 19
provision aligns with the AUP-OIP car parking objectives and policies for the land immediately to the
south.
Overall, it is anticipated that the provision of nine onsite parking spaces will be more than sufficient to
meet the expected car parking demands of the Cohaus development and that there will be minimal
impact on the availability of on-street parking compared to the existing situation.
10.3 Car Parking Layout
The layout for the Cohaus parking area is shown in Figure 12. Three 2.4m wide, 4 m long with 1 m
overhang parking spaces are proposed along the northern side, and three 2.75 m wide, 5 m long parking
spaces with vertical stackers are proposed along the western side. The minimum width of the
manoeuvring area is 7.8 m, therefore this parking layout is technically compliant with the AUP-OIP. The
northern parking spaces will have kerb along the end to ensure car overhang does not affect the adjacent
footpath.
While the layout is technically compliant, it is not a standard layout. As such tracking plans included in
Appendix A have been prepared and demonstrate the ability of an 85th percentile car to enter and exit
all of the parking spaces, and exit the site onto Firth Road in a forwards direction. Multiple manoeuvres
may be required for cars exiting the northern parking spaces, however this is considered acceptable for
allocated, residential parking spaces.
Figure 12: Proposed Cohaus Parking Area
The AUP-OIP requires stacked parking spaces to be allocated to individual tenancies. This is to ensure
that the stacked cars are easily accessible at all times. For the Cohaus development, it is likely that cars
belonging to different residents may be parked in a single stacker, which is technically non-compliant.
The principals of the Cohaus development promote shared use of facilities and a close-knit community.
As such the use of stacked parking spaces by separate dwellings is anticipated to be easily managed
between residents and will not adversely affect access to vehicles.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 20
10.4 Bicycle Parking
The AUP-OIP required bicycle parking at the following rates:
Residential developments of 20 dwellings or more:
One visit bicycle parking space per 20 dwellings
One secure bicycle parking space per dwelling without a dedicated garage
As stated previously, the villa will be sold under a separate title. As a single dwelling, the villa therefore
does not require any bicycle parking. Notwithstanding this, there will be space in the yard around the
villa to accommodate bicycle parking if required. This detail will be provided in the building consent for
the villa when it is lodged by the new owner.
The Cohaus development with 19 dwellings also does not require bicycle parking. However, in line with
the Cohaus principles which aim to improve sustainability and reduce reliance on private vehicle, at least
25 bicycle parking spaces will be provided in the storage area adjacent to the car parking area.
10.5 Servicing and Loading Assessment
For the Cohaus development, it is proposed that rubbish will be collected by private services via the car
parking area. This will require a rubbish truck to reverse into the site from Firth Road. Tracking
demonstrating the ability of an 8 m rigid truck to undertake this manoeuvre is shown in Appendix A.
Reverse manoeuvres into parking areas with more than four parking spaces is not compliant with the
AUP-OIP. However, it is noted that the reverse manoeuvre will occur on Firth Road which is a low volume
local road, accommodating a low volume of pedestrians. Rubbish is generally collected outside of peak
traffic hours. It is therefore not considered that this reverse manoeuvre, which would occur at most a
couple times a week, would adversely affect the safe operation of Firth Road. As such this non-
compliance is considered acceptable.
Rubbish collection for the villa will occur via council services on Browning Street.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 21
11 AUP-OIP ASSESSMENT
11.1 Detailed Section E27 Assessment
The proposed development has been assessed against the requirements of Section E27 Transport of the
AUP-OIP, shown in Table 4.
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
E27.6.1. Trip generation
(1) Where a proposal (except where excluded in
Standard E27.6.1(2)) exceeds one of the following
thresholds:
(a) a new development in Table E27.6.1.1;
Table E27.6.1.1 New Development Thresholds
-(T1) Residential Dwellings – 100 Dwellings
(b) 100 v/hr (any hour) for activities not specified in
Table E27.6.1.1 requiring a controlled or restricted
discretionary land use activity consent in the
applicable zone where there are no requirements for
an assessment of transport or trip generation
effects. This standard does not apply to
development activities provided for as permitted in
the applicable zone; or
Resource consent for a restricted discretionary activity
is required.
(1) Complies: Only 20 residential dwellings are
proposed.
E27.6.2. Number of parking and loading spaces
(1) The number of parking spaces:
(c) must meet the minimum rates and not exceed
the maximum rates specified
which apply to the zone or location specified in Table
E27.6.2.3.
Table E27.6.2.4 Parking Rates - Area 2
(T144) D18 Special Character Area Overlay with area
less than 500 m2:
- no minimum /no maximum
(T45) D18 Special Character Area Overlay with area
greater than 500 m2:
- minimum 1 per dwelling/no maximum
(1) Does not comply: Only 9 parking spaces are
provided for the Cohaus development.
This non-compliance is assessed in Section 11.2.
The villa does not require any parking
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 22
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
(6) Bicycle parking:
(a) the activities specified in Table E27.6.2.5 must
provide the minimum number of bicycle parking
spaces specified; and
Table E27.6.2.5 Required Bicycle Parking Rates
-(T81) Residential developments of 20 or more
dwellings:
- minimum visitor space 20 dwellings
- minimum one secure space per dwelling
(6) Complies: Only 19 dwellings are proposed in the
Cohaus development therefore no bicycle parking is
required. However, at least 25 bicycle parking spaces
are proposed.
The villa does not require bicycle parking.
(7) End-of-trip facilities:
(a) the activities specified in Table E27.6.2.6 must
provide end-of-trip facilities
(7) Not Relevant: No end of trip facilities required for
residential activities.
(8) Number of loading spaces:
(a) all activities must provide loading spaces as
specified in Table E27.6.2.7.
Table E27.6.2.7 Minimum loading space
requirements
-(T112) All other activities, except for activities
within rural area with GFA up to 5000 m2:
- No loading required
(8) Complies: The development has a GFA of less
than 5,000 m2 therefore no loading zone is required.
(10) Accessible parking:
(a) where parking is provided, the Building Code
requires parking spaces to be provided for people
with disabilities and accessible routes from the
parking spaces to the associated activity or road.
The dimensions and accessible route requirements
are detailed in the New Zealand Building Code
D1/AS1 New Zealand Standard for Design for Access
and Mobility – Buildings and Associated Facilities
(NZS: 4121-2001).
(10) Not Relevant: Accessible parking is not required
for private residential developments as per the
Building Act.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 23
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
E27.6.3.1. Size and location of parking spaces
(1) Every parking space must:
(a) comply with the minimum dimensions given in
Table E27.6.3.1.1 and Figure E27.6.3.1.1; and
(b) be located on the same site as the activity to
which it relates
(c) not be used for any other purpose; and
(d) be kept clear and available at all times the
activity is in operation
(e) be located outside any area designated for road
widening; and
(g) not to be sold or leased separately from the
activity for which it provides parking required under
a resource consent.
(1) Complies: The car parking spaces proposed meet
the dimensional requirements, are located on the
same site as the activity, will not be used for any
other activity, will be kept clear and available at all
times, are located outside any area designated for
road widening, and will not be sold or leased
separately from the activity.
E27.6.3.2. Size and Location of Loading Spaces
(1) Every loading space must:
(a) comply with the minimum dimensions given in
Table E27.6.3.2.1;
(b) be located on the same site as the activity to
which it relates and be available at all times while
the activity is in operation;
(c) be located outside any area designated for road
widening; and
(1) Not Relevant: No loading spaces proposed.
E27.6.3.3. Access and manoeuvring
(1) Every parking space must have driveways and
aisles for entry and exit of vehicles to and from the
road, and for vehicle manoeuvring within the site.
Access and manoeuvring areas must accommodate
the 85 percentile car tracking curves in Figure
E27.6.3.3.1
(1) Complies: All parking spaces have access to the
road, and are accessible with an 85th percentile car.
(2) Every loading space and where access and
manoeuvring areas must accommodate heavy
vehicles, a tracking curve for an appropriately sized
truck for the type of activities to be carried out on the
site must be assessed. Heavy vehicle tracking curves
are set out in the following NZTA guidelines: RTS 18:
NZ on-road tracking curves (2007).
(2) Not Relevant: No loading spaces proposed.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 24
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
(3) Where a dwelling provides more than one parking
space, these may be stacked. Stacked parking means
access is required through another parking space.
(3) Does not comply: Three vertical car stackers are
proposed, which may be allocated to separate
dwellings.
This non-compliance is assessed in Section 11.2.
E27.6.3.4. Reverse manoeuvring
(1) Sufficient space must be provided on any the site
so vehicles do not need to reverse off the site or onto
or off the road from any site where any of the
following apply:
(a) four or more required parking spaces are served
by a single access;
(b) there is more than 30m between the parking
space and the road boundary of the site; or
(c) access would be from an arterial road or
otherwise within a Vehicle Access Restriction
covered in Standard E27.6.4.1.
(1) Does not comply: There is sufficient space within
the site for all cars to turn around and exit in a
forwards direction. However, the proposed rubbish
truck will be required to reverse into the site to
service the development.
This non-compliance is assessed in Section 11.2.
E27.6.3.5. Vertical clearance
(1) To ensure vehicles can pass safely under overhead
structures to access any parking and loading spaces,
the minimum clearance between the formed surface
and the structure must be:
(a) 2.1m where access and/or parking for cars is
provided for residential activities
(d) 3.8m where loading is required
(1) Complies: No vertical obstructions are proposed
within the vehicle parking and access area other than
the vertical stackers which will be as per industry
standards.
E27.6.3.6. Formation and gradient
(1) Except for Standard E27.6.3.6(2) below, the whole
area of parking and loading spaces, and manoeuvring
areas and aisles must be formed, drained, provided
with an all-weather surface to prevent dust and
nuisance, and be marked out or delineated. This must
be done before the activity to which those parking
and loading spaces relate commences, and
maintained for as long as that activity is continued.
(1) Complies: The vehicle parking and access area
will be formed, drained, provided with an all-weather
surface, and marked out and delineated as required.
(3) The gradient for the surface of any parking space
must not exceed:
(b) 1 in 20 (five per cent) in any direction for other
spaces.
(3) Complies: The maximum gradient of the vehicle
parking and access area is approximately 1:29 (3.5%).
(4) The gradient for the manoeuvring area must not
exceed 1 in 8.
(4) Complies: The maximum gradient of the vehicle
parking and access area is approximately 1:29 (3.5%).
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 25
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
E27.6.3.7. Lighting
(1) Lighting is required where there are 10 or more
parking spaces which are likely to be used during the
hours of darkness. The parking and manoeuvring
areas and associated pedestrian routes must be
adequately lit during use in a manner that complies
with the rules in Section E24 Lighting.
(1) Complies: Only nine parking spaces are proposed
therefore no lighting is required.
E27.6.4.1. Vehicle Access Restrictions
(1) Vehicle Access Restrictions apply and new vehicle
crossings must not be constructed to provide vehicle
access across that part of a site boundary which is
subject to:
(a) a Vehicle Access Restriction – General Control as
shown on the planning maps in the Business – City
Centre Zone; or
(b) a Key Retail Frontage Control as shown on the
planning maps;
(1) Complies: The proposed vehicle crossing is not
subject to the Vehicle Access Restriction – General
Control, or a Key Retail Frontage Control.
(2) Standard E27.6.4.1(3) below applies in any of the
following circumstances:
(a) a new vehicle crossing is proposed;
(b) a new activity is established on a site;
(c) there is a change of type of activity;
(3) Vehicle Access Restrictions apply and vehicle
crossings must not be constructed or used to provide
vehicle access across that part of a site boundary
which:
(a) is located within 10m of any intersection as
measured from the property boundary, illustrated in
Figure E27.6.4.1.1;
(b) is subject to the following types of Vehicle
Access Restriction as identified on the planning
maps in the zones listed in Table H27.6.4.1.1;
(c) has frontage to an arterial road as identified on
the planning maps; or
(d) is located closer than 30m from a railway level
crossing limit line.
(2/3) Does not comply: The proposed vehicle
crossing is located 8.5 m from the Firth Road/Surrey
Crescent intersection as measured from the
boundary.
This non-compliance is assessed in Section 11.2.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 26
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
E27.6.4.2. Width and number of vehicle crossings
(1) The maximum number of vehicle crossings
permitted for any site and separation distance
between crossings is specified in Table E27.6.4.2.1.
Table E27.6.4.2.1 Maximum number of vehicle
crossings and separation distance between crossings
(T146) All Other Sites:
-Minimum one vehicle crossing per 25 m of road
frontage
- Minimum 2 m separation between vehicle crossings
serving adjacent sites, unless combined with a
maximum width of 6 m
(1) Complies: Two vehicle crossings are proposed
and there is 90 m of road frontage.
The Firth Road vehicle crossing is at least 14 m from
the nearest vehicle crossing serving an adjacent site.
The Browning Street vehicle crossing is combined
with the adjacent 2 Browning Street vehicle crossing
with a maximum width of 3 m.
(2) The width of a vehicle crossing(s) must meet the
minimum width and not exceed the maximum width
as specified in Table E27.6.4.3.2.
Table E27.6.4.3.2 Vehicle crossing and vehicle access
widths
(T151) Residential zone serving 10 or more parking
spaces or more than six dwellings
-Minimum 5.5 m (or minimum 2.75 m if clear sight
lines and passing bays at 50m intervals are provided)
-Maximum 6 m
(2) Complies: The proposed vehicle crossing is 4.5 m
wide at the boundary, with clear sight lines.
(3) With the exception of vehicle crossings on
unsealed roads, all vehicle crossings must be designed
and constructed to maintain the level, colour, and
materials of the footpath to clearly identify to
vehicles that pedestrians have priority.
(3) Complies: The proposed vehicle crossing will be
built to the required standard.
(5) Where a vehicle crossing is altered or no longer
required, the crossing, or redundant section of
crossing, must be reinstated as berm and/or footpath
and the kerbs replaced. The cost of such work will be
borne by the owner of the site previously accessed by
the vehicle crossing
(5) Complies: The existing vehicle crossing on Surrey
Crescent will be removed and the
kerb/berm/footpath reinstated.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 27
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
E27.6.4.3. Width of vehicle access and queuing requirements
(1) Every on-site parking and loading space must have
vehicle access from a road, with the vehicle access
complying with the following standards for width:
(a) passing bays are provided in accordance with
Table E27.6.4.3.1;
Table E27.6.4.3.1 Passing bay requirements
(T148) All Other Zones with accesses exceeding
50 m
-Maximum 50 m intervals
(b) meeting the minimum formed access width
specified in Table E27.6.4.3.2.
Table E27.6.4.3.2 Vehicle crossing and vehicle
access widths
(T151) Residential zone serving 10 or more parking
spaces or more than six dwellings
-Minimum 5.5 m
(1) Complies: The proposed access is less than 50 m
long and has a minimum internal width greater than
5.5 m.
(2) Access must be designed so that vehicles using or
waiting to use fuel dispensers, ticket vending
machines, remote ordering facilities and devices,
entrance control mechanisms, or other drive-through
facilities do not queue into the adjoining road reserve
or obstruct entry to or exit from the site.
(2) Not Relevant: No entrance control mechanisms
are proposed.
E27.6.4.4. Gradient of vehicle access
(1) The gradient of the access must not be steeper
than specified in Table E27.6.4.4.1:
Table E27.6.4.3.2 Vehicle crossing and vehicle access
widths
(T157) Vehicle Access Serving Residential
- Maximum gradient of 1:5 (20%)
(1) Complies: The maximum gradient of the vehicle
parking and access area is approximately 1:29 (3.5%).
(2) To avoid the underside of the car striking the
ground, as illustrated in Figure E27.6.4.4.2, access
with a change in gradient exceeding 1 in 8 (greater
than 12.5 per cent change) at the summit or a 1 in 6.7
(15 per cent change) at a sag must include transition
sections to achieve adequate ground clearance, refer
to Figure E27.6.4.4.3. Typically, a transition section
requires a minimum length of 2m.
(2) Complies: The maximum gradient of the vehicle
parking and access area is approximately 1:29 (3.5%).
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 28
Table 4: Auckland Unitary Plan: Assessment of Transport Matters
Relevant E27 Standard Assessment
(3) All vehicle access must be designed so that where
the access adjoins the road there is sufficient space
onsite for a platform so that vehicles can stop safely
and check for pedestrians and other vehicles prior to
exiting. This is illustrated in Figure E27.6.4.4.4. The
platform must have a maximum gradient no steeper
than 1 in 20 (5 per cent) and a minimum length of 4m
for residential activities and 6m for all other activities
(3) Complies: The maximum gradient of the vehicle
parking and access area is approximately 1:29 (3.5%).
E27.6.5. Design and location of off-road pedestrian and cycling facilities
(1) The design and location of the proposed facility to
ensure good connections to existing facilities.
(1) Complies: The proposed development provides
multiple pedestrian access points to surrounding
facilities.
(2) The width of the path is designed to accommodate
the anticipated number and type of users.
(2) Complies: The width of the proposed pedestrian
facilities is sufficient to meet the needs of the
development.
(3) The surface of the path is designed to safely
provide for the anticipated number and type of users.
(3) Complies: The proposed pedestrian facilities will
be paved in an all-weather surface.
11.2 Restricted Discretionary Assessment Criteria
The relevant Restricted Discretionary assessment criteria for parking, loading and access which does not
comply with the E27 standards is as follows:
Parking Shortfall:
(5) any activity or development which provides fewer than the required minimum number of parking
spaces under Standard E27.6.2(1):
(a) the amount of parking proposed is sufficient for the proposal having regard to:
i) the nature of the operation including the interaction between activities on the site;
(ii) the availability and accessibility of the site by public transport serving the site;
(iii) the measures and commitments outlined in a travel plan for the site which will reduce the need
for vehicle use to a level where parking demands can be satisfactorily addressed through efficient
use of the proposed parking; or
(iv) the extent to which activities on the site have complementary parking demands.
(b) the effects of parking overspill from the reduction in parking on adjacent activities and on the
transport network;
(c) the extent to which there is public parking on-street or off-street in the immediate vicinity with
capacity and availability at the times required to serve the proposal;
(d) the extent to which the parking requirements of the proposal will be met by entering into a shared
parking arrangement with another site in the immediate vicinity that has available parking spaces
which are not required at the same time as the proposed activity;
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 29
e) the extent to which it is physically practicable to provide the required parking on the site including
in terms of the existing location of buildings and the availability of access to the road; or
As described in the detail of this report, the principles of the Cohaus development are based on shared
use of facilities (including cars) promoting community, and are understood to promote sustainability and
less reliance on private single occupant vehicle travel. As such, while the proposed parking provision is
ten less than the required amount, it is considered sufficient to meet the needs of the development.
This is because demand for parking will be lower compared to single houses that are otherwise
permitted in the single house zone. In addition to the Cohaus principles, the site is located in close
proximity to frequent bus routes and is located in close proximity to existing and proposed cycle facilities
making travel by non-car modes easier and more attractive. As such, the on-street parking demand
generated by the Cohaus development is anticipated to be no more than minor
Should on street parking demand be generated, the proposed Grey Lynn Residential parking scheme will
restrict the ability for this demand to occupy spaces on Browning Street, Firth Road and other streets
north of Surrey Crescent. This is because as a townhouse/apartment development, residents will be
unlikely to acquire parking permits. When considering any on-street parking demand effects on Surrey
Crescent and streets south of Surrey Crescent, it is noted that this area is zoned Residential – Terrace
House/Apartment Buildings and Business – Mixed Use, under which residential developments have no
parking requirements. As such, developments that generate on street parking demand align with the
policies and objectives of the AUP-OIP for this area.
Overall, given the principles of the Cohaus development which will actively discourage car ownership,
the management of parking in the area, and the zoning of land adjacent to the development, it is
considered that technical parking shortfall is acceptable and will not adversely affect the parking supply
on the surrounding streets beyond what is intended by the AUP-OIP.
Stacked parking, reverse manoeuvring:
“(8) any activity or development which infringes the standards for design of parking and loading
areas under Standard E27.6.3 or the standards for design, number, and location of vehicle
crossings and access under Standards E27.6.4.2, E27.6.4.3, and E27.6.4.4:
(a) effects on the safe and efficient operation of the adjacent transport network having regard
to:
(i) the effect of the modification on visibility and safe sight distances;
(ii) existing and future traffic conditions including speed, volume, type, current accident
rate and the need for safe manoeuvring;
(iii) existing pedestrian numbers, and estimated future pedestrian numbers having regard
to the level of development provided for in this Plan; or
(iv) existing community or public infrastructure located in the adjoining road, such as bus
stops, bus lanes, footpaths and cycleways.
(b) effects on pedestrian amenity or the amenity of the streetscape, having regard to:
(i) the effect of additional crossings or crossings which exceed the maximum width;
(c) the practicality and adequacy of parking, loading and access arrangements having regard to:
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 30
(i) site limitations, configuration of buildings and activities, user requirements and
operational requirements;
(i) the ability of the access to accommodate the nature and volume of traffic and vehicle
types expected to use the access. This may include considering whether a wider vehicle
crossing is required to:
• comply with the tracking curve applicable to the largest vehicle anticipated to use
the site regularly;
• accommodate the traffic volumes anticipated to use the crossing, especially where
it is desirable to separate left and right turn exit lanes; o the desirability of separating
truck movements accessing a site from customer vehicle movements; o the extent to
which reduced manoeuvring and parking space dimensions can be accommodated
because the parking will be used by regular users familiar with the layout, rather than
by casual users; “
It is possible that the vertically stacked parking may be allocated to separate dwellings in the Cohaus
development. While this may be non-compliant, it is not anticipated to generate any significant
operational issues. The Cohaus development is founded on principles that promote community through
the use of shared facilities, which includes cars and car parking spaces. It is therefore anticipated that
use of the vertically stacked parking spaces will be easily managed, and that this technical non-
compliance is acceptable.
As a development with over four car parking spaces, it is not compliant for the rubbish truck to reverse
into the site as proposed. However, Firth Road is a short, low volume local road, providing access to low
density residential. As demonstrated in Appendix B, there is sufficient visibility to the driveway. A
rubbish truck reversing into the site a couple times a week at most is therefore unlikely to create any
traffic safety issues and is unlikely to create any effects different to an Auckland Council rubbish truck
collecting bins on-street in the same location. As a low volume street in a low density residential area,
there is also unlikely to be high volumes of pedestrians, therefore the reversing truck is unlikely to
adversely affect the safety of pedestrians. It is also noted that a truck will be clearly visible to
pedestrians, and trucks are generally fitted with reversing beepers, so pedestrians should be fully aware
of the trucks presence if the truck driver has not seen them first. Overall, it is considered that this non-
compliance will not adversely affect road operation or safety, and as such is acceptable.
Proximity of vehicle crossing to intersection:
“(11) construction or use of a vehicle crossing where a Vehicle Access Restriction applies:
(a) this applies where a Vehicle Access Restriction is identified in Standard E27.6.4.1(2) and Standard
E27.6.4.1(3), other than a Vehicle Access Restriction Level Crossing or a Vehicle Access Restriction
Motorway Interchange:
(i) effects of the location and design of the access on the safe and efficient operation of the
adjacent transport network having regard to:
• visibility and safe sight distances;
• existing and future traffic conditions including speed, volume, type, current accident rate,
and the need for safe manoeuvring;
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 31
• proximity to and operation of intersections;
• existing pedestrian numbers, and estimated future pedestrian numbers having regard to
the level of development provided for in this Plan;
• existing community or public infrastructure located in the adjoining road, such as bus stops,
bus lanes and cycleways;
(iii) the practicability and adequacy of the access arrangements considering site limitations,
arrangement of buildings and activities, user requirements and operational requirements,
proximity to and operation of intersections, having regard to:
• the extent to which the site can reasonably be served by different access arrangements
including: o access from another road;
o shared or amalgamated access with another site or sites;
o via a frontage road, such as a slip lane or service road; or
• the extent to which the need for access can reasonably be avoided by entering into a shared
parking and/or loading arrangement with another site or sites in the immediate vicinity.”
The Cohaus development Firth Road vehicle crossing is 8.5 m from the Firth Road/Surrey Crescent
intersection as measured from the boundary where a minimum of 10 m is required. This will be a low
volume vehicle crossing serving only nine parking spaces in a development based on principles that
actively discourage private vehicle travel. The visibility plans in Appendix B demonstrate that sight
distance to and from the proposed vehicle crossing is not compromised. Noting that the infringement
is only 1.5 m, it is not anticipated that this non-compliance will adversely affect the safe operation of the
vehicle crossing.
The vehicle crossing is located as far as possible from the intersection, right up against the northern
boundary on the Firth Road site frontage. The site currently has a vehicle crossing on Surrey Crescent
which will be removed as part of this development, improving the safety of the cycle lanes proposed.
While the site also has frontage to Browning Street where it is possible that a compliant vehicle crossing
could be located, use of the south eastern corner of the site that fronts Firth Road for parking allows for
more efficient development of the site, and minimises any potential impact on the existing Browning
Street trees. Firth Road is therefore considered the best location for this vehicle crossing.
Overall it is considered that the non-compliance is very minor, will not adversely affect road safety,
improves the safety of the proposed cycle lane, and as such is acceptable.
12 ASSESSMENT OF CONSTRUCTION EFFECTS
The effects of construction traffic on the environment will need to be managed to ensure that, from a
transport point of view, the surrounding road network operates safely for all modes of travel. A detailed
Construction Traffic Management Plan (CTMP) will be prepared closer to the commencement of the
construction and will be in accordance with Auckland Council’s standard requirements for such CTMPs
and Transit New Zealand’s Code of Practice for Temporary Traffic Management (COPTTM).
A typical CTMP would include such matters as:
A description of the construction site and a programme and scope of the works
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment 32
Routes to be used by construction traffic to access and egress the site and the adoption of any
measures on these routes to ensure a safe environment for all road users, including existing
residents and pedestrians to ensure that the surrounding road network will continue to operate
in an efficient manner.
The amount of construction traffic expected during each phase of construction
Access for construction vehicles onto the road network from the site and measures to be adopted
at these access points to ensure a safe traffic environment for other road users, especially
pedestrians
Parking for contractor vehicles on the development site thereby ensuring that the on-street
parking effects as a result of the construction activity are minimised.
It is proposed that the implementation of a CTMP be subject to a condition of consent associated with
the proposed development.
Overall it is anticipated that the effects of construction traffic will be able to be safely managed through
the preparation of a CTMP.
13 CONCLUSIONS
Based on the analysis described in this report, it can be concluded that the proposal to relocate the
existing villa and construct a 19 dwelling Cohaus development at 11 Surrey Crescent will result in no
noticeable adverse transport effects relating to the function, capacity, and safety of the surrounding
transport network.
The predicted additional peak hour vehicle trip generation is anticipated to be low at between 6 and 12
vehicle trips per hour and can easily be accommodated by the surrounding road network. The technical
parking shortfall is not anticipated to create any noticeable on-street effects. Further, the layout of the
parking and access is considered acceptable, and the areas of the layout that are not compliant with the
AUP-OIP will not affect the safe and efficient operation of the sites, or the surrounding road network.
Accordingly, it is concluded that there are no transport planning reasons to preclude resource consent
being granted.
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment
APPENDIX A Vehicle Tracking
UP
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
UP
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
of sheets
scale: design:
date:
checked:ref:
drawn:
Level 1, 11 Blake Street, Ponsonby, Auckland | PO Box 47497 Ponsonbyp 09 970 3820 | f 09 970 3890 | www.flownz.com
P:\nord\001 11 Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A180221 - Vehicle Tracking.dwg
issued
8m0a
status
vj1
1 51:200 A3
22/02/2018
nord 001 bcs
rb
rb
a 22/02/2018 11 Surrey CrescentVehicle Crossing Tracking
22/02/2018 11:50 am
NOT FOR CONSTRUCTION NOT FOR CONSTRUCTION
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
500mm clearance (forwards)500mm clearance (reverse)
vehicle tracking key:
Not to Scale
vehicle specs:
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
500mm clearance (forwards)500mm clearance (reverse)
vehicle tracking key:
Not to Scale
vehicle specs:
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
48.8 m²
C1
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
48.8 m²
C1
of sheets
scale: design:
date:
checked:ref:
drawn:
Level 1, 11 Blake Street, Ponsonby, Auckland | PO Box 47497 Ponsonbyp 09 970 3820 | f 09 970 3890 | www.flownz.com
P:\nord\001 11 Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A180221 - Vehicle Tracking.dwg
issued
8m0a
status
vj2
2 51:200 A3
22/02/2018
nord 001 bcs
rb
rb
a 22/02/2018 11 Surrey CrescentParking Space Tracking
22/02/2018 11:50 am
NOT FOR CONSTRUCTION NOT FOR CONSTRUCTION
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle tracking key:
Not to Scale
vehicle specs:
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle tracking key:
Not to Scale
vehicle specs:
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
300mm clearance (forwards)300mm clearance (reverse)
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
300mm clearance (forwards)300mm clearance (reverse)
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
48.8 m²
C1
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
48.8 m²
C1
of sheets
scale: design:
date:
checked:ref:
drawn:
Level 1, 11 Blake Street, Ponsonby, Auckland | PO Box 47497 Ponsonbyp 09 970 3820 | f 09 970 3890 | www.flownz.com
P:\nord\001 11 Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A180221 - Vehicle Tracking.dwg
issued
8m0a
status
vj3
3 51:200 A3
22/02/2018
nord 001 bcs
rb
rb
a 22/02/2018 11 Surrey CrescentParking Space Tracking
22/02/2018 11:50 am
NOT FOR CONSTRUCTION NOT FOR CONSTRUCTION
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle tracking key:
Not to Scale
vehicle specs:
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle tracking key:
Not to Scale
vehicle specs:
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
300mm clearance (forwards)300mm clearance (reverse)
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
300mm clearance (forwards)300mm clearance (reverse)
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
48.8 m²
C1
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
48.8 m²
C1
of sheets
scale: design:
date:
checked:ref:
drawn:
Level 1, 11 Blake Street, Ponsonby, Auckland | PO Box 47497 Ponsonbyp 09 970 3820 | f 09 970 3890 | www.flownz.com
P:\nord\001 11 Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A180221 - Vehicle Tracking.dwg
issued
8m0a
status
vj4
4 51:200 A3
22/02/2018
nord 001 bcs
rb
rb
a 22/02/2018 11 Surrey CrescentParking Space Tracking
22/02/2018 11:50 am
NOT FOR CONSTRUCTION NOT FOR CONSTRUCTION
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
300mm clearance (forwards)300mm clearance (reverse)
vehicle tracking key:
Not to Scale
vehicle specs:
85th Percentile Carvehicle width: 1.87m
lock to lock time: 4.00strack width: 1.77m
turning radius: 5.75mvehicle speed: 5-10kmph
vehicle tracking key:
Not to Scale
vehicle specs:
vehicle chassis outline (forwards)vehicle chassis outline (reverse)
overhang of vehicle (forwards)overhang of vehicle (reverse)
300mm clearance (forwards)300mm clearance (reverse)
Grey Lynn Cohaus, 11 Surrey Crescent Transport Assessment
APPENDIX B Visibility Plan
UP
UP
12.6 m²
STAIR 2
Not Enclosed
GARAGE
83.9 m²
CYCLES / STORE
5m
30m
of sheets
scale: design:
date:
checked:ref:
drawn:
Level 1, 11 Blake Street, Ponsonby, Auckland | PO Box 47497 Ponsonbyp 09 970 3820 | f 09 970 3890 | www.flownz.com
P:\nord\001 11 Surrey Crescent TA\Drawings\5.2 Our Drawings\D2A180221 - Vehicle Tracking.dwg
issued
8m0a
status
vj1-1
1 11:200 A3
22/02/2018
nord 001 bcs
rb
rb
a 22/02/2018 11 Surrey CrescentVisibility Plan
22/02/2018 11:50 am
NOT FOR CONSTRUCTION