Assessment of Transport Effects
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Disclaimer
This is a draft document for review by specified persons at Auckland Transport and the New Zealand
Transport Agency. This draft will subsequently be updated following consideration of the comments
from the persons at Auckland Transport and the New Zealand Transport Agency. This document is
therefore still in a draft form and is subject to change. The document should not be disclosed in
response to requests under the Official Information Act 1982 or Local Government Official Information
and Meetings Act 1987 without seeking legal advice.
Drury Central and Paerata Stations Assessment of Transport Effects
September 2021
Version 1
Prepared for KiwiRail Holdings Limited by Te Tupu Ngātahi
Assessment of Transport Effects
September 2021 | 2 | i Te Tupu Ngātahi Supporting Growth
Document Status
Responsibility Name
Author Siân Marek – Transport Planner
Ayesha Weerappulige – Transport Planner
Reviewer James Ellison – Transport Planning Lead
Liam Winter – Planning Lead
Approver Andrew Murray, Transport Planning Discipline Lead
Craig Hind – Project Lead
Revision Status
Version Date Reason for Issue
0.1 April 2021 First Draft
0.2 May.2021 Final Draft
1.0 September 2021 Final
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Table of Contents
Executive Summary ............................................................................................................ 1
1 Introduction ................................................................................................................ 7
1.1 Background .................................................................................................................... 7
1.2 Purpose and Scope of this Report ............................................................................... 8
1.3 Projects Summary ....................................................................................................... 10
1.4 Report Structure........................................................................................................... 11
2 Assessment Methodology ....................................................................................... 12
2.1 Preparation for this Report ......................................................................................... 12
2.2 Assessment Approach ................................................................................................ 12
2.2.1 Approach to Environment .................................................................................. 12
2.3 Approach to Assessment of Positive Effects ........................................................... 13
2.4 Approach to Assessment of Operational Transport Effects ................................... 14
2.4.1 Transport Guidance and Documents ................................................................ 14
2.4.2 Transport Modelling .......................................................................................... 14
2.4.3 Summary of Approach to Operational Transport Assessment ......................... 16
2.5 Approach to Assessment of Construction Transport Effects ................................. 17
2.5.1 Construction Transport Effects .......................................................................... 17
2.5.2 Temporary Traffic Management ........................................................................ 18
3 Wider Existing and Future Network ........................................................................ 19
3.1 Land Use ....................................................................................................................... 19
3.1.1 Existing Land Use ............................................................................................. 19
3.1.2 Proposed Future Land Use ............................................................................... 19
3.2 Population, Household and Employment Forecasts................................................ 21
3.2.1 Existing Data ..................................................................................................... 21
3.2.2 Future Forecast ................................................................................................. 21
3.3 Transport Network ....................................................................................................... 21
3.3.1 Existing Transport Network ............................................................................... 21
3.3.2 Planned Transport Network .............................................................................. 22
3.4 Walking and Cycling .................................................................................................... 24
3.4.1 Existing Network ............................................................................................... 24
3.4.2 Future Network .................................................................................................. 24
3.5 Public Transport........................................................................................................... 26
3.5.1 Existing Network ............................................................................................... 26
3.5.2 Future Network .................................................................................................. 26
3.6 Parking Facilities ......................................................................................................... 27
3.6.1 Existing Facilities ............................................................................................... 27
3.6.2 Future Facilities ................................................................................................. 28
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3.7 Local Access ................................................................................................................ 28
3.7.1 Existing Access Principles ................................................................................ 28
3.7.2 Future Access Principles ................................................................................... 28
4 Drury Central Station – Assessment of Effects ..................................................... 29
4.1 Project Overview .......................................................................................................... 29
4.2 Existing and Likely Future Environment ................................................................... 30
4.2.1 Existing Local Environment ............................................................................... 30
4.2.2 Likely Local Future Environment ....................................................................... 34
4.3 Project Features ........................................................................................................... 35
4.3.1 Project Implementation ..................................................................................... 36
4.4 Description of Construction Works ........................................................................... 37
4.5 Assessment of Transport Effects............................................................................... 38
4.5.1 Positive Effects .................................................................................................. 38
4.5.2 Assessment of Operational Effects ................................................................... 46
4.5.3 Assessment of Construction Effects ................................................................. 61
4.6 Summary and Conclusions ........................................................................................... 6
5 Paerata Station – Assessment of Effects ................................................................. 8
5.1 Project Overview ............................................................................................................ 8
5.2 Existing and Likely Future Environment ..................................................................... 9
5.2.1 Existing Local Environment ................................................................................. 9
5.2.2 Likely Local Future Environment ....................................................................... 12
5.3 Project Features ........................................................................................................... 13
5.3.1 Project Implementation ..................................................................................... 13
5.4 Description of Construction Works ........................................................................... 14
5.5 Assessment of Transport Effects............................................................................... 16
5.5.1 Positive Effects .................................................................................................. 16
5.5.2 Assessment of Operational Effects ................................................................... 21
5.5.3 Assessment of Construction Effects ................................................................. 34
5.6 Summary and Conclusions ........................................................................................... 4
1 Introduction ................................................................................................................ 2
2 Methodology and assumptions used to calculate GHG emission savings and
reductions ........................................................................................................................... 2
3 GHG emissions generated over time ........................................................................ 3
4 Opportunities to further enhance connection to other modes and systems of
transport .............................................................................................................................. 4
5 Impact of delayed electrification of the rail network ............................................... 6
6 Economic Analysis and Carbon Prices .................................................................... 6
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Appendices
Appendix A – Modelling Assumptions
Appendix B – Inter-dependencies with other projects
Appendix C – CAS Data
Appendix D – GHG Methodology
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Glossary of acronyms
Acronym/Term Description
ADT Average Daily Traffic
AEE Assessment of Effects on the Environment
AFC Auckland Forecasting Centre
AT Auckland Transport
AUP:OP Auckland Unitary Plan Operative in Part
COVID-19 Act COVID-19 Recovery (Fast-track Consenting) Act 2020
BoL Block of Line
CAS Crash Analysis System
CO Carbon Monoxide
CO2 Carbon Dioxide
CTMP Construction Traffic Management Plan
DBC Detailed Business Case
FC Fuel Consumption (measured in litres)
FTN Frequent Transit Network
FULSS Auckland Council Future Urban Land Supply Strategy
FUZ Future Urban Zone
GPS Government Policy Statement
HCV Heavy Commercial Vehicle
KiwiRail KiwiRail Holdings Ltd
MBCM Monetised Benefits and Costs Manual
MoT Ministry of Transport
MSM Macro Strategic Model
NIMT North Island Main Trunk railway line
NoR Notice of Requirement
NO2 Nitrogen Dioxide
NOx Nitrogen Oxide
NZUP New Zealand Upgrade Programme
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Acronym/Term Description
ONRC One Network Road Classification
P2P Papakura to Pukekohe electrification project
PM2.5 Atmospheric particulate matter with diameter of less than 2.5 micrometres
PM10 Atmospheric particulate matter with diameter of 10 micrometres or less
PT Public Transport
RCA Road Controlling Authority
RMA Resource Management Act
RTN Rapid Transit Network
SAMM Strategic Active Mode Model
SAT Station Access Tool
SATURN Meso-simulation modelling software package used for transport assessment – Simulation and Assignment of Traffic to Urban Road Network
SH1 State Highway 1
SH22 State Highway 22
South IBC Te Tupu Ngātahi South Indicative Business Case (2018)
South Rail DBC Te Tupu Ngātahi South Rail Package Detailed Business Case (2020)
SSTMP Site-Specific Traffic Management Plan
The Programme Supporting Growth Programme
Te Tupu Ngātahi Supporting Growth Alliance
Waka Kotahi Waka Kotahi NZ Transport Agency
VOC Volatile Organic Compound
VKT Vehicle Kilometres Travelled
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Glossary of defined terms
Acronym/Term Description
Drury Central Station Project Comprises:
• NoR DC-S – Station Platforms
• NoR DC-I – Interchange Facilities
Paerata Station Project Comprises:
• NoR P-S – Station Platforms
• NoR P-IA – Interchange Facilities and
Station Accessway
The Projects Drury Central Station Project and Paerata Station
Project
The Rail Station Projects Drury Central Station Project, Paerata Station Project
and Drury West Station Project
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Executive Summary
This Assessment of Transport Effects relates to the proposed Drury Central and Paerata Station
Projects, which include stations and associated accessways and interchange facilities (the Projects).
The proposed Projects run alongside the North Island Main Trunk (NIMT) rail line between Pukekohe
and Papakura and connect in with the existing or future proposed wider transport network in the Drury
and Paerata areas.
A transport assessment has been undertaken to consider the operational and construction transport
effects arising from the combined Notice of Requirements (NoRs) for each Project to support the
Assessment of Environmental Effects (AEE). This assessment has been undertaken for both the
existing and future environment.
Assessment undertaken
For the purposes of this report, a similar assessment methodology has been undertaken for both
Drury Central Station and Paerata Station Projects. To assess the transport effects of each Project, a
future scenario is created which includes the planned urban development of the Structure Plans (as
contemplated by the Auckland Unitary Plan: Operative in Part (AUP:OP) and the wider Drury-
Ōpāheke and Pukekohe-Paerata Structure Plans). This scenario is then assessed with and without
the project in order to establish the effects from a transport perspective. The assessment considers
the planned place function and its associated movement effects on key elements of the transport
system, including safety, general traffic, walking and cycling and public transport.
This assessment looks directly at the effects of building and operating the station on the transport
network. In order to do this several forecast years have been employed, including the interim years
2028 and 2038 in addition to a long-term scenario of 2048+. These years have been chosen as they
reflect the scenario modelling years in the Auckland region strategic transport model (macro strategic
model (MSM)), which can therefore provide quantitative data for assessment.
The assessed forecast years allow for an understanding of the effects of the projects both in the long
term as well as the short to medium term. The short-term effects relate to the implementation of the
station with 2028 being analogous to the opening year of the station. The long-term assessment
allows the full footprint of the proposed station to be assessed in line with the principals of route
protection. To ascertain the long-term effects of the Projects, this assessment reviews the transport
effects arising from each of the Projects that comprise of the wider station package in a future context.
Drury Central Station (NoR DC-S and DC-I)
The land use surrounding the proposed Drury Central Station Project location is currently low-density
residential or rural and is planned for future urban development to become predominantly residential.
The existing public transport amenities in the vicinity of the Drury-Ōpāheke area and the Project are
not fit for purpose to support the planned future urban growth.
The Project location is surrounded by several existing roads, including Great South Road, Waihoehoe
Road, Flanagan Road and will be adjacent to the NIMT existing rail line. The existing road network
surrounding the station location (approximately a 500m radius) has a recorded 39 crashes over a 10-
year period, includes a mixture of arterial and local roads, and has limited walking and cycling
facilities available in the area. The closest public transport facilities are via a bus stop on Waihoehoe
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Road, or the existing Papakura Station (5km north of the study area) and Pukekohe Station (14km
south of the study area) which run 2 rail services per hour during the weekday peak period.
The implementation of the Drury Central Station Project will compliment other wider planned
infrastructure in the area, such as the Drury West and Paerata Stations. The Station location will
connect with other future projects such as the Regional Active Mode Corridor and the four-tracking of
the NIMT from Pukekohe to Papakura.
There are several significant adverse effects expected if future growth progresses and the Drury
Central Station Project is not implemented, such as:
Potential Adverse Effects
• An increase in private vehicle trips as modal choice is more limited in the area, resulting in further
trips via car for intra-regional travel
• Associated safety risks with increases of traffic on the road network and increase in conflicts with
traffic and active modes
• Increased congestion on the local and wider network, which has subsequent travel time delay and
environmental impacts
• A decrease in future walking and cycling in the immediate area and public transport use as the facility
acts as a trip generator for these local movements
• Social and economic opportunities will be limited without providing a key access to the Drury
township, as well as providing connectivity intra-regionally to other areas via rail.
All the above will lead to further undesirable transport and land use integration outcomes.
The Project will have significant positive effects to the wider network and future growth in Drury if
implemented, such as:
Positive Effect Description
Accessibility Demand will increase around Drury Central Station as the area develops over time.
Catchment data indicates:
• Job accessibility from the station location increases from 8,200 jobs in
2016, 12,500 jobs in 2028 and to 25,700 jobs in 2048+ within a 5km
catchment.
• By 2028 there will be nearly 50,000 people living within a 5km catchment
to the station, representing around 17,500 households that will be within
be within close proximity of the station.
• The higher catchment provides access to the wider network, with travel
time to key centres improving with the station in the network. This includes
travel time to key centres such as Manukau, Airport and the CBD
improving by 12-14 minutes in the 2048+ where all planned stations exist
in the network, compared to no stations being in the future network.
Public transport
usage
Drury Central Station will improve local and wider modal shift in the future scenario.
Modal shift intra-regionally increases in many Drury areas. The public transport
uptake for people travelling north from the Drury east area is expected to be 16%
higher due to the stations being present in the future network compared to there
being no stations in the future network.
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Positive Effect Description
Active modes The station will act as a key trip generator for active modes, with approximately
3,700 cyclists and 5,200 pedestrians anticipated to access the station daily, under
the 2048+ scenario. Increased travel choice will also have several positive
environmental and health benefits.
Health benefits The number of walking and cycling trips generated due to the trip purpose of Drury
Central Station results in several positive health benefits. Based on assessment,
1,600km of additional walking in 2028 and 8,000km of additional walking in 2048+
within the Southern growth area will be attributed to the stations. This attributes to a
$2.3 million health benefit in 2028 and a $13 million health benefit by 2048+.
Climate Impact
reduction
The reduction in cars from modal shift to a use in the rail network results in having a
positive impact regarding reducing greenhouse gas emissions. The network without
any stations in the 2048+ network increases CO2 emissions by over 3 million kgs,
and fuel consumption by nearly 1.3 million litres.
Safety benefits The inclusion of Drury Central Station to the existing network improves safety given
that the increase in modal shift reduces private vehicle trips for intra-regional
movements, reducing the number of private vehicles on the network.
The Project will have some minor adverse effects, with a number of these being in the existing
environment and can be mitigated. These include:
Minor Adverse Effects
• The closure and realignment of Flanagan Road has impacts on the existing communities’ access
operationally and through construction. This can be mitigated through local road access being redesigned
to suit the future urban context.
• An increase in traffic volumes on the local network occur in the existing environment as a result of demand
to access Drury Central Station. However, these shorter trips reduce the number of longer-trips being
made and therefore create a balanced network benefit, and the changes are minor so therefore will not in
isolation trigger the need to upgrade road capacity.
• The Great South Road/Waihoehoe Road intersection will have longer queue lengths and a reduction in
level of service as a result of accessing Drury Central Station, which may require some intersection
reconfigurations to mitigate this impact.
• Train users using the Pukekohe to Papakura service will have some delay give the additional stop required
on their service, but accessibility to the area is greatly increased
• In the existing environment there are safety concerns with people crossing the rail line prior to facilities
being in place, but this risk will be mitigated through a project safety audit. Furthermore, park and ride
amenities will provide a safe alternative for access for the existing population to the station
• Active mode facilities servicing existing activities adjacent to the station have gaps that could be mitigated
by providing enhanced crossing facilities at the Great South Road / Waihoehoe Road intersection
• Access to seven existing properties will be removed or altered during construction; however, access will
still be maintained.
Overall, the assessment concludes there are a number of positive effects of the Project in the existing
and future environment. Any adverse impacts can be appropriately mitigated.
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Paerata Station (NoR P-S, and NoR P-IA)
The land use surrounding the proposed Paerata Station Project location is currently rural and is
planned for future urban development. The existing public transport amenities in the vicinity of the
Pukekohe-Paerata area and the Project are not fit for purpose to support the planned future urban
growth.
The Project location is surrounded by several existing roads, including SH22 (Paerata Road) and Sim
Road and will be adjacent to the NIMT existing rail line. The existing road network surrounding the
station location (approximately a 500m radius) has a recorded 11 crashes over a 10-year period and
the local surrounding network has limited walking and cycling facilities. The closest public transport is
via the existing Pukekohe Station (5km south of the study area) which runs 2 rail services per hour
during the weekday peak period.
The implementation of the Paerata Station Project will compliment other wider planned infrastructure
in the area, such as the Drury Central and Drury West Stations. The Project location will connect with
other future projects such as the Regional Active Mode Corridor and the four-tracking of the NIMT
from Pukekohe to Papakura.
There are several significant adverse effects expected if future growth progresses and the Paerata
Station Project is not implemented, such as:
Potential Adverse Effects
• An increase in private vehicle trips as modal choice is more limited in the area, resulting in further
trips via car for intra-regional travel
• Associated safety risks with increases of traffic on the road network and increase in conflicts with
traffic and active modes
• Increased congestion on the local and wider network, which has subsequent travel time delay and
environmental impacts
• A decrease in future walking and cycling in the immediate area and public transport use as the facility
acts as a trip generator for these local movements
• Social and economic opportunities will be limited without providing a key access to the Paerata
township, as well as providing connectivity intra-regionally to other areas via rail.
All the above will lead to further undesirable transport and land use integration outcomes.
The Project will have significant positive effects to the wider network and future growth in Paerata if
implemented, such as:
Positive Effect Description
Accessibility Demand will increase around Paerata Station as the area develops over time. Catchment
data indicates:
• Job accessibility from the station location increases from 3,200 jobs in 2016,
4,700 jobs in 2028 and to 9,000 jobs in 2048+ within a 5km catchment.
• By 2028 there will be approximately 25,000 people living within a 5km
catchment to the station, representing around 9,000 households that will be
within be within close proximity of the station.
The higher catchment provides access to the wider network, with travel time to key
centres improving with the station in the network. This includes travel time to key centres
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Positive Effect Description
such as Manukau, Airport and the CBD improving by 11-14 minutes in the 2048+ where
all planned stations exist in the network, compared to no stations being in the future
network.
Public transport
usage
Paerata Station will improve local and wider modal shift in the future scenario. Modal shift
intra-regionally increases in the Paerata areas. The public transport uptake for people
travelling north from Paerata areas is expected to be 16% - 31% higher due to the
stations being present in the future network compared to there being no stations being in
the future network.
Active modes The station will act as a key trip generator for active modes, with approximately 2,900
cyclists and 5,700 pedestrians anticipated to access the station daily, under the 2048+
scenario. Increased travel choice will also have several positive environmental and health
benefits.
Health benefits The number of walking and cycling trips generated due to the trip purpose of Paerata
Station results in several positive health benefits. Based on assessment, 1,600km of
additional walking in 2028 and 8,000km of additional walking in 2048+ within the
Southern growth area will be attributed to the stations. This attributes to a $2.3 million
health benefit in 2028 and a $13 million health benefit by 2048+.
Climate impact
reduction
The reduction in cars from modal shift to a use in the rail network results in having a
positive impact regarding reducing greenhouse gas emissions. The network without any
stations in the 2048+ network increases CO2 emissions by over 3 million kgs, and fuel
consumption by nearly 1.3 million litres.
Safety benefits The inclusion of Paerata Station to the existing network improves safety given that the
increase in modal shift reduces private vehicle trips for intra-regional movements,
reducing the number of private vehicles on the network.
The Project will have some minor adverse effects, with a number of these being in the existing
environment and can be mitigated. These include:
Minor Adverse Effects
• An increase in traffic volumes on the local network occur in the existing environment as a result of demand
to access Drury Central Station. However, these shorter trips reduce the number of longer-trips being
made and therefore create a balanced network benefit, and the changes are minor so therefore will not in
isolation trigger the need to upgrade road capacity.
• Train users using the Pukekohe to Papakura service will have some delay give the additional stop required
on their service, but accessibility to the area is greatly increased
• In the existing environment there are safety concerns with people crossing the rail line prior to facilities
being in place, but this risk will be mitigated through a project safety audit. Furthermore, park and ride
amenities will provide a safe alternative for access for the existing population to the station
• Access to four existing properties will be removed or altered during construction; however, access will still
be maintained.
Overall, the assessment concludes there are a number of positive effects of the Project in the existing
and future environment. Any adverse impacts can be appropriately mitigated.
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Conclusion
Based on the transport assessment for the operational and construction effects and recommended
mitigation, the following can be concluded for each of the Projects:
• Each Project has significant positive effects on the likely future transport environment, including
impacts linked to:
• Accessibility benefits
• Public transport usage
• Active modes
• Health benefits
• Climate impact reduction
• Safety benefits
• Adverse effects are deemed to be appropriately mitigated of any adverse effects, such as through
the use of Construction Traffic Management Plan (CTMP) conditions.
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1 Introduction
1.1 Background
Auckland’s population is growing rapidly; driven by both natural growth (more births than deaths) and
migration from overseas and other parts of New Zealand. The Auckland Plan 2050 anticipates that
this growth will generate demand for an additional 313,000 dwellings and require land for
approximately 263,000 additional employment opportunities. In response to this demand, the
Auckland Unitary Plan Operative in Part 2016 (AUP:OP) identifies 15,000 ha of predominantly rural
land for future urbanisation. To enable the urban development of greenfield land in an integrated
manner, appropriate transport infrastructure needs to be planned and delivered.
Te Tupu Ngātahi is a collaboration between Auckland Transport (AT) and Waka Kotahi New Zealand
Transport Agency (Waka Kotahi) formed to investigate, plan, and deliver route protection for the
transport projects needed to support Auckland’s growth over the next 30 years. As part of this work,
Te Tupu Ngātahi identified the need for three new rail stations at Drury Central, Drury West, and
Paerata (the Rail Station Projects) along the North Island Main Trunk (NIMT) railway line. T
The Rail Station Projects form part of the New Zealand Upgrade Programme (NZUP), a Crown-
funded infrastructure investment programme announced in early 2020, and updated in June 2021.
Through NZUP, KiwiRail has been allocated $495 million towards the delivery of the Rail Station
Projects by 2025. KiwiRail Holdings Limited (KiwiRail) has been identified as the delivery agency
under NZUP and is therefore the Requiring Authority and applicant for the Rail Station Projects.
Te Tupu Ngātahi has been engaged by KiwiRail to prepare the Assessments of Environmental Effects
(AEE) for the Rail Station Projects. Two separate applications are being made to reflect the probable
sequencing of stations:
• Notices of Requirement (NoR) and Resource Consents for Drury Central and Paerata Stations, to
be applied for under the Covid-19 Recovery (Fast-Track Consenting) Act 2020 (Covid-19 Act); and
• Notices of Requirement for Drury West Station, to be applied for under the Resource Management
Act 1991 (RMA).
This assessment addresses the Drury Central and Paerata Stations only. Drury West Station will be
the subject of a separate application, and therefore does not form part of this assessment.
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1.2 Purpose and Scope of this Report
This Assessment of Transport Effects has been prepared to support the AEE for the NoRs and
associated resource consents to construct, operate and maintain two stations: Drury Central Station
and Paerata Station, for KiwiRail.
This report considers the actual and potential effects associated with the construction, operation and
maintenance of the Projects on the existing and likely future environment as it relates to transport
effects and recommends measures that may be implemented to avoid, remedy and/or mitigate these
effects.
The key matters addressed in this report are as follows:
(a) Identifying and describing the transport context of the Project areas;
(b) Identifying and describing the actual and potential transport effects of the Projects (positive
and adverse);
(c) Recommending measures as appropriate to avoid, remedy or mitigate actual and potential
transport effects; and
(d) Presenting an overall conclusion of the level of actual and potential transport effects of the
Projects after recommended measures are implemented.
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Figure 1-1: Station locations within the wider context
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1.3 Projects Summary
This report assesses the transport effects of the Drury Central and Paerata Station Projects identified
in Figure 1-1. The Projects comprise four NoRs, as described in Table 1-1. Refer to Volume 2, Parts
E to F of the AEE for a more detailed description of the Projects.
Table 1-1: Description of Projects and NoRs
Project NoR Description and Location Purpose
Drury
Central
Station
NoR DC-S
To provide for the Drury Central Station
on the NIMT, south of Waihoehoe Road
and north of the existing Watercare pump
station on Lot 1 DP 160625.
This overlaps a portion of the existing
Watercare designation 9566 (Drury Pump
Station) and the KiwiRail designation
6302 (NIMT).
The purpose of the designation is to
develop, operate, and maintain
railways, railway lines, railway
infrastructure, and railway premises as
defined in the Railways Act 2005.
NoR DC-I
To provide for the interchange facilities
and accessways for Drury Central
Station.
These facilities will be located adjacent to
the east of NoR DC-S, east of the
existing rail line, between Waihoehoe
Road and the Hingaia Tributary.
The purpose of the designation is to
develop, operate, and maintain
railways, railway lines, railway
infrastructure, and railway premises as
defined in the Railways Act 2005.
Paerata
Station
NoR P-S
To provide for the Paerata Station on the
NIMT.
This overlaps a portion of the existing
KiwiRail designation 6302 (NIMT).
The purpose of the designation is to
develop, operate, and maintain
railways, railway lines, railway
infrastructure, and railway premises as
defined in the Railways Act 2005.
NoR P-IA
To provide for the interchange facilities
and accessways for Paerata Station.
These facilities will be located adjacent to
NoR P-S, south-east of the existing rail
line.
This overlaps a portion of the existing
Waka Kotahi designations 6704 and
6705 (SH22) and the KiwiRail
designation 6302 (NIMT).
The purpose of the designation is to
develop, operate, and maintain
railways, railway lines, railway
infrastructure, and railway premises as
defined in the Railways Act 2005.
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1.4 Report Structure
This report is structured to include:
• Section 1 – Introduction, including summary description of the Projects
• Section 2 – Assessment Methodology
• Section 3 – Existing and Future Network (including land use and transport network)
• Section 4 – Assessment of Effects – Drury Central Station
• Section 5 – Assessment of Effects – Paerata Station.
In order to provide a clear assessment of each of the Projects, descriptions and assessments have
been separated to reflect each of the Stations.
This report should be read alongside the AEE, which contains further details on the history and
context of the Projects. The AEE also contains a detailed description of works to be authorised within
each Project, likely staging and the typical construction methodologies that will be used to implement
this work. These have been considered by the author of this report and have been considered as part
of this assessment of transport effects. As such, they are not repeated here, unless a description of
an activity is necessary to understand the potential effects, then it has been included in this report for
clarity.
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2 Assessment Methodology
2.1 Preparation for this Report
Several resources were used to support the assessment of transport effects, including:
• Modelling inputs for operational effects are discussed in the Assessment Approach section
below.
• A Construction Method Statement provided for each station (summarised in the AEE), which
was used to assess the actual and potential transport effects of the construction of each
Project.
In addition, a site visit with other specialists working on the Projects was undertaken on 24th
November 2020.
A series of business cases and public engagement activities undertaken for the South Rail Package
of Projects over several years as part of the wider Te Tupu Ngātahi programme, these included:
• Transport for Future Urban Growth Programme Business Case (2016)
• South Indicative Business Case (2018) (South IBC)
• Integrated Transport Assessment Report (2019), which fed into the Auckland Council Drury-
Ōpāheke Structure Plan
• South Rail Package Detailed Business Case (2020), which comprises of route protection for
Drury Central, Drury West and Paerata Stations; four-tracking of the rail line from Pukekohe
to Papakura; and the Regional Active Mode Corridor, routing from Pukekohe to Drury (South
Rail DBC)
2.2 Assessment Approach
The transport assessment methodology outlined in this section is applicable to the Drury Central
Station and Paerata Station Projects. In this report, both the effects to the existing and future
environments need to be assessed. For each Project, the transport assessment outlines:
• Positive effects of each Project in the existing environment (to reflect the positive impacts
linked to the imminent construction) and the future environment (to reflect the impacts in the
longer-term)
• Operational effects of each Project with a focus on the future environment to assess the
maximum extent of impacts. (In some instances, operational effects that will occur in the
existing environment and will be mitigated by the future environment are also detailed)
• Construction effects of Stage One (within the existing environment) and full build of each
Project (set to occur in the future environment)
• Adverse effects and associated mitigations for both construction and operational impacts.
2.2.1 Approach to Environment
A key element of the assessment is the definition of the ‘existing and likely future environment’,
against which the effects are assessed. The Projects are planned to support urban development, with
the stations acting as lead transport infrastructure.
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The driver of the potential effects (i.e. people and vehicle movement) will be greater in the future
environment where full build-out has occurred compared to the existing environment.
To isolate the effects of the planned works, the ‘Existing Environment’ will assess each Project within
the current network.
The effects of the Projects in the ‘Future Environment’ are assessed against the future urban
development using future land use assumptions, with the full-build out being assessed as being in
2048+ (beyond 2048). Future urban development is based on development yield estimates provided
from the Auckland Forecasting Centre and provided through the Macro Strategic Model (MSM).
These yield estimates are derived from assumptions made using the Drury-Ōpāheke and Pukekohe-
Paerata Structure Plans process and aligned with the Future Urban Land Supply Strategy (FULSS).
Any changes from Plan Change submissions that are not in line with the timing of land supply in
FULSS are therefore not included in the land use assumptions.
2.3 Approach to Assessment of Positive Effects
The assessment of positive effects identified the transport benefits associated with having each
Project in the network. Positive effects have been established based on wider themes highlighted in
the South Rail DBC. To assess each positive effect, a mixture of qualitative assessment and
modelling data was used, as summarised in Table 2-1.
Table 2-1: Assessment Methodology for Positive Effects
Positive
Effect Information sources Assessment Method
Accessibility Transport modelling data sets and outputs Catchment analysis of proximity for jobs,
population and households
Travel time comparison to main centres
Public
Transport
Usage
Transport modelling data sets and outputs Assessment of mode shift differences in the
wider network from private vehicle use to PT
usage
Active
Modes
Transport modelling data sets and outputs Assessment of daily walking and cycling trips
to the stations.
Health Transport modelling data sets and outputs
Measures using the Monetised Benefits and
Costs Manual (MBCM)
Assessment of the changes to mode shift and
health benefits
Assessment of emission impacts
Climate
Impact
Reduction
Measures using the MBCM Assessment of emission impacts
Safety
Benefits
Measures using the MBCM Assessment of monetised benefits from crash
savings
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2.4 Approach to Assessment of Operational Transport Effects
For the operational effects assessment, some assessment is discussed for the years 2028 and 2038
where specific issues will arise given the effects of the Stage One station builds. However, most
assessment focused on the full build out of the future urban area in 2048+ to support future
communities (modelling years described in Section 2.4.2.1 of this report). To ascertain the long-term
effects of the Projects, the operational effects assessment assesses the transport effects arising from
the implementation of the Drury Central Station and Paerata Station interchanges, platforms and
accessways (where applicable) in a future context.
The future scenario assessment uses the following approach/assumptions:
• Focus on desired outcomes and footprints
• Focus on a longer-term view, with its inherent uncertainties
• Assumed use of management plans rather than specific design details to manage potential
effects.
Potential operational transport impacts were assessed in regard to the expected outcomes and
effects. This analysis was conducted using:
• Alignment with various policy documents (see section 2.4.1)
• Transport modelling to inform demands and network performance (see section 2.4.2).
2.4.1 Transport Guidance and Documents
Assessment of the Projects against the relevant objectives and policies of the AUP:OP is contained in
the AEE. Within this report, the Projects have also been considered against the outcomes and
objectives of applicable transport design guidance and policy directives including:
• AT’s Transport Design Manual1, which sets out outcomes, engineering design and
construction requirements for the Projects
• KiwiRail Design Standards2, such as T-ST-DE-5212 Rail Infrastructure Design
• AT’s Vision Zero3, which adopts a “Safe System” approach to focus on road safety for all road
users
• Waka Kotahi Road to Zero - New Zealand's Road Safety Strategy4 has been considered
where the Projects interact with the State highway network.
2.4.2 Transport Modelling
Transport modelling has been used to assess some components of the network for quantitative
analysis. For this assessment, a variety of modelling years and tools have been established.
2.4.2.1 Modelling Years and Assumptions
For the AEE report and other specialist reports, 2038 is used as the base for the long-term scenario to
assess effects in the future urban environment when the full build out of the stations have occurred
1 Auckland Transport, Transport Design Manual, 2021 update: Transport Design Manual (at.govt.nz)
2 Information included in the Engineering Specialist Report for the AEE
3 Auckland Transport, Vision Zero, 2019 v1. vision-zero-for-tāmaki-makaurau.pdf (at.govt.nz)
4 Waka Kotahi, Road to Zero, 2019 v1. Road to Zero | Ministry of Transport
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and the area is urbanising. However, the transport assessment has used 2048+ to assess the impacts
of each station as part of the wider long-term transport network. The exact timing of other projects
within the area (e.g. other Te Tupu Ngātahi projects such as the Pukekohe Expressway, SH22 North
Connection, and SH22 South Connection, with further details outlined in Section 3.3.2 of this report)
are not known and the full supporting network is not expected to be in place by 2038. As such, 2048+
was used to assess the effects in the entire future network, assessing against the full growth extent
anticipated.
A number of modelling forecast years have been used for this assessment. The purpose of each
modelling baseline year and Project assumptions are summarised in Table 2-2.
Table 2-2: Assessment Purpose and Assumptions for each Modelling Year
Year Assessment Purpose and Assumptions
2016 Baseline year, which does not include the planned Drury Central or Paerata Stations in the
network
2028 Representative of the existing environment with the inclusion of Drury Central Station and
Paerata Station assumed in the network. Other projects with confirmed funding (e.g. through
NZUP) by this date are also included (refer to Table 5-20 for a list of inclusions).
2038 Drury Central Station, Paerata Station and Drury West Station are assumed in the network, with
the addition of a number of projects planned for implementation by this date (refer to Table 5-20
for a list of inclusions)
2048+ All stations and the South IBC network are included in the model, in addition to other confirmed
projects. Full build-out of development is assumed (refer to Table 5-20 for a list of inclusions)
Detailed modelling assumptions for projects assumed in each year are outlined in Appendix A.
The modelling years have been assessed under various scenarios where the Drury Central and
Paerata Stations are included in the network, and where they are excluded. The different scenarios
which are outlined in Table 2-3 will be referred to when assessing the positive effects and operational
effects in the short term and long term.
There is a considerable degree of uncertainty around the timing and extent of many supporting
projects that were identified in the South IBC. This has been amplified in the short term with the
application to many infrastructure projects of NZUP funding that has accelerated implementation in
many cases. With the announcement that Mill Road will no longer be funded in the South in the near
term, it has pushed back the likely date of implementation. In order to understand better the impact of
Mill Road, separate scenarios were created to understand the effect with and without this project. The
implication of delaying Mill Road is further discussed in the assessment of operational effects.
Table 2-3: Assessed scenarios with descriptions
Scenario Description
No Rail Station Projects
Drury Central, Drury West and Paerata Stations are not present in the future
network
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Scenario Description
No Drury Central Station
Project
Drury West and Paerata Stations are present are in the future network
No Paerata Station Project Drury Central and Drury West Stations are present are in the future network
All Rail Station Projects
Drury Central, Drury West and Paerata Stations are present in the future
network
2.4.2.2 Modelling Tools
For each of the modelling years, assessment has been undertaken using forecasting transport
models, owned by the Auckland Forecasting Centre (AFC), to estimate and compare travel and
network performance. The models used include:
• The Macro Strategic Model (MSM) - which creates estimates of car, truck and public transport
(PT) movements at a regional level based on land use, network and policy inputs. This model
is the primary tool to estimate future PT usage. Generally, this model is run using regional
assumptions as per recent Auckland Transport Alignment Project plans, but with scenario-
specific inputs in the growth areas.
• A local traffic model (SATURN). This uses the traffic demands from MSM on a more detailed
representation of the road network.
• A strategic active mode (walk/cycling) model (SAMM). This tool gives strategic-level
estimates of walking and cycling demands.
• An programme-specific ‘station access tool’ (SAT) that estimates a range of scenarios of
people accessing stations. This uses combined station-access estimates from MSM and re-
estimates potential shift to sub-modes such as walking/cycling, park and ride, bus, based on
relative travel costs and levels of service. This tool is only used to provide estimates of
walking and cycling to major stations.
• SIDRA modelling has been undertaken to assess the operational outputs of key intersections
in the surrounding network and for accessing the stations. MSM was used to inform
assessment of the public transport network components.
In addition to modelling software, Crash Analysis System (CAS) data has also been extracted to
determine crash rates over the past 10 years on any existing alignments. The purpose of extracting
this data was to assess crash trends in the existing environment and understand potential mitigations
that can be made in the surrounding network.
2.4.3 Summary of Approach to Operational Transport Assessment
The operational transport assessment of impacts of each station on the future environment was
undertaken by assessing each network component. For each component, an assessment has been
undertaken ‘without the Project’ and ‘with the Project’ to highlight the impact of having the Project in
the receiving environment.
Table 2-4 summarises how each mode/element of transport has been assessed in terms of
operational effects as a result of the Projects.
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Table 2-4: Assessment Methodology for Operational Effects by Network Element
Network Component Information sources Assessment Method
Changes to the
wider network
Project design drawings
South IBC Map
Assessment of the planned projects within each Project site location and any inter-dependencies
General Traffic Transport Model Tools
(SATURN Model and SIDRA)
Project design drawings
Assessment using key model outputs including traffic volumes and screenline data Assessment of network connection
Safety Transport Model Tool SIDRA
Crash Analysis System (CAS)
database
Project design drawings
Assessment of the Level of Service to determine potential issues associated with an increase in traffic in the surrounding environment Assessment of potential safety risk based on design features Assessment of potential safety risk based on increased or decreased exposure from available mode choice Assessment to determine alignment with AT Vision Zero and Waka Kotahi Road to Zero.
Walking and Cycling Walking and Cycling network
plans
Transport Model Tool SAMM
Assessment to determine alignment with walking and cycling strategic documents and design compliance with Transport Design Manual Assessment using SAMM model outputs
Public Transport Transport Model Tool MSM
and SAT
Assessment of alignment with AT’s strategic public transport documents, and design compliance with AT’s Transport Design Manual as appropriate Assessment of future transport demands using traffic modelling tools Effect of station on access to employment Qualitative assessment of the effects of public transport
Parking Assessment of site
Project design drawings
Assessment of amenities in the surrounding area to the Project site Assessment of the additional provision through Park and Ride facilities
Property Access Project design drawings
GeoMaps (to establish existing
property boundaries)
Assessment of property impact including full or partial acquisition
Note: A Road Safety Audit and Safe System assessments will be done as part of the implementation process.
2.5 Approach to Assessment of Construction Transport
Effects
2.5.1 Construction Transport Effects
For the construction effects of the Projects, it was assumed that Stage One of construction of the
Projects will occur in the existing environment given the planned implementation of these stations by
2024.
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The construction for the full build out footprint was assessed in the future environment when the
planned network is expected to be fully developed. As a result, in the future environment the roads
will be further developed for construction traffic use and mitigation will have to be appropriate for the
increase in urbanisation in the growth areas.
In order to assess the potential construction traffic effects, an indicative construction methodology has
identified the following key elements:
• The expected number of movements related to construction vehicles to and from each
potential construction site access point
• Potential haulage routes noting the cut and fill requirements of the site and potential closures.
Based on the above, the following assessment methodology has been adopted:
• Identification of any locations where the additional volumes are expected to exceed the
available capacity on the network and identify any mitigation measures, if necessary
• Identification of any works that should not occur at the same time.
Other additional qualitative assessments included:
• Identification and assessment of potential conflict areas with vulnerable road users
• Impact of construction traffic on future public transport operations.
2.5.2 Temporary Traffic Management
The impact of any temporary traffic management measures implemented to undertake the Projects
will be assessed prior to construction when a greater level of detail is available in terms of the specific
construction methodology and traffic environment. It is noted that the construction of the stations will
be ‘offline’ and therefore the temporary traffic management will focus on site access.
Access to the sites will be through a mixture of access points off the existing road network and
components of the future planned road network, such as the new accessways to each of the stations.
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3 Wider Existing and Future Network
This section provides the wider transport context around what the existing and the likely future
environment will look like in the areas in which the Projects are proposed in a 2048+ scenario.
3.1 Land Use
3.1.1 Existing Land Use
The study areas of Drury-Ōpāheke and Pukekohe-Paerata largely comprise of rural residential, and
agricultural land. There is limited infrastructure in these areas. There are business industrial zones in
Drury Central, to the west of Great South Road and in the southeast area of Drury, near Quarry Road.
There is a residential area near Paerata and the area between Paerata and Pukekohe is
predominantly rural. The Pukekohe area comprises residential and business areas.
3.1.2 Proposed Future Land Use
As discussed in the AEE report, the Drury-Ōpāheke Structure Plan and the Pukekohe-Paerata
Structure Plan outline the expected pattern of urban development and the future transport projects
(subject to planning and funding approvals) surrounding the Project areas. The Structure Plans and
AUP:OP zonings are shown in Figure 3-1 and Figure 3-2.
Figure 3-1: Drury – Ōpāheke Structure Plan and AUP:OP zoning
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Figure 3-2: Pukekohe-Paerata Structure Plan and AUP:OP zoning
There are some known Plan Changes in the area that will impact on the future land use, including:
• Drury Centre (PC 48), which proposes to rezone 95 ha in Drury from FUZ to a mix of
business (metropolitan centre and mixed use) and open space zones; and apply a Precinct to
the area
• Drury East (PC 49), which proposes to rezone 184 ha of land in Drury from FUZ to a mix of
residential (terrace housing and apartment buildings, mixed housing urban and suburban) and
business (mixed use) zones; and apply a Precinct to the area.
Waihoehoe (PC 50) which proposes to rezone 49 ha of land in Drury from FUZ to a residential
(terrace housing and apartment buildings) zone; and apply a Precinct to the area. It is also noted that
Paerata Rise5 is a development currently underway to the west of the existing railway line at Paerata,
within the Residential – Mixed Housing Urban Zone. It is planned to consist of approximately 4,500
dwellings on 300 ha of land, with 5ha of green spaces that will integrate with Paerata Station.
The structure plan shows indicative locations of local and collector roads in the growth areas.
However, the location and design of local and collector roads are subject to detailed plan changes
and sub-division planning. Hence, the exact local network location is not confirmed.
5 https://Paeratarise.co.nz/master-plan/
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3.2 Population, Household and Employment Forecasts
3.2.1 Existing Data
The Southern growth area6 is approximately 20km south of Auckland’s central city and is
approximately 30km in length. In 2016, the number of households in the overall South area (which
includes Takanini, Drury and Pukekohe) was approximately 61,0007. The population was
approximately 192,000 and there were approximately 44,000 jobs in the South area.
3.2.2 Future Forecast
As previously noted, the Southern growth area makes up the largest proportion of future urban areas
in Auckland (45%). It includes the large future urban areas of Takaanini, Ōpāheke Drury, Drury West,
and Pukekohe-Paerata. There are live-zoned areas currently under development in both Drury West
and Pukekohe-Paerata.
The Te Tupu Ngātahi South IBC established the following main assumptions and findings:
• Growth in the overall South area is expected to rise from 61,000 dwellings in 2016 to 131,000
by total build out in 2048+. This is expected to cater for a population of 356,000 people by
2048+, in comparison to 193,000 in 2016. 8
• The bulk of the South’s growth is anticipated to occur within the Drury-Ōpāheke growth area,
increasing from a current population of just over 3,300 to a population of around 62,000 by
2048+. Provision of employment opportunities is expected to rise from 2000 in 2016 to 11,300
in 2048+.
3.3 Transport Network
3.3.1 Existing Transport Network
State Highway 1 (SH1) is a strategic link facilitating regional movement and access to Drury,
Papakura, and North Waikato. The state highway is also a key route between South Auckland and the
Auckland CBD. State Highway 22 (SH22) also provides a key link to southern areas such as Paerata,
Pukekohe, Patumahoe and Waiuku. Urban arterials within the South network include Great South
Road, which provides access between the state highways and local roads. Many local collector roads
are in the network, including Waihoehoe Road, Burtt Road and Sim Road.
The NIMT 2-track rail line runs through the existing stations located at Papakura and Pukekohe. The
section of the rail line between Papakura and Pukekohe is used for rail freight9 and passenger trains
(2 trains per hour in the peak period). The passenger trains using this section of the track are
currently diesel, and the line is planned to be electrified under the KiwiRail Papakura to Pukekohe
electrification project (P2P)10.
6 The ‘southern growth area’ encompasses the Future Urban Zones and growth planned from Takaanini southbound to Pukekohe at the Waikato
border 7 MSM Model I11.5, 2016 data
8 MSM Model I11.5
9 Timetable for existing freight movements: Rail Freight Timetables | KiwiRail Freight
10 Papakura to Pukekohe electrification: https://www.kiwirail.co.nz/what-we-do/projects/amp/papakura-to-pukekohe-electrification/
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3.3.2 Planned Transport Network
There is planned growth in South Auckland which will require interventions through a planned wider
network to support the growth. As the growth in South Auckland intensifies, there will be an increased
demand on the existing transport network. Without suitable improvements, this could lead to issues
such as increased exposure to conflicts between modes.
To support the wider growth, the following future transport projects is planned through the Te Tupu
Ngātahi (Supporting Growth) Programme over the next 30+ years, with indicative implementation
timings shown11:
• Drury Central Station (implementation of Stage One by 2024) – assessed in this report
• Paerata Station (implementation of Stage One by 2024) – assessed in this report
• Drury West Station (implementation by 2028) – will be the subject of a separate assessment
• Four-tracking of the rail line from Pukekohe to Papakura (implementation by 2048+) – will be
the subject of a separate assessment
• Regional Active Mode Corridor (Pukekohe to Papakura) Papakura (implementation by 2048+)
– which will be the subject of a separate assessment
• Waihoehoe Road Frequent Transit Network (FTN) and upgrade (part of the Drury Arterial
Network package) (implementation by 2038) – NoR application lodged in January 2021
• SH22 upgrade to urban arterial (part of the Drury Arterial Network Package) (implementation
by 2038) – NoR application lodged in January 2021
• Full extent of SH22 North Connection (a new urban arterial connecting to the station covered
through NoR DW-A) (implementation by 2038) – will be the subject of a separate assessment
• Full extent of SH22 South Connection (a new urban arterial that will be an extension to the
station accessway (NoR P-IA) and will extend to join the Pukekohe Expressway)
(implementation by 2038) – will be the subject of a separate assessment
• Takaanini FTN and Rail Crossing Upgrades (implementation by 2038) – will be the subject of
a separate assessment
• Pukekohe Expressway (part of the Pukekohe Package) (implementation by 2038) – will be
the subject of a separate assessment
• Mill Road (implementation by 2028) – will be the subject of a separate assessment.
The indicative strategic transport network for South Auckland is shown in Figure 3-3.
The projects listed above were identified as part of the South IBC that developed the transport
network for the south. These projects are needed to support the urbanisation of the South and are an
important component of realising the envisaged housing yields. In the short term there maybe
uncertainty in the timing of many of these projects. The approach to delivering the network identified
in the South IBC has broken the network down and seeks to deliver them in smaller discrete
packages. It is therefore inherent that some business cases will be delivered before others, meaning
that the timing risk has to be managed.
11 Funding currently allocated to Drury Central Station, Paerata Station and Mill Road through the New Zealand Upgrade Programme
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Figure 3-3: Southern growth areas – indicative strategic transport network
It is noted that the exact location of projects in the South IBC have since updated through further
work. Other planned or proposed transport projects outside of the Te Tupu Ngātahi scope include:
• Papakura to Pukekohe P2P rail line electrification, with enabling works currently underway
(KiwiRail)
• SH1 Papakura to Bombay active modes connection and SH1/ SH22 intersection upgrade
(Waka Kotahi). These measures are part of the wider SH1 Papakura to Bombay project which
includes route protection for additional land capacity
• Hamilton to Auckland intra-regional services, which assumes additional track capacity will
exist and that the Drury Stations will exist in the longer-term.
Further details of the inter-relationships with these projects and each NoR are summarised in
Appendix B.
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3.4 Walking and Cycling
3.4.1 Existing Network
Currently, there are limited walking and cycling facilities available in the southern growth area. No
regional cycling network exists for the southern growth area and no infrastructure is in place to
provide connectivity between areas for active mode users. Footpaths are provided along a few local,
collector and arterial roads such as along sections of Great South Road. There are no separated
walking and cycling facilities within the network.
With regard to wider network amenities, the Papakura to Bombay SH1 Upgrade Project, Stage One A
is an existing consented project, which includes a segregated active modes network running
alongside SH1. Applications for the remaining stages of this this project are expected to be lodged
later this year. This project is planned to tie in with the proposed Regional Active Mode Corridor
Project, which will extend from Pukekohe to Drury. That project is part of the broader Te Tupu Ngātahi
programme and will be the subject of a future assessment (currently unconsented).
3.4.2 Future Network
Figure 3-4 shows the indicative active mode corridor and cycling network planned in South Auckland
by Te Tupu Ngātahi in the future scenario. Strategic future walking and cycling facilities are planned
along the following routes:
• The Regional Active Mode Corridor from Pukekohe to Drury (to link in with the Papakura to
Bombay SH1 Upgrade Project as stated above)
• Waihoehoe Road Upgrade and FTN, segregated cycle and pedestrian facilities
• Jesmond Road Upgrade and FTN, segregated cycle and pedestrian facilities
• SH22 Upgrade, segregated cycle and pedestrian facilities
• SH22 North Connection, segregated cycle and pedestrian facilities
• SH22 South Connection, segregated cycle and pedestrian facilities
• Pukekohe Expressway, segregated cycle and pedestrian facilities.
For the wider programme, a future cycling network has been added along all arterial/strategic routes
to increase connectivity and mode choice via this mode. However, the local, collector and greenway
connections are expected to be delivered by developers in the area which will link the strategic cycle
routes proposed. The strategic cycle routes proposed along the Te Tupu Ngātahi projects are shown
in Figure 3-4.
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Figure 3-4: Te Tupu Ngātahi Indicative Regional Active Mode Corridor and Cycling Network
A walking and cycling network is expected in the future environment to cater for the increased uptake
in active modes within Drury and Paerata as the areas urbanise. There are several key attractors
which imply walking and cycling will significantly increase as growth progresses. These include the
planned significant urban growth with a variety of terrace housing and apartments, local centres,
mixed urban and suburban housing.
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3.5 Public Transport
3.5.1 Existing Network
Currently, there are a limited number of bus routes within the southern growth area given that the
area is not yet urbanised. There are no direct links to the wider Auckland network north of Papakura,
and passengers will need to take two or more buses for their journeys between certain areas in the
south and the Auckland CBD. Auckland Transport’s existing public transport system is based on a
hub and spoke model. This model requires transfers between routes however, buses tend to operate
more frequently and connect with other service routes. The network is based on three principles:
frequency, connectivity, and simplicity, and aims to maximise the resources within the network12.
In terms of existing bus services:
• There are local bus services within Pukekohe which provides access within the township
• There are also buses which serve a link between Pukekohe and other southern townships
such as Waiuku and Tuakau
• There is also a bus service which provides a link between Pukekohe and Paerata. There is
one service which travels between Papakura and the CBD; however, is limited to the peak
hours
• There is one bus service which provides connectivity between Papakura station and Drury via
Great South Road
• Currently there is no public transport serving the Drury East area and there are no direct bus
routes between Drury and Pukekohe.
There are no stations close to the Drury or Paerata area, which is compromising the ability of the
community to access the key north-south rail service (between Pukekohe and Auckland CBD). The
closest railway stations are Papakura Station and Pukekohe Station. Papakura Station has nine bus
services that connect via the bus interchange, and six rail services per hour during the weekday peak
period. Pukekohe Station also has bus services that connect via the bus interchange and two rail
services per hour during the weekday peak period.
3.5.2 Future Network
Aside from the proposed stations, there are other planned public transport facilities in the southern
growth area, including an expanded bus network including routes that are part of the FTN, RTN,
connector or local buses. These facilities are proposed to connect Drury and Paerata both intra-
regionally (to places such as the Auckland City Centre, Manukau and Auckland Airport), and locally
(to surrounding town centres). Related projects include:
• FTN routes, connecting to the wider Drury-Ōpāheke area
• Additional bus routes, including services proposed by AT to support future urban development
within Paerata and Drury.
The future public transport routes for the area surrounding the Project is shown below in 3-5. Planned
services include13:
• #33 Great South Road, 7.5 services in peak periods
12 https://at.govt.nz/projects-roadworks/new-public-transport-network/
13 Based on the Auckland Transport 2048+ Remix file, accessed 27.01.21
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• #37 Drury and Opaheke, 8.5 services in peak periods
• #374 Opaheke East, 6 services in peak periods
• #376 Ramarama, 6 services in peak periods
• #390 Paerata, 5 services in peak periods
• #394 Helvetia Road, 5 services in peak periods
• NIMT rail service, six services in peak periods.
Figure 3-5: Indicative Future Public Transport Network (2048+)14
The three train stations in the future network will act as key nodes in the public transport network.
3.6 Parking Facilities
3.6.1 Existing Facilities
Currently, there are no dedicated major parking facilities apart from those available in Papakura and
Pukekohe town centres. There are a few uncovered and covered public parking areas in Papakura as
well as parking at Papakura Station. There are also some uncovered public parking areas in
Pukekohe and near the Pukekohe Station. There are limited parking areas in the Drury township.
14 Taken from the AT Remix file (accessed 27.01.2021)
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3.6.2 Future Facilities
Each of the Projects’ station interchange will have station parking facilities which will facilitate park
and ride users to access the stations. Proposed park and ride provision at the Drury Central and
Paerata Stations is described in Sections 4.3 and 5.3 of this report. Park and ride and station
interchange facilities are also proposed at the future Drury West station.
3.7 Local Access
3.7.1 Existing Access Principles
The existing properties adjacent to corridors within the southern growth area network have access
either to side roads or direct property access connected to residential and rural zones with agriculture,
rural lifestyle blocks, and some local businesses (light industry and local centres). Given the current
low-density land use and low traffic environment, property access/egress turn exposure is expected to
be low. However, the high-speed environment on corridors such as Waihoehoe Road does present a
safety concern to existing properties with direct access onto these roads. Any future growth
surrounding these corridors will increase safety risk and exposure, whilst also increasing the demand
for driveway points along these corridors. Specific corridors that impact access are specified in
Sections 4.5.2 and 5.5.2 of this report.
3.7.2 Future Access Principles
Properties will not have direct access onto the station footprint or accessways in the future
environment. Any existing driveways which are impacted by the Projects will be rerouted onto the
local network. This principle is based on the high traffic flow per day expected along some corridors
such as SH22, where vehicular accesses and driveways off main, high volume corridors is preferred
to be limited. Corridors such as SH22 are associated with limited access classification and direct
property access is not recommended onto the network in these instances, given the potential negative
safety implications. If access were provided, the anticipated traffic volumes and multi-lane crossing
manoeuvres will undermine Vision Zero as vehicles using driveways will conflict with other modes. In
addition, driver and active mode safety will be compromised through merging movements into traffic
flow.
Properties which are near the proposed stations and require full acquisition will not require addressing
of property access impacts. There are several examples of partial acquisition of properties where
property access will need to be addressed and provided. Refer to sections 4.5.2.2, and 5.5.2.2
‘Property Access’, for reference to the property access impacts of the Drury Central Station and
Paerata Station, respectively.
As the southern growth area develops, some existing property accesses will be re-routed onto the
collector road network where appropriate.
Some existing properties will face a minor diversion impact on the main network given that limited
(left-in and left-out only) direct property access will be permitted. While some properties may require
longer routes for access (such as where right turn access is banned), these effects are expected to be
offset by the significant improvement to safety.
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4 Drury Central Station – Assessment of Effects
This section is structured with the following sub-sections:
1) Project overview
2) Existing and likely future environment
a. Existing environment surrounding Drury Central Station
b. Likely future environment surrounding Drury Central Station
3) Drury Central Station Project features
4) Description of construction works
5) Assessment of transport effects
a. Positive effects
b. Assessment of operational effects
c. Assessment of construction effects
6) Summary and conclusions
4.1 Project Overview
The Drury Central Station Project (the Project) comprises the following NoRs (refer Figure 4-1):
• NoR DC-S - Train station platforms and platform buildings
• NoR DC-I - Interchange facilities
The footprint and the drawings (Appendix 1 of the AEE) has been prepared for assessment purposes
and are indicative only. The design will be confirmed at the detailed design stage.
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Figure 4-1: Drury Central Station platform and facilities
4.2 Existing and Likely Future Environment
The AEE details the existing and likely future environment for each Project. A high-level summary of
the existing and future transport network in the wider Drury area is outlined in Section 3 of this report.
This section describes the contextual base of the existing and likely future environment specific to the
Drury Central Station Project. The existing environment is assumed to reflect the environment for the
construction of Stage One of the Project, and the likely future environment is assumed to reflect the
environment for construction of the full build out. The assessment of operational effects will describe
the immediate effects during the short term (2028) and assess the impact of the future environment
(2048+) both with and without the Project in the network.
4.2.1 Existing Local Environment
The current land use surrounding the Project is largely greenfield land, low-density residential and
rural zones with agriculture and rural lifestyle blocks. Residential development is underway at the
Auranga Development on Bremner Road in Drury West. Industrial zoned land is located on Bremner
Road, Norrie Road and Great South Road and this connects to the existing Drury town centre.
Bremner Road acts as an east-west connection between Drury East and Drury West over SH1.
Figure 4-2 provides an aerial of the current land use environment.
Figure 4-2: Current land use surrounding Drury Central area (GeoMaps, aerial map 2017)
4.2.1.1 Existing Transport Network
The existing transport network on and surrounding NoR DC-S and NoR DC-I can be summarised as
follows:
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• Great South Road is an urban two-lane arterial providing access onto SH1. Great South Road
has a 50km/h speed limit with limited walking and cycling facilities. Currently there is a public
transport route north of the Waihoehoe Road and the Great South Road intersection
• Waihoehoe Road is a two-lane primary collector connecting the existing Drury town centre
with residential areas. The road has a 70km/h speed limit with limited walking and cycling
facilities and no public transport
• Flanagan Road is a 70km/h, rural, two-lane, low volume road providing access to number of
properties. A section of the road runs parallel to a section of the NIMT
• SH1 is a 100km/h high volume state highway providing a regional link
• Kathy Henry Lane is a local access road for 10 properties
• The NIMT is the 2-track existing rail line. This section of the rail line is used for rail freight and
passenger trains from Pukekohe to Papakura (two trains per hour in the peak period). The
passenger trains using this section of the track are currently diesel, and the line is planned to
be electrified under the KiwiRail Papakura to Pukekohe P2P electrification project15.
4.2.1.2 General Traffic
The existing traffic volumes on Great South Road, Waihoehoe Road, Flanagan Road, and other
adjacent roads were retrieved from Mobile Roads, using the latest data available (from December
2019 to June 2020). The volumes extracted were either estimated or actual data available from the
State Highway New Zealand database and Auckland Council databases.
Table 5-1 summarises the average daily traffic (ADT) with the percentage of heavy commercial
vehicles (HCVs) on each road retrieved from Mobile Roads data as well as the existing road
classifications from One Network Road Classification (ONRC). Survey dates can be actual or
estimated – referred as “Act” or “Est” in the below table.
Table 4-1: Existing Traffic Volumes on roads surrounding the network16
Road Name Road Classification Survey Date
(Mobile Roads)
5 Day
ADT
% HCV
Great South Road Arterial June 2020 (Est) 14,710 9%
Flanagan Road Low Volume June 2020 (Est) 170 5%
Kathy Henry Lane Low Volume June 2020 (Est) 70 5%
Firth Street Arterial June 2020 (Est) 2,950 23%
Waihoehoe Road west of
Flanagan Road Primary Collector June 2020 (Est) 4,210 10%
Waihoehoe Road east of
Flanagan Road Primary Collector June 2020 (Est) 2,370 2%
15 Papakura to Pukekohe electrification: https://www.kiwirail.co.nz/what-we-do/projects/amp/papakura-to-pukekohe-electrification/
16 Mobile Roads traffic data may be impacted by nationwide COVID lockdown
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Road Name Road Classification Survey Date
(Mobile Roads)
5 Day
ADT
% HCV
SH1 High Volume (state
Highway)
December 2019
(Est) 57,180 9%
The existing traffic volumes on Flanagan Road are relatively uncongested. Waihoehoe Road has a
moderate amount of congestion and Great South Road is congested and operating near capacity.
SH1 is very congested during commuter peaks with extensive queues, which often leads to diversion
to Great South Road (the only north-south alternative) through the Drury/Waihoehoe Road
roundabout.
There are a number of intersections in the surrounding network. The current intersection layout with
Waihoehoe Road and Great South Road is a one lane roundabout. Waihoehoe Road has a number of
roads that intersect with it via uncontrolled intersections, such as Tui Street, Flanagan Road and
Kathy Henry Lane; as well as give-way controls intersections such as with Fitzgerald Road. A large
signalised intersection is located at the SH1 Drury interchange.
4.2.1.3 Safety
Crash history has been obtained for the sections of Great South Road and Waihoehoe Road that are
within 500m radius of the Project. CAS was used to provide a high-level understanding of crash
patterns and safety concerns. The crash data has been extracted for a ten-year period from January
2010 to December 2019 (inclusive). Any crashes reported to date in 2020 were also analysed and
taken into account.
Overall, there have been 39 crashes reported during the selected crash period, consisting of two
serious crashes and twelve minor injury crashes. Of these crashes:
• Most of the crashes were a result of crossing/ turning crashes and rear end obstructions
• 21 of the 39 crashes occurred at the roundabout between Great South Road and Waihoehoe
Road
• One serious head-on crash occurred at the intersection between Waihoehoe Road and
Flanagan Road
• 30 of the total crashes occurred at intersections while the remaining nine reported crashes
occurred at midblock locations.
Of the 39 number of crashes recorded, those involving vulnerable road users such as cyclists and
pedestrians included:
• Two minor crashes involving a collision between a vehicle and cyclist at the roundabout of
Waihoehoe Road and Great South Road, which resulted in injury to the cyclists on both
occasions. An additional collision between a cyclist and a vehicle was also reported at this
roundabout but did not result in any injuries
• A minor crash involving the collision of a vehicle and pedestrian occurred on Waihoehoe
Road, near the roundabout with Great South Road
• One minor crash occurred near 257 Great South Road which involved the collision between a
vehicle and cyclist
• A crash was also noted in the 2020 data which involved a westbound travelling vehicle hitting
a child outside 45 Waihoehoe Road.
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A further breakdown of the data is summarised in Appendix C.
4.2.1.4 Walking and Cycling
The existing roads surrounding the Project area vary in speed limits of 50km/h and 70km/h. There are
limited or no dedicated active mode facilities in the area, resulting in high conflict and unsafe
conditions between general traffic and vulnerable road users.
The current environment is typical of a rural transport environment and will not safely accommodate
expected future active mode growth if there are no changes to the amenities. The only dedicated
walking and cycling facilities are around the existing Drury town centre, where footpaths exist on
some sections of the route. There are no cyclist facilities and very limited pedestrian facilities provided
along Flanagan Road. A footpath commences at the intersection of Flanagan Road and Waihoehoe
Road and terminates outside 28 Flanagan Road. There are no active mode facilities along the rest of
the corridor.
There are limited active mode facilities on Waihoehoe Road, with a narrow footpath on the northern
side of the corridor next to traffic with a 70km/h speed limit. There is a footpath on the eastern side of
Great South Road which has many pinch points further south. There is a pedestrian refuge island and
associated pram crossings on the northern arm of the Great South Road and Waihoehoe Road
roundabout. However, there is no protected midblock or signalised crossing, creating difficulty for
pedestrians to cross the arterial. Future expected increases in the number of pedestrians and cyclists
will exacerbate this crossing difficulty.
With regard to wider network amenities, the Papakura to Bombay SH1 Upgrade Project, Stage One is
an existing consented project, which includes a segregated active mode network running alongside
SH1. Applications for the remaining stages of this this project are expected to be lodged later this
year. This project is planned to tie in with the Regional Active Mode Corridor Project, which will extend
from Pukekohe to Drury. That project is part of the broader Te Tupu Ngātahi Programme and will be
the subject of a future assessment (is currently unconsented).
4.2.1.5 Public Transport
Based on the existing AT Public Transport Network17, there is one bus service which serves the area
through Great South Road. The nearest bus stop within the study area that facilitates this bus service
is located at the Waihoehoe Road/Great South Road intersection.
There are no stations close to the Project area, which reduces the ability of the community to access
the key north-south rail service (between Pukekohe and Auckland City Centre). The closest railway
stations are Papakura Station and Pukekohe Station, which are approximately 5km north and 14 km
south of the Project respectively. Papakura Station has approximately 200 park and ride spaces, bike
racks and nine bus services that connect via the bus interchange and runs six rail services per hour
during the weekday peak period. Pukekohe Station has approximately 80 park and ride spaces, bike
racks and services bus services that connect via the bus interchange and runs two rail services per
hour during the weekday peak period.
17 Bus Train Ferry (at.govt.nz)
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4.2.1.6 Parking Facilities
There are no substantial parking facilities within the immediate area, with a small number of parking
spaces outside of businesses along Great South Road for customer parking. These businesses have
individual customer parking. There are no dedicated parking spaces within the cross-section of
Waihoehoe Road, Great South Road or Flanagan Road. While there are limited parking areas in the
Drury township, there is dedicated parking for the town hall and sports recreation club on Tui Street,
north of the project area.
4.2.1.7 Local Access
Existing properties within the Project site location have direct access to the wider network via
driveways along Flanagan Road and Waihoehoe Road. There are several businesses which have
direct access from Great South Road.
4.2.2 Likely Local Future Environment
This section supplements the information in Section 3 of this report, providing information on the
planned surrounding future environment that the Project will sit within. This assumes a 2048+
scenario, which includes all planned projects in the area being implemented.
4.2.2.1 Planned Transport Network
As the area surrounding the Project urbanises over time, general traffic flows are expected to
increase. The Drury Central Station Project is part of a wider planned future network, as shown in the
South IBC18, which includes:
• An FTN network along Waihoehoe Road West (routing from Great South Road to Fitzgerald
Road intersection) and an extension to Bremner Road (routing from Waihoehoe Road West
along Norrie Road and connecting with the existing Bremner Road). Both sections of road will
be 50km/h arterials with two general traffic lanes, two priority lanes and space dedicated to
active modes
• Mill Road, a 50km/h-80km/h strategic road with four general traffic lanes and space dedicated
to active modes
• Waihoehoe Road East (routing from Fitzgerald Road to Drury Hills Road intersection), a
50km/h arterial road with two general traffic lanes and space dedicated to active modes
• An FTN route on a new road, Ōpāheke North-South Arterial (routing from a new intersection
with Fitzgerald Road/Waihoehoe Road to a new intersection with Hunua Road), which will be
a 50km/h arterial road with two general traffic lanes and two priority lanes and space
dedicated to active modes
It is noted that the project descriptions are based on assumptions of work to date or information
provided in the South IBC and may be subject to change.
Surrounding the project includes the assumption of the realignment of Flanagan Road, a local access
road of 50km/h with two general traffic lanes. The existing road which currently intersects with
Waihoehoe Road will be closed and rerouted to retain connection to the existing landuse in the south.
Potential realignment of this access to the east of the Project site is indicated in current developer
plans but is not within this Project scope, however the Project does not preclude this connection in the
18 https://www.supportinggrowth.govt.nz/assets/2019-Launch-Website/IBCs/620f869fef/South-Indicative-Business-Case-for-Route-Protection.pdf
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future. Rather, it is assumed that Flanagan Road access will initially be retained, and then be rerouted
from its existing connection with the network once the build out of the Waihoehoe FTN is
implemented.
Figure 4-3 shows the indicative location of Drury Central Station and the planned surrounding future
network.
Figure 4-3: Indicative Drury Central Station Location and associated Future Network (based on Te Tupu
Ngātahi alignments assumed from the IBC network)
4.3 Project Features
Full construction of the Drury Central Station Project will include a new four platform station with
eastern and western entrance buildings and two pedestrian overbridges connecting the platforms.
The construction works will also include adjacent areas for a bus interchange, pick up/drop off and a
park and ride carpark.
Indicative key features of the full build of the Project include the following:
• Four platforms
• Station buildings
• Bridge access to the platforms and station buildings
• Bus interchange and layovers
• Park and ride facilities / kiss-and-ride for approximately 500 cars
• Bicycle storage for approximately 500 bicycles
• Internal road / path access from Waihoehoe Road.
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4.3.1 Project Implementation
The Drury Central Station Project will be implemented in stages to align with current and future land
use scenarios, changes in usage demands over time and the availability of transport funding. The first
stage of construction is funded under NZUP and is intended to be completed by 2024. The Project
seeks to provide for the long-term development of the station and its precinct. The exact timing of
future stages for these stations is uncertain beyond Stage One as this will be driven largely by the
rate of growth and urbanisation of the surrounding area. However, it is expected that station
components will evolve over time to meet changing demand levels. For example:
• The size and number of platforms will increase over time as the usage of the station
increases, and third/fourth tracks are added to the rail corridor (as part of a separate track
expansion project); and
• Park-and-ride facilities are assumed to be the main means of access in the short term but
may be consolidated over time as other access modes increase.
In light of the above, an effects envelope-based approach to designating the land and consenting the
activities is proposed, allowing for the construction and operation of the fully developed facilities.
Table 4-2 below shows the lower and upper bound scenarios for station components provided for
within that envelope. Outline Plans will be required at different stages to provide the final details of the
staged build-out.
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Table 4-2: Likely staging of project attributes
Spatial Attribute Lower Bound Upper Bound
Drury Central Station
Rail tracks (four tracking not
provided for in this referral)
Two Four
Platform length 150m (to accommodate a 6-car
train)
225m (to accommodate a 9-car
train)
Platforms Two Four
Bus Interchange At least one double bus stop within
footprint
At least nine bus stops within
footprint
Park and ride spaces < 500
Bicycle storage Approx. 200 Approx. 500
4.4 Description of Construction Works
A detailed description of works to be authorised for the Project is outlined in the AEE. For the
purposes of the transport assessment of effects, NoR DC-S (train station platforms and platform
buildings) and NoR DC-I (interchange facilities) will be assessed as a combined package for the Drury
Central Station Project.
As noted above, the Project is planned to be delivered using a staged approach. Through NZUP,
there is funding allocated for implementation of Stage One of the station to be delivered by 2024, and
the wider footprint (full build) assumed to be delivered by 2038. However, to fully assess the effects of
the station, a 2048+ scenario is used for the future environment assessment whereby all planned
projects and growth is assumed to be included in the network.
To assess the extent of effects from an operational view, this part of the assessment will be
undertaken in the future scenario (2048+). The construction effects will be assessed in both the short
term and likely future environment to reflect the staging of works.
Construction works will primarily be carried out on-site, offline from the existing road network.
Temporary traffic management is expected to be in place to accommodate site access points from
Great South Road and Waihoehoe Road. During Stage One of works, the northern section of
Flanagan Road will be retained. There will also be some constructability and site access alterations
associated with Flanagan Road. The northern extent of Flanagan Road which intersects with
Waihoehoe Road routes through the planned station footprint, and therefore this section is planned to
be closed. To the south of the station location, the remainder of Flanagan Road will be realigned to
connect in with new development to the south of the station, and it is expected this portion of the road
realignment will be delivered by developers in the area.
Stage One includes an interim two platform station which includes platforms on either side of the
existing two track NIMT as well as an over bridge and station entry building. The full extent of
adjacent civil works, including the bus interchange and park and ride carpark, are expected to be
completed in stages.
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The construction of the first stage is estimated to take 12 to 18 months to complete:
• Enabling Works: 1-3 months
• Civil Works: 12 months to 13 months
• Station Construction: 9 months.
The civil works and interim station construction will be undertaken in parallel.
The full build stage includes the expansion of the station for four tracking and is expected to take a
further 12 to 18 months in a future decade. The additional works will include widening and lengthening
the eastern and central platforms to the south and adding a western platform to allow for increased
train car numbers, expansion of the station building and installation of an additional pedestrian
overbridge. It is assumed that the expansion of the station will be coordinated with the four-tracking
rail project.
Refer back to the AEE for a more detailed description of works to be authorised within the Project.
4.5 Assessment of Transport Effects
The transport assessment of effects covers the following:
• The wider positive effects of the Project in the future (2048+) environment and comparisons
to the existing environment where appropriate
• Assessment of operational effects and recommended measures to avoid remedy or mitigate
such effects, based on the future environment (with some reference to the existing
environment where applicable e.g. for operation of the Stage One station)
• Assessment of construction effects and recommended measures to avoid remedy or mitigate
such effects, based on the existing and future environment.
4.5.1 Positive Effects
The Project will have several significantly positive transport effects once implemented, both in the
existing environment and future environment. Where appropriate 2028 data is shown to highlight the
immediate positive effects. To assess the full extent of having Drury Central Station in the network, a
future scenario (2048+) has been used to assess impacts, given that this scenario assumes all future
development and planned projects are in the network (refer to Appendix A on inclusions). It is noted
that for some effects, scenarios have been tested where no stations (Drury Central, Drury West and
Paerata Stations) exist in the future network, as a comparison. This is referred to as ‘No Rail Station
Projects’.
The positive effects identified include benefits for accessibility, public transport usage, active modes,
health, climate impact reduction and safety, as summarised below.
The section below will include positive effects for both Drury Central and Paerata Station Projects as
they were assessed together. These Projects are inter-related and there is intent for both stations to
be route-protected and consented together.
4.5.1.1 Accessibility
The station enables access to economic and social opportunities for current and future residents in
the Drury Central/East growth area, including access to the proposed station.
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There is significant growth forecast in Drury, with an approximate increase of 60,000 people, 22,000
households and 12,000 jobs over the next 30 years, based on the Drury-Ōpāheke Structure Plan.
Access from the future growth areas to Drury Central Station will be enabled through a combination of
active mode and public transport access (measured as a 5km catchment) and via park and ride
facilities for private vehicle access (measured as a 10km catchment).
Combined with other future connections to facilitate movement in the future environment, the station
acts as a key trip attractor to the area. Data for jobs, population and households have been calculated
using catchment analysis from the station site to show the increase in accessibility to the site. It is
recognised that the positive effects attributed to increasing the catchment to the station is also
dependent on the local connections in the area being upgraded and therefore the attractiveness of the
station does have come inter-dependencies with the wider network surrounding it being delivered. D
The difference in job accessibility, population accessibility and household accessibility to Drury
Central Station between 2016, 2028, 2038 and 2048+ are shown in Table 4-3, Table 4-4 and Table
4-5.
Table 4-3: Job Accessibility
Short term effects (Year 2028, 2038)
Distance 2016 2028 2038 Difference
(2016-2028)
Difference
(2016-2038)
5km catchment 8,200 12,500 18,700 +4,300 +10,500
10km catchment 21,600 32,700 44,300 +11,100 +22,700
Long term effects (Year 2048+)
Distance 2016 2048+ Difference (2016-2048+)
5km catchment 8,200 25,700 +17,500
10km catchment 21,600 57,800 +36,200
Table 4-4: Population Accessibility
Short term effects (Year 2028, 2038)
Distance 2016 2028 2038 Difference
(2016-2028)
Difference
(2016-2038)
5km catchment 27,900 49,900 73,000 +22,000 +45,100
10km catchment 93,200 135,500 169,900 +42,300 +76,700
Long term effects (Year 2048+)
Distance 2016 2048+ Difference (2016-2048+)
5km catchment 27,900 103,700 +75,800
10km catchment 93,200 224,900 +131,700
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Table 4-5: Household Accessibility
Short term effects (Year 2028, 2038)
Distance 2016 2028 2038 Difference
(2016-2028)
Difference
(2016-2038)
5km catchment 9,300 17,600 27,200 +8,300 +17,900
10km catchment 29,700 45,900 60,600 +16,200 +30,900
Long term effects (Year 2048+)
Distance 2016 2048+ Difference (2016-2048+)
5km catchment 9,300 40,300 +31,000
10km catchment 29,700 83,900 +54,200
It is shown that if the station were to exist in 2016, this would be serving a much smaller catchment
compared to the increase in growth in 2028 when Stage One is expected to be implemented by. The
positive effect shown in both the short-term (2028) and long-term (2038 and 2048+) highlights that
over time, there will be more growth in the areas and consequently a higher available catchment to
the station.
The high catchment of the station provides access to the wider transport network via the proposed
station, including access to key centres such as Manukau, Airport, and the CBD. The difference in
travel time from the Project site using PT facilities is summarised in Table 4-6, which assesses the
impact of having all stations and not having the stations in the future network. Note that the data
shows access to each centre location rather than a specific area or stop.
Table 4-6: Travel Time via PT from Drury East to main centres (minutes)
Manukau Airport CBD
Drury Central 2048+ All Rail Station Projects
65 min 76 min 74 min
Drury Central 2048+ No Rail Station Projects
78 min 90 min 86 min
As shown, having Drury Central Station in the network increases accessibility via PT by reducing
travel times to key destinations, adding to the attractiveness of the rail network. The attractiveness of
the travel time savings is viewed to be a key factor for mode shift to public transport use in the area,
as detailed below.
4.5.1.2 Public Transport Usage
The Project forms part of the wider future public transport network, providing access to public
transport such as trains and buses. Approximately 25,700 jobs and 40,300 households are within a
5km catchment and approximately 57,800 jobs and 83,900 houses are within a 10km catchment of
Drury Central Station in 2048+. Drury Central Station benefits the future network by acting as lead
infrastructure, as by having the station in the network prior to development, the growing population is
more likely to make use of the station.
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Drury Central Station being in the network is seen to increase mode shift from private vehicles to
public transport use in the area. Figure 4-4 highlights the differences in the proportion of PT trips
travelling north from Drury between the ‘All Rail Station Projects’ scenario with the Drury Central
Station present and the future network where the stations are not included.
Figure 4-4: Public transport mode share % difference between 2048+ with and without stations (travelling north)
As shown, the PT mode share in the Drury East area is significantly higher in the full build with the
stations compared to there being no stations in the full build. The PT in these areas are predicted to
increase with Drury Central Station in the future network by approximately 16%. With the Project in
place, there will be improved access to the NIMT and therefore more intra-regional trips will be likely
to travel via PT.
Legend
Low % PT mode
share increase
High % PT mode
share increase
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With the Drury Central Project in place, there will be several public transport benefits to the wider
network, including:
• Providing access to the wider rail network at Drury Central Station. The station location
provides for a local catchment via walking and cycling and bus facilities provided in the
interchange footprint, in addition to a wider catchment through the Park and Ride facility
• The facilities at the station contribute to modal shift by providing alternative modes to private
vehicles to access to the station. This modal shift provides for intra-regional trips to the wider
Auckland network via the NIMT
• Accessibility to the station coupled up with the use of the station for intra-regional trips,
provides attractive and sustainable transport options within the area
• The Project acts as a key transport node to bus routes, with the bus interchange in the station
footprint able to connect public transport routes in the area.
4.5.1.3 Active Modes
The Drury Central Station Project provides many benefits to the wider network regarding walking and
cycling, including:
• The station will act as a key trip generator and integrate with the wider future walking and
cycling network, resulting in an uptake in active modes and use of facilities such as the
proposed Regional Active Mode Corridor (planned but not consented)
• Accessibility to employment and social amenities (such as the Drury town centre) will be
made attractive through multiple modes being available as options
• Bike storage and footpaths within the interchange from both sides of the rail line will make
Drury Central Station an attractive option for short-distance catchments (5km for the cycling
catchment). Based on the Station Access Tool, approximately 3,700 cyclists and 5,200
pedestrians will access the station daily, under the 2048+ scenario
• Increased travel choice via active modes accessing the stations will have positive
environmental and health benefits by increasing the number of active mode trips and reducing
the reliance on vehicle trips.
4.5.1.4 Health Benefits
An increase in the number of walking and cycling trips generated with the purpose of travelling to/
from Drury Central Station is expected to have a substantial benefit for human health for those people
shifting modes. Shifting from inactive modes, such as private vehicle use towards active modes due
to the Project, will accrue positive health benefits. Currently, transport and mental health is an
emerging field of research and there is no standard monetised value for mental health benefits19.
However, increasing research points towards active modes such as walking and cycling being
associated with improved psychological health20.
Health benefits due to all stations (Drury West, Drury Central and Paerata) were calculated using
MSM to factor in the expected amount of walking to and from all three stations. It is expected that an
additional 1,600 km of walking will result in 2028 (when Stage One of the Drury Central and Paerata
Stations are in place) and this will increase to 8,000 km of walking in 2048+ when all three stations
19 Waka Kotahi, ‘Monetised Benefits and Costs Manual’, February 2021
20 Waka Kotahi, research report 675, ‘The relationship between transport and mental health in Aotearoa New Zealand’, March 2021
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are assumed to be in place. This additional 1,600 km of walking is expected to accrue $2.3 million of
health benefits based on Waka Kotahi’s Monetised Benefits and Costs Manual as a short-term effect
and $13 million as long-term effect. It is noted that the health benefits have not been assessed for
additional cycling trips to and from the stations; however, health benefits for each new cyclist is half
the benefit rate of an additional walking user21.
The difference in health benefits linked to walk-km with and without the stations in the future network
is shown in Table 4-7. This data is directly linked to trips to and from the stations.
Table 4-7: Health Benefits of walking to and from stations
Short term effects (Year 2028, 2038)
Scenario Walk-km (daily) Health benefits ($million) of
increase in walk-km
2028 No Rail Station Projects 386,500 $2.3 million
2028 Drury Central and Paerata
Stations
387,900
Difference 1,400
2038 No Rail Station Projects 501,600 $6.7 million
2038 Drury Central and Paerata
Stations
505,800
Difference 4,200
Long term effects (Year 2048+)
Scenario Walk-km (daily) Health benefits ($million) of
increase in walk km
2048+ No Rail Station Projects 660,000 $13 million
2048+ All Rail Station Projects 668,000
Difference 8,000
The active mode numbers are predicted to increase largely when assessing the wider network which
includes all three stations (Drury Central, Drury West and Paerata Stations) in a future environment.
By 2048+, the wider walking and cycling daily km travelled are seen to increase in the overall network
surrounding all stations, as shown in Table 4-8.
Table 4-8: Walking and Cycling KM travelled daily in South Auckland
No Rail Station
Projects 2048+
All Rail Station
Projects 2048+
Difference
Walk km 1,838,000 1,863,000 +25,000
Cycle km 378,000 429,000 +51,000
21 Waka Kotahi, ‘Monetised Benefits and Costs Manual’, February 2021
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As shown, the distance of travel via walking and cycling increases largely when the stations are
included in the future network. The health benefits associated with the stations include encouraging
the use of public transport (rail) and more healthy forms of transport to connect to the stations such as
active modes. This section of line is proposed to be electrified as part of a separate project, so trains
will also change from diesel to electric. Reductions in vehicle air emissions (N02 and PM10) are also
predicted as a consequence of the shift away from low occupancy vehicles. Table 4-9 shows the
predicted yearly reduction in emissions from transport activities in health-related air quality emissions.
This table shows the short-term effects and the amount of emissions which will be reduced in 2028
and 2038 due to the Paerata and Drury Central Stations being present. 2.9 million kg of yearly carbon
dioxide emissions being produced in 2028 and 2038 will be avoided in Auckland due to the presence
of the Projects.
Table 4-9: Yearly Emissions with and without Paerata and Drury Central Stations in the network (2028,
2038) – Short term effect
Short term effects (Year 2028, 2038)
Emissions
Yearly emissions (uses VEPM 6.1 Rates)
Paerata and Drury Central Station (2028)
No Project stations (2028)
Difference
Paerata and
Drury Central
Station (2028)
No Project
stations (2038) Difference
CO kg 12,532,000 12,547,000 14,000 5,102,000 5,110,000 9,000
CO2 kg 3,297,066,000 3,299,996,000
2,930,000 2,487,752,000 2,490,642,000 2,891,000
NOX kg 7,536,000 7,543,000 6,000 3,381,000 3,385,000 4,000
NO2 kg 1,550,000 1,552,000 1,000 685,000 686,000 1,000
PM10 B & T kg
279,000 279,000 - 303,000 303,000 -
PM2.5 E kg 200,000 200,000 - 64,000 64,000 -
Table 4-10 shows the long-term effects of emission reduction in the full build (2048+), where it is
expected that 3.2 million kg of carbon dioxide emissions are saved due to the implementation of the
three stations.
Table 4-10: Yearly Emissions with and without Drury Central, Drury West and Paerata Stations in the network (2048+) – Long term effect
Long term effects (Year 2048+)
Emissions Yearly emissions (uses VEPM 6.1 Rates)
All Rail Station Projects (2048+)
No Rail Station Projects (2048+)
Difference
CO kg 2,373,000 2,378,000 5,000
CO2 kg 1,643,903,000 1,647,112,000 3,209,000
NOX kg 1,583,000 1,586,000 3,000
NO2 kg 279,000 280,000 1,000
PM10 B & T kg 337,000 338,000 1,000
PM2.5 E kg 24,000 24,000 -
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It can be seen that a reduction in private vehicles would allow a potential reduction in exposure to the
harmful pollutants shown. In addition, the health benefits of using public transport are accrued in part
from the active mode component of any public transport trip to get to and from the station.
The changes to emissions will also have benefits for climate change, as outlined below.
4.5.1.5 Climate Impact Reduction
As detailed above, a change in travel behaviour will have several health benefits with regards to
emission production, including a reduction in greenhouse gas emissions such as carbon monoxide,
carbon dioxide and fuel consumption litres. A reduction in greenhouse gas emissions production will
also minimise the impact on the climate, and benefits are evident both in the short term (2028) and
long term (2048+). Table 4-11 shows the predicted yearly greenhouse gas emissions and fuel
consumption with and without Drury Central and Paerata Stations in the 2028 network.
Table 4-11: Yearly Greenhouse Gas Emissions and Fuel Consumption with and without Drury Central and Paerata Stations in the network (2028 & 2038)
Short term effects (Year 2028, 2038)
Emissions Yearly emissions (uses VEPM 6.1 Rates)
Paerata and
Drury Central
Station (2028)
No Rail
Station
Projects
(2028)
Difference Paerata and
Drury Central
Station (2038)
No Rail
Station
Projects
(2038)
Difference
CO kg 12,532,000 12,547,000 14,000 5,102,000 5,110,000 9,000
CO2 kg 3,297,066,000 3,299,996,000 2,930,000 2,487,752,000 2,490,642,000 2,891,000
FC litres 1,328,185, 000 1,329,385, 000 1,200, 000 991,995,000 993,173,000 1,178,000
As shown, there are benefits from having the Drury Central and Paerata Stations in the network,
particularly with regards to CO2 and fuel consumption litres (FC). The impact on the future, long-term
network is shown in Table 4-12, highlighting the long-term benefits of having all the stations in the
future network.
Table 4-12: Yearly Greenhouse Gas Emissions and Fuel Consumption with and without Drury Central, Drury West and Paerata Stations in the network (2048+)
Long term effects (Year 2048+)
Emissions
Yearly emissions (uses VEPM 6.1 Rates)
All Rail Station Projects (2048+)
No Rail Station Projects (2048+)
Difference
CO kg 2,373,000 2,378,000 5,000
CO2 kg 1,643,903,000 1,647,112,000 3,209,000
FC litres 649,123,000 650,421,000 1,298,000
As shown, the amount of emissions is predicted to be reduced with the stations in both the short term
and long-term network. The difference between 2028 and 2048+ is highly notable, highlighting the
impacts that growth will have. This is particularly notable when comparing the differences in CO2
emissions, indicating that having the stations in the future network will minimise the amount of
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emissions produced through private vehicles as the stations cause an overall reduction in private
vehicle use.
4.5.1.6 Safety Benefits
Having the Drury Central Station in the future network is seen to have a positive impact on safety
given that the increase in access to the NIMT will result in a modal shift by reducing private vehicle
trips for intra-regional movements, reducing the number of private vehicles on the network.
Safety benefits can also be monetised to highlight the positive impact of reducing private vehicle use.
safety impacts of having more vehicles on the surrounding network can be calculated using
monetised crash reduction benefits to estimate the average crash costs per vehicle kilometre travelled
(VKT) for various road categories. Using this approach, there is a crash saving of $0.6m annual
benefits in 2028 by having the Drury Central and Paerata Stations. By comparing all stations (Drury
Central, Paerata and Drury West Stations) in the future network (2048+) to no stations in the future
network, the results shown a crash saving of $2.3m annual benefits.
The Project is well aligned with the Government Policy Statement as the Project improves the safety
of the rail network and mode shift will make the overall land transport system safer. The Project
increases the use of freight and passenger rail and supports the Government’s Road to Zero strategy
by providing safer transport options and reducing traffic volumes on roads over time, to improve
overall road safety.
Safe system guidance provides that crash risk can be addressed through reducing exposure levels
and specifically reducing exposure of pedestrians to crashes. The Project reduces exposure between
vehicles and pedestrians through reducing vehicle volumes and providing public transport such as rail
to achieve the required mode shift.
The approach to associated transport infrastructure has used safe system guidance to separate out
different modes of transport with a priority to vulnerable road users. In the development of the Station
design the transport facilities have employed roundabouts where possible due to the safety benefits of
this intersection form. The footprint of these roundabouts have been designed in such a manner that
they could be converted to traffic signals in the future once the Drury East area further urbanises.
4.5.2 Assessment of Operational Effects
This section describes how each element of the transport system will function operationally after
construction of the Project, and therefore the effect it will have on the existing and likely future
environment. Given the intention of the Project is to provide for and support the urban development
planned in the area, the future environment has been informed by the planned urban development. In
this section, the following impacts will be assessed:
• The impact on the future environment without the Project (and also without the Paerata
Station and Drury West Station Projects)
o 2048+ network with all three stations absent, referred to as ‘No Rail Station Projects’
• The impact on the future environment with the Project
o 2048+ network with Drury Central and Drury West22, Paerata station, referred to as ‘All
Rail Station Projects’
22 Drury West is part of a separate consent application. However, when the full-build impacts considers and includes Drury West Station as this
station will be built and be operational in the 2048+ All Stations Scenario.
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Any operational impacts to the existing environment (2028) will also be noted where the impacts will
be at a worse case than in 2048+.
4.5.2.1 Assessment Without the Project
This section considers the operational transport impacts where the Project does not exist in the future
environment (No Rail Station Projects scenario). This assessment has been undertaken to
demonstrate what the impact will be in the future environment without the Project in place, to use as a
baseline for assessing any transport effects.
Changes to the Wider Network
Without the Project in place, Flanagan Road will retain its existing intersection with Waihoehoe Road
and will not be realigned to retain access to the wider network. However, it is assumed that the
accessway to Flanagan Road will be removed once the Waihoehoe FTN is implemented.
General Traffic
Without the Project in place, there will be less access to the NIMT and therefore more intra-regional
trips will be likely to travel via private vehicle given the limited modal choice. As such, there will be in
an increase in vehicles on the wider surrounding network (as shown in later sections in Table 4-19).
Without the Project, trips that may have used Park and Ride facilities at Drury Central Station to
access the wider network via the rail line would be limited to driving elsewhere to use Park and Ride
facilities (such as at Pukekohe or Papakura), or restricted to completing their journeys by private
vehicle rather than mixed modal use.
Some trips will reroute to other Park and Ride facilities, but these will be limited by parking spaces
available as the demand at these stations will increase. Vehicles could still have access to the station
by routing to the Drury West (approximately 2-3km westbound) Park and Ride facilities. However,
given the limited parking spaces likely proposed at this other station, there will be some trips that will
revert to vehicle use for the entirety of their trip.
Safety
Without the Drury Central station in the future environment, the associated reduction in vehicles on
the road and the subsequent safety benefits will not be achieved to the same extent. This disbenefit is
exacerbated further if all three stations planned in the future environment do not come to fruition.
Without Drury Central Station in the future environment, there will be an increased number of vehicles
on the future network compared to the scenario without the station. This is because there will be lower
increases of people shifting towards public transport options which have a lower risk associated with
them. The outcome could be high crash exposure levels due to the high number of vehicles in the
network.
Walking and Cycling
Without the Project in the future environment, the implications for walking and cycling are as follows:
• Walking and cycling trips that would have occurred for commuting or passenger purposes (i.e.
travelling to/from the station), will not exist without the station in place as a main trip attractor.
Therefore, the associated health benefits with increased active mode users will not be
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achieved without the Project as these trips would otherwise be undertaken via private
vehicles
• The future walking and cycling network will be less utilised, as without a station there will be
no trip generator in this area, reducing the benefits of other projects such as the Regional
Active Mode Corridor or Waihoehoe Road FTN which may be unconsented or protected
• The ability to contribute to mode shift towards active modes will be severely compromised if
the Project is not implemented, leading to further reliance on low-occupancy vehicle use and
exacerbating congestion
• A reduction in walking and cycling in the network will lead to further reliance on low-
occupancy vehicle use, further exacerbating congestion and safety issues both locally and on
the wider network
• The lack of provision of sustainable travel choices will result in a lost opportunity to switch to
low-emission transport options. With the increase in population and subsequent travel
demand rising, this will result in an increase in emissions from continuation of car-based
travel and an associated increase in adverse environmental and health effects. This is due to
the expected shift from potential train-based trips to car-based trips due to the absence of the
Project.
The predicted 2048+ usage of the walking and cycling facilities surrounding the Project (both with and
without all stations in the future network) are shown in Table 4-13. Movement estimates were taken
from the Strategic Active Mode Model (SAMM) and Station Access Tool. These numbers are based
on average daily flows (both directions) on the network surrounding Drury Central Station.
Table 4-13: Daily active mode trips predicted in 2048+ surrounding Drury Central Station
Scenario Corridors Walking (Daily
Flows)
Cycling
(Daily Flows)
2048+ No Rail Station
Projects
Great South Road, Waihoehoe Road,
Flanagan Road, Regional Active Mode
Corridor*
1,900 400
2048+ All Rail Station
Projects
14,000 7,700
*expected to be key routes for both walking and cycling
As shown, not having the Project nor any new stations included in the network largely impacts the
wider walking and cycling network, indicating that Drury Central Station is a key trip attractor for these
types of modes.
The effects to walking and cycling are localised, therefore if Drury Central Station was no longer in the
network there would still be some active mode movement; however, the local rate would be lower.
The proposed Drury West Station is approximately 2-3kms away from the Project; therefore, it is
expected that some trips within the Drury Central catchment for walking and cycling would reroute to
this alternative station. However, this additional distance for movement will detract some trips.
Public Transport
In the scenario where there are no new stations included in the wider network (Drury Central, Drury
West nor Paerata), passenger and freight trains will continue to operate. However, passenger access
to the NIMT will be via Papakura or Pukekohe Stations. In the predicted future environment, when the
areas surrounding the stations are fully urbanised, the absence of any of the new stations in the
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network will result in increased traffic volumes directed towards the existing stations and more
vehicles travelling intra-regionally.
Without the Project in the future environment, there will be less demand to use the proposed bus
services within the Drury Central area given the bus network would no longer be directed to the
station. Instead of using buses to connect to the station to facilitate longer trips via the rail, these trips
would become more localised. Having Drury Central station in the network therefore supports the
wider Public Transport strategy of providing a connected network.
The following undesirable outcomes are likely to occur if future growth progresses and Drury Central
Station is not in the future network:
• Access to employment and social amenities will be compromised by congested traffic due to
low public transport connectivity and continuation of car-based travel
• Local access to key trip attractors and regional employment opportunities will be limited
without access via the station
• Poor integration with the proposed FTN services would result, particularly on the proposed
Waihoehoe Road FTN. Waihoehoe Road FTN may be less attractive for bus or active mode
users, who would otherwise connect to the rail network at Drury Central Station. Some bus
routes could reroute to other stations; however, the attractiveness of using public transport via
the Drury Central region would decrease given the increased journey time to access the rail
network may result in longer trips
• The ability to contribute to transformational mode shift and increased ridership will be
compromised if additional provision for reliable public transport is not provided. Modal shift to
public transport would reduce in the area given the modal choice of rail will not be easily
accessible for those living in the Drury area. Hence, people living in this area will have limited
sustainable modal choices and resulting in private vehicle use
• The lack of provision for reliable public transport choice will result in increased emissions from
continuation of car-based travel leading to adverse environmental and health effects
• The lack of provision of a reliable public transport choice will lead to delays and unreliability
on the wider general traffic network
• Access to the NIMT will be provided adjacent to the Drury Central region in Drury West and in
Papakura however, the Drury Central catchment would not be facilitated with direct access in
the area.
Parking
Without the Project in place, there are no known parking facilities planned in the immediate area that
are directly linked to the planned infrastructure plans in the area. There is expected to be Park and
Ride facilities at Drury West Station and Paerata Station, however these are several kilometres from
the Project site. Currently, there is no formal parking in the surrounding area. As the area develops in
the future, car parking will be provided, and it is assumed that these parking facilities will be
developer-led.
As areas in the south develop, there will be increasing demand for park and ride facilities at the
existing Papakura and Pukekohe station as well as at the proposed Paerata and Drury West stations.
Without the Drury Central Station Project, the demand and pressure at the existing and other stations
will remain or continue to increase.
Property Access
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For properties along Waihoehoe Road, property access surrounding the site location is expected to
be impacted by the proposed Waihoehoe FTN designation. Without the Drury Central Station Project
in place, access from Flanagan Road will not be realigned and these existing properties will not have
their access impacted.
4.5.2.2 Assessment with the Project
This section considers the operational transport impacts where the Project exists in the future
environment (2048+ All Rail Station Projects network with Drury Central, Drury West and Paerata
Stations).
Changes to the Wider Network
With the Project in the network, Flanagan Road will be realigned and the existing intersection with
Waihoehoe Road will be removed. The partial closure and realignment of Flanagan Road will result in
a change of access for residents given that they will have to reroute to reach Waihoehoe Road,
increasing delay and reducing convenience for residents. Given that the local road is within the future
urban zone, it is assumed that this will impact on the short-term residents but will be redesigned in the
future urban context to mitigate delay In all time periods, alternative access will be provided for these
residents that are impacted by network changes.
General Traffic
For general traffic, the Project serves as a key mode shift transition away from private vehicles to
sustainable transport options for intra-regional trips. Vehicle trip distances will be generally shorter as
vehicles will access the station and use rail for intra-regional trips. The Project provides attractive and
sustainable transport option for the area.
The surrounding traffic network has been assessed in 2028 with and without Drury Central Station in
the network, as shown in Table 4-14.
Table 4-14: Average Daily Traffic (ADT) along roads surrounding Drury Central
Road 2028 ADT (without Drury
Central Station)
2028 ADT (with Drury
Central Station)
Difference in ADT
Waihoehoe Road 7,100 7,700 +600
Great South Road 11,200 10,800 -400
As shown, there is little difference in the existing environment to the local road network with the
Project in place. However, the performance of intersections is slightly impacted when the station is in
the network. Table 4-16 and Error! Reference source not found. summarise the SIDRA outputs
when assessing the Waihoehoe Road/Great South Road and Waihoehoe Road/Station accessway
intersection with and without Drury Central Station in the network. Both intersections have been
assessed as roundabouts initially in-line with the safe system approach.
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Table 4-15: Station Access/ Waihoehoe Road intersection SIDRA results in 2028 and 2038
Year and
Scenario
Peak Period Overall Level
of Service
Degree of
Saturation (worst
movement)
Average Delay
(sec)
Maximum
Queue Distance
(m)
2028 with Drury
Central Station
AM Peak A 0.28 3.6 11.4
PM Peak A 0.26 2.2 9.3
2028 without
Drury Central
Station
AM Peak A 0.20 2.1 7.6
PM Peak A 0.28 2.1 9.7
2038 with Drury
Central Station
AM Peak A 0.43 3.3 22.2
PM Peak A 0.39 2.7 16.2
2038 without
Drury Central
Station
AM Peak A 0.39 2.5 18.2
PM Peak A 0.35 2.5 13.1
It can be seen from the results in Table 4-15 that a single lane approach roundabout delivers
sufficient performance and capacity to support the station without excessive impact on network
performance. This intersection is connecting solely to the Drury Central Station from Waihoehoe
Road.
Figure 4-5: Waihoehoe Road/ Station Access Road intersection – Required layout
The layout of the roundabout is shown in Figure 4-5.
Table 4-16: Waihoehoe Road/ Great South Road intersection SIDRA results in 2028 and 2038
Year and
Scenario
Peak Period Overall Level
of Service
Degree of
Saturation (worst
movement)
Average Delay
(sec)
Maximum
Queue Distance
(m)
2028 with Drury
Central Station
AM Peak A 0.35 8.1 19.0
PM Peak C 0.99 27.5 266.2
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Year and
Scenario
Peak Period Overall Level
of Service
Degree of
Saturation (worst
movement)
Average Delay
(sec)
Maximum
Queue Distance
(m)
2028 without
Drury Central
Station
AM Peak A 0.39 8.1 21.9
PM Peak B 0.84 12.9 104.9
2038 with Drury
Central Station
AM Peak B 0.59 10.6 39.7
PM Peak A 0.64 9.2 47.0
2038 without
Drury Central
Station
AM Peak B 0.69 11.0 50.3
PM Peak A 0.64 9.2 45.1
As shown, in 2028 the intersection performance worsens with the station in the network. This is
particularly noticeable when comparing the queue lengths in the PM Peak along the Waihoehoe
Road/ Great South Road intersection; although it is noted that the level of service is still at a
satisfactory level in all scenarios and for both intersections. A maximum queue distance of
approximately 266m is expected at the intersection in 2028 due to the Drury Central Station being in
the network. This queue distance is sub-optimal given the proximity to the station, hence should be
mitigated by adding a short, left turn lane of 10m to the Waihoehoe Road intersection approach. This
mitigation is expected to improve the performance at the Waihoehoe Road/ Great South Road
intersection, making it satisfactory. The impact of the mitigated layout intersection is shown in Table
4-17 and layout update shown in Figure 4-6.
Table 4-17: Mitigation measures for Waihoehoe Road/ Great South Road intersection in 2028 PM Peak
Year and
Scenario Peak Period
Mitigation
measure
Overall
Level of
Service
Degree of
Saturation
(worst
movement)
Average
Delay
(sec)
Maximum
Queue
Distance
(m)
2028 with
Drury
Central
Station
PM Peak
(base)
- C 0.99 27.5 266.2
PM Peak (with
mitigation)
East arm
left turn
pocket of 10
m
A 0.45 7.8 27.4
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Figure 4-6: Waihoehoe Road/ Great South Road intersection – Base layout (on left), Mitigated layout (on
right)
By 2038, there is predicted to be more traffic and urban development in the area, resulting in the
intersection performance slightly worsening compared to 2028; although the planned implementation
of bus lanes in 2038 improves the network operation. The difference between the scenarios with and
without the station are minimal and therefore the impact is negligible in a future scenario.
The impact to the surrounding intersections in 2038 is viewed as a short-term operational effect which
can be mitigated through improvements to the surrounding network over time (as summarised in
Appendix A).
Increased impacts on the wider network are apparent when assessing the 2048+ scenario data
compared to 2016 data, as summarised in Table 4-18.
Table 4-18: Traffic Volumes along roads surrounding Drury Central Station in 2048+
Road 2016 2048+ (No Rail Station
Projects)
2048+ (All Rail Station Projects)
Great South Road 17,000 21,000 21,000
Flanagan Road Not modelled23 3,000 3,000
Waihoehoe Road 6,000 18,000 18,000
A large increase in traffic is predicted between 2016 and 2048+ along all routes as the surrounding
area is urbanised over time. The function of Waihoehoe Road in particular will need to cater for a
much higher demand and is proposed to be upgraded through the Drury Arterial Network Package to
accommodate this growth. However, the differences between the 2048+ ‘No Rail Station Projects’
scenario and the 2048+ ‘All Rail Station Projects’ scenario, are negligible in the local network. This
23 Local collector – not modelled in 2016
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implies that the localised trips to and from the stations do not have an adverse effect on the local
network.
The impact to general traffic without any of the stations in the future network is more evident when
assessing the intra-regional trips. Table 4-19 shows the difference in wider daily traffic volumes
passing through a screenline north of Drury Central Station24.
Table 4-19: Screenline north of Drury Central Station
Direction 2016 2048+ (No Rail Station
Projects)
2048+ (All Rail Station Projects)
Northbound 45,000 107,000 105,000
Southbound 47,000 99,000 98,000
As shown, the number of intra-regional trips has reduced by approximately 2,000-3,000 trips per day
on the wider network as a result of the Drury Central Station when comparing the ‘No Rail Station
Projects’ scenario against the ‘All Rail Station Projects’ scenario. This highlights the slight positive
benefits of the Project of reducing intra-regional trips on the network. The absence of the Project will
have a slight impact to intra-regional trips given the increase in strategic traffic, leading to increased
congestion and safety risks.
Mill Road has been included in the 2028 modelling scenarios. With the announcement of Mill Road no
longer being funded under NZUP it is uncertain when construction of this road would go ahead. As
this may impact the access to the station further assessment was carried out. A select link analysis
was carried out in the 2028 scenario along with a scenario that removed Mill Road in 2028 to be able
to carry out a difference network analysis.
This additional assessment showed that Mill Road does not play a significant role in supporting the
Drury Central Station in 2028. The select link analysis showed that traffic going to the station from
SH1 predominantly used Great South Road via the Drury interchange. Traffic going from Drury East
to the station was able to use Fitzgerald Road or Waihoehoe Road, neither of which routes relies on
Mill Road. The difference network showed that the volume of traffic going to the park and ride not
adversely impacted by Mill Road being removed. These analyses show in the short-term Mill Road
having little direct interaction with the station, however these analyses do not include the potential
impact delaying Mill Road could have on development yield and potentially rail patronage in the
medium to long term.
Safety
A safety concern in the existing environment is accessibility to the station for vulnerable users given
the lack of walking and cycling facilities. Safety risks to vulnerable users are particularly evident along
Great South Road and at the Great South Road/ Waihoehoe Road roundabout. In the short-term and
long-term, Park and Ride at the station will provide safer access for existing residents to Drury Central
Station. This safety issue will be further minimised in the future environment through planned facilities
as part of the Project (see below), and as part of other projects in the area such as the Regional
Active Modes Corridor (currently in business case stage) and facilities along Waihoehoe Road.
24 Screenline includes SH1, Great South Road, Opaheke North-South Arterial (in the 2048+ scenarios) and Mill Road ((in the 2048+ scenarios)
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In both the existing and future environment, there is also a safety risk of pedestrians crossing the rail
line to access the station. This safety risk is reduced through the provision of the pedestrian bridge
which will connect the platforms.
In both environments, the design of the Project has been undertaken with consideration of the latest
safety guidance, such as AT’s Vision Zero, Waka Kotahi’s Road to Zero and KiwiRail Design
Standards25. The safety upgrades related to the Project include:
• Providing active mode access to the station from both sides of the station and connecting into
the proposed Regional Active Modes Corridor in the future environment. The Project walking
and cycle paths are in the desire line of pedestrians and cyclists
• Providing opportunity for modal shift change through the inclusion of active mode paths and a
bus interchange within the station footprint in addition to Park and Ride, to improve
accessibility to Drury Central Station. Provision of the station will increase wider safety
benefits due to a lower number of vehicles using the wider network.
Overall, the proposed designs for the Project are well aligned with the transport safety principles of AT
and design standards of KiwiRail. It is noted that further complementary measures to achieve the
safety outcomes identified will be completed as part of detailed design, prior to works commencing.
The Project is well aligned with the Government Policy Statement as the Project improves the safety
of the rail network and mode shift will make the overall land transport system safer. The Project
increases the use of freight and passenger rail and supports the Government’s Road to Zero strategy
by providing safer transport options and reducing traffic volumes on roads over time, to improve
overall road safety.
Safe system guidance provides that crash risk can be addressed through reducing exposure levels
and specifically reducing exposure of pedestrians to crashes. The Project reduces exposure between
vehicles and pedestrians through reducing vehicle volumes and providing public transport such as rail
to achieve the required mode shift.
Walking and Cycling
Walking and cycling will be facilitated by the Project as amenities within the interchange will make
these attractive mode options to access the station, whilst the station will act as a key attractor for
active mode movements.
The design of the walking and cycling elements in the Project have been assessed against relevant
AT standards and policies, as summarised in Table 4-20.
Table 4-20: Drury Central Station and Interchange compared against AT Standards and Assessment for Walking and Cycling Facilities
Policy/Standard Network Component Assessment
Auckland Transport
Vision Zero26
Segregated walking and
cycling facilities
Segregated walking and cycling facilities are
proposed to provide a safe modal choice in the
future environment. Vision Zero specifies that
proposed designs should feature separated
cycling facilities for arterial corridors in excess of
25 Standards include KiwiRail T-ST-DE-5212 Rail Infrastructure design, as further detailed in the engineering specialist report
26 Auckland Transport: Vision Zero: https://at.govt.nz/media/1980910/vision-zero-for-tamaki-makaurau-compressed.pdf
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Policy/Standard Network Component Assessment
30km/hr. The traffic speeds surrounding the
Project are proposed to be 50km/hr; therefore,
the proposed design of the walking and cycling
facilities is considered to be appropriate for
these standards. The speed within Drury Central
interchange is expected to be 30km/h, also
meeting Vision Zero standards.
Auckland Transport
Design Manual27
Footpaths:
approximately 1.8m minimum
Cycle Paths:
approximately 2.0m minimum
An approximate 1.8m wide footpath is enabled
on all corridors within the Project and a 2.0m
approximate cycle path is enabled. This is in
accordance with the AT TDM requirements.
The Project is located in an area that will include a town centre, terrace housing and apartment
buildings and mixed housing zones within walkable distance to the east and north of the Project,
indicating that the short-distance catchment (approximately within a 5km catchment) will facilitate a
number of walking and cycling trips to access the station. The surrounding land use and active mode
desire lines are shown in Figure 4-7.These will eventuate fully as the urbanisation of the area takes
place in the long term.
Figure 4-7:Long Term Active Mode desire lines to Drury Central Station28
27 Auckland Transport – Transport Design Manual: https://at.govt.nz/about-us/manuals-guidelines/roads-and-streets-
framework-and-the-transport-design-manual/ 28 High-level desire lines shown, further details included in South Rail Detailed Business Case, Appendix E1.2 – Rail Station and Transport
Interchange Functional Design Layout
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It is expected that additional pedestrian movements would be induced to access the station. In the
short term, these are expected to be low due to the lack of residential development in close proximity
to the station. As urbanisation progresses, it is expected that the large-scale urban infrastructure
upgrades will cater to these pedestrian demands, in particular the Jesmond-to-Waihoehoe West FTN
Upgrade Project which will provide full separated active mode facilities along Waihoehoe Road, and
at the Waihoehoe Road / Great South Road intersection (see section 3.4.2). This upgrade is provided
for in the Drury Arterials NoRs lodged by Auckland Transport.
Prior to the longer-term urbanisation and accompanying infrastructure upgrades, a scenario of
gradually increasing pedestrian movements between the station and the existing industrial area and
community facilities may eventuate. These would use existing footpaths to access the station from
either Great South Road or Waihoehoe Road. There are gaps in that network at the Great South
Road / Waihoehoe Road intersection. It is recommended that pedestrian safety is monitored in this
location, and that interim facilities may be added to the roundabout (depending on when the more
extensive corridor upgrade is implemented).
Active mode benefits are covered in Section 4.5.1.3 of this report.
Public Transport
The Project enables access to economic and social opportunities for current and future residents in
the Drury Central area, via access to the proposed stations. The Project forms part of the wider future
public transport network, providing access to public transport such as trains and buses. Positive
effects such as travel time improvements between centres. These positive effects are detailed in
Section 4.2.1.5 of this report.
It is noted that train users from Pukekohe and Papakura who are travelling to main centres such as
the CBD are expected to experience an additional 40 seconds of travel time along the rail line, given
the inclusion of each extra train stop in the future network. However, this is viewed as a minimal effect
given that accessibility to Drury Central will be greatly enhanced.
Exact layout of the bus station interchange will be confirmed at the detailed design stage and will be
guided by the AT Transport Design Manual where appropriate.
Parking
The Project station interchange provides space for approximately 500 car parks to be used for Park
and Ride, as well as enabling two parking spaces for pick/drop off and four parking spaces to be used
for a taxi rank at full build. The park and ride facilities will increase accessibility to the Drury Central
Station for a wider catchment.
The park and ride capacities at the Drury Central Station is interdependent with the demand and
capacity of other stations in the area. An additional positive benefit for the Project is that the Drury
Central park and ride station facilities will reduce demand and pressure at other stations such as
Papakura and Pukekohe stations. This will increase parking spaces for people to use at these existing
stations. There is a potential that the park and ride facilities may preclude development which
increase walking and cycling accessibility to the station.
Currently, there is no formal parking near the proposed Drury Central Station. Hence, car parks will
not be reduced in the area and there will be no associated adverse effects. Overall, there are no
adverse effects on parking expected in the area.
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Property Access
Existing property access may be removed or altered in the surrounding network due to the Project as
detailed below. Property access must be maintained; hence, mitigation will be required to ensure
access is retained.
Access to properties around the future Drury Central Station was assessed to understand the various
impacts including safety implications. These impacts will be validated through site visits prior to
implementation of the Project.
Property access impacts due to the Project are expected on Great South Road, Flanagan Road and
Waihoehoe Road. Property access issues which need to be resolved are based on the staging of the
project and whether the properties are fully or partially acquired. Table 4-21 shows which properties
will have their accesses affected and at which stage of the project these access issues will require
mitigation.
Properties which are fully acquired across Stage One and in the full build will not have access issues.
Properties which are partially acquired will have access issues that are to be resolved and access
may need to be reconfigured where necessary.
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Table 4-21: Property access impacts
Property
Impact
Stage One property access issue to
resolve (via partial acquisition):
Full Build property access issue to
resolve (via full acquisition):
54 Flanagan Road Yes No
236 Great South Road Yes (minimal impact) Yes
250 Great South Road Yes Yes
260 Great South Road Yes Yes
31 Waihoehoe Road Yes Yes
41 Waihoehoe Road Yes No
67 Waihoehoe Road Yes No
For properties along Waihoehoe Road, property access surrounding the site location is also expected
to be impacted by the proposed Waihoehoe FTN designation in the longer term. The access impacts
for these properties will be covered through the Waihoehoe Road FTN Project.
4.5.2.3 Recommended Measures to Avoid, Remedy or Mitigate Operational Effects
There are some adverse operational effects that have been identified as a result of the Project
operating in both the existing and future environment. The immediate and future impacts, including
mitigation and effect level, are summarised in Table 4-22.
Table 4-22: Potential adverse effects
Assessment
environment Anticipated effect Mitigation
Scale of effect
(post-
mitigation)
Existing
environment
Closure and realignment of Flanagan Road
to general traffic with the addition of an
appropriate intersection on Waihoehoe
Road to provide access to the interchange
and park-and-ride access could increase
delay and reduce convenience for
residents. The location is within the Future
Urban Zone, therefore within an urbanising
environment. Local road access can be
redesigned to suit the future urban context.
It is further assumed that Flanagan Road
will not be connected to the network post-
implementation of the Waihoehoe FTN
upgrade.
No specific mitigation
required
Low adverse
effect
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Assessment
environment Anticipated effect Mitigation
Scale of effect
(post-
mitigation)
Existing
environment
and future
environment
Minor increases in traffic volumes in the
surrounding local network, such as along
Waihoehoe Road and Great South Road,
will have some travel time impact to local
road users and those accessing the station.
The increase in traffic along local roads is
minimal at a daily level and does not, in
isolation trigger the need to upgrade the
road for additional capacity
Waihoehoe Road is subject to an upgrade
in the future environment as part of a
separate project
The increase to the immediate local
network is balanced through a reduction to
traffic elsewhere in the network, such as
along Mill Road and SH1
No mitigation required
given a balance in traffic
volumes on the network
over time
Low adverse
effect
Existing
environment
Short-term impact at the adjacent
intersection of Waihoehoe Road and Great
South Road from exiting park and ride
traffic
The intersection will be upgraded through separate projects in the future environment
During Stage One of the
Project, a short, left turn
lane of 10m can be added
to the intersection
approach from
Waihoehoe Road to
reduce queue lengths and
improve the overall level
of service, if excessive
queues due to park and
ride eventuate
Low adverse
effect
Existing
environment
and future
environment
Minor delay to train passengers using the existing line, with an additional stop along the NIMT (Paerata Station will also add another stop in the existing environment, while Drury West will add a further stop in the future environment)
Existing users of the rail line will experience
a number of positive benefits to offset the
adverse effects, including:
• an increase in accessibility to
amenities in Drury
• An increase in travel option
locations
• extra capacity at the
Pukekohe/Papakura Park and
Rides
No mitigation required
given the balance of
effects
Low adverse
effect
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Assessment
environment Anticipated effect Mitigation
Scale of effect
(post-
mitigation)
Existing and
future
environment
Safety risk with people crossing the rail lines (away from the grade separated station crossing) to access the station
Mitigation will be required
as part of the consent
such as fencing around
the station. This is an
issue that will be flagged
through a project safety
audit
Low adverse
effect
Existing
environment
Walking and cycling to access the station is a safety concern from existing activities given the gaps in the facilities. Safety concerns are noted after observation of existing active mode facilities on Great South Road and at the Great South Road/ Waihoehoe Road roundabout. Park and Ride will reduce the scale of this concern in the short-term, providing safe access to existing residents. As the area develops, walking and cycling facilities are anticipated to be provided by separate projects associated with that development.
Walking and cycling safety concerns at the Great South Road/ Waihoehoe Road roundabout can be mitigated by providing enhanced crossing facilities
Low adverse
effect
Existing
environment
Existing access to seven properties near the station will be removed or altered in Stage One and/or full build
Future development will not have direct private access on to the Project site
Access to these
properties must be
maintained; therefore,
mitigation is required to
ensure existing or
alternative access is
enabled
Low adverse
effect
4.5.3 Assessment of Construction Effects
This section describes the assessment of potential transport effects during construction of the Project.
Refer to section 4.4 for the description of works during construction. The assessment considered the
construction access and working room requirements for the Stage One station development and the
full build.
The assessment of construction effects was based on the indicative construction method,
construction programme and the nature of works for construction. The indicative construction method
has been developed based on a concept design with assumed use of the most practical construction
techniques and equipment. There are likely alternative methods in the future that could be used to
complete the works; however, this document only intends to capture the traffic impacts based on the
indicative construction method, which is provided in the AEE .
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4.5.3.1 Temporary Traffic Management
It is anticipated that a large portion of the works can be constructed outside the rail corridor for the
Project. The platform and interchange works will typically be carried out adjacent to the operating rail
line and will require multiple rail shutdowns/ Block of Line (BoL) to complete the full scope. Some
works are also adjacent to existing roadways (Great South Road, Flanagan Road and Waihoehoe
Road West) and will require temporary traffic management. Approved temporary traffic management
controls will allow safe entry and exit to and from the site during construction.
The temporary traffic management controls will be for Waihoehoe Road and Great South Road, which
will be used to access the construction site.
Flanagan Road (an existing local access road that connects to Waihoehoe Road) can be used for
initial access until it needs to be excavated. Flanagan Road will be realigned with the existing
accessway closed and removed. In its place, there is a planned new access road that will provide
southbound access from Waihoehoe Road. If access to the Flanagan Road southern properties
needs to be maintained until the new accessway is installed, then a temporary diversion will be
required. Such localised diversion will provide room to allow the early commencement of the station
eastern entry building.
Depending on the timing of the associated road network to the south of the Drury Central Station,
there may also need to be an interim connection to enable access from Waihoehoe Road once
Flanagan Road is closed and the station roads are completed.
4.5.3.2 Expected Construction Traffic Routes
The construction of the Project will require earthworks. The estimated volumes of cut and fill are
approximately 35,600m3 (bulk earthworks only, 39,100m3 including wetland activity) based on the
current indicative design for the full build footprint of the station. Final cut and fill volumes and
earthworks staging will be confirmed following detailed design prior to construction. The construction
traffic movements to accommodate the earthworks and other construction activities will likely result in
an increase in traffic volumes on construction routes used during the construction period of the
Project.
Whilst the construction timing for Stage One is more certain, the future conditions surrounding the site
for the full build out are less certain. For both stages there is a degree of uncertainty associated with
any predicted construction methodology and associated construction routes. This means:
• The routes that will be used by construction vehicles will depend on the locations of quarries
and disposal sites which are not yet certain for the full build.
• The exact location and extent of compound sites/ lay down areas in Stage One is indicative
however, will be within the proposed designations. The exact location and extent of
compound sites/ lay down areas in full build is yet to be determined.
• The timing of construction of other projects could impact on likely future construction vehicle
routes, especially the Waihoehoe West FTN Upgrade and Mill Road corridor for the full build
(depending on the implementation timings of these projects) and the Papakura to Pukekohe
electrification project (Stage One).
Access to compound sites/laydown areas and the construction zone for construction vehicles, plant
and materials will be via site access points on Waihoehoe Road and Great South Road which will
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need to be identified as part of future CTMPs. Details of the routes for construction traffic will likely be
limited to arterial corridors and intersections with adequate vehicle tracking provision.
It is noted that the existing SH1 motorway bridge at the Drury interchange has a height limit of approx.
4.66m. Therefore, any construction vehicles exceeding this limit, are prohibited to go under the
bridge. However, the Drury interchange is expected to be upgraded as part of the SH1 Papakura to
Bombay project and road network vehicle restrictions should be reassessed prior to construction as
this constraint may no longer exist, particularly for the full build of the station. The potential
construction traffic routes are shown below in
Figure 4-8.
Figure 4-8: Potential construction routes for access to Drury Central construction site (OpenStreetMap application)
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4.5.3.3 Expected Construction Traffic Generation
Based on the proposed construction methodology and activities, the estimated duration of work for
Stage One of the Project is between 12 months to 18 months, which includes three phases of
construction works. The full build stage is estimated to take approximately 12 months to 18 months of
construction time, and is an additional construction works stage. From a traffic and transport
perspective, it would be beneficial to complete the full extent of the civil works in Stage One to
minimise any extensive work and prolonged traffic and transport disruption in the future.
The estimated total construction movements include approximately 17,050 heavy truck trips and
22,500 light vehicle trips required for materials and earthwork movements for both stages of the
station construction. Of these trips, approx. 13,600 heavy trucks and 15,000 light vehicles are
expected to be associated with Stage One, and approximately 3,450 heavy trucks and 7,500 light
vehicles are expected to be associated with the full build.
In addition, there will be approximately 100 vehicle movements per day from staff and contractors
during the peak construction periods.
To estimate the daily number of truck movements to and from the site, the following working
assumptions were adopted:
• Working days: 24 days construction per month (6 day work week)
• Hours of delivering earthworks and other materials: a total of 10 hours a day
• The duration of construction (Stage One): 12-18 months for all three phases of construction
works (shown in Table 4-23) for the Stage One station, with civil works being undertaken in
parallel. For the assessment of construction effects, a shorter construction period has been
adopted in the assumptions, given that this will generate more trips. A conservative approach
is adopted in using the lower bound construction period
• The duration of construction (full build): 12-18 months for the construction works for the
station expansion. For the assessment of construction effects, a shorter construction period
has been adopted in the assumptions, given that this will generate more trips. A conservative
approach is adopted in using the lower bound construction period
The daily number of construction vehicles has been calculated and summarised below in Table 4-23.
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Table 4-23: Expected daily traffic movements from construction works – Drury Central Station construction site access
In order to assess the full extent of effects from the expected construction traffic, the traffic
environment at the time of construction needs to be understood. For this reason, the impact on the
surrounding network should be reassessed as part of the CTMP for this Project for each stage of
construction.
The following existing traffic volumes29 are known for the roads surrounding the project construction
site area:
• The current traffic volume on Waihoehoe Road is estimated to be approximately 4,200
vehicles per day, which is a moderate volume for a two-lane road
• The current traffic volume on Great South Road is estimated to be approximately 14,700
vehicles per day, which is moderate to high for a two-lane road
• The current traffic volume on Flanagan Road is estimated to be approximately 170 vehicles
per day, which is an expected low volume given this is not a main arterial route and its
primary purpose is to provide a local access road.
29 Based on Mobile Roads data (August 2020 5-day ADT count): https://mobileroad.org/desktop.html
Project
Staging
Construction
works stage
Expected
duration
(approx.)
Truck
movements
(daily)
Light
movements
(daily)
Total
movements
(daily)
Typical vehicle
movements
Stage
One –
interim
station
and full
civil
works
Phase 1:
Enabling
Works
1 month 60 50 110 • Truck
movements
likely to
include low
loaders for
plant delivery
and
collection,
deliveries for
earthworks/dr
ainage/spoil
removal, truck
deliveries for
aggregates/su
rfaces,
concrete
trucks and
deliveries for
other
materials
• Light vehicle
movements
are likely from
construction
staff and
contractors
Phase 2:
Civil Works 12 months
and 9
months
undertaken
in parallel
25 30 to 35 55 to 60
Phase 3:
Station
Construction
30 to 35 30 to 35 60 to 70
Full build
9 months 15 to 20 40 to 45 55 to 65
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The capacity along all the routes is anticipated to be able to accommodate the additional traffic
associated with construction and it is unlikely to cause any notable impact to the existing traffic
environment within the area.
Future traffic volumes along Great South Road are predicted to remain relatively constant, whilst the
future traffic volume on Waihoehoe Road is predicted to be twice the existing traffic volume. For the
future network full build, depending on the staging of the Project, an updated assessment of
construction traffic will be required prior to construction. This will be used to inform the traffic
management measures in the CTMP.
4.5.3.4 Road Safety Assessment During Construction Period
Speed Limit
Waihoehoe Road (from Flanagan Road to Fitzgerald Road) and Flanagan Road are currently rural
roads with a speed of 60km/h, as defined by the AT Speed Limits Bylaw 2019. Great South Road,
routing from the SH22 connection through the existing Drury town centre, has a speed of 50km/h. The
intersection between Waihoehoe Road and Great South Road also has a speed limit of 50km/h.
Given the low number of construction movements in/out of construction zones and the existing traffic
volume on Waihoehoe Road is classed as medium-low, the likelihood of crashes occurring due to
speed in the existing environment is low for Stage One construction. This is expected to be higher for
full-build given the urbanisation planned in the area.
Pedestrians and Cyclists
The existing roadside facilities surrounding the construction site include a footpath on the eastern
sides of both Great South Road and Flanagan Road, and a narrow footpath on the northern side of
Waihoehoe Road. These facilities may have been upgraded by the time of the full build construction,
and as such the existing environment at that time would need to be reassessed for any potential
conflict areas between site access and pedestrian and cyclist movements.
Currently, there is a potential conflict area at the site access along Great South Road as this will cross
the existing footpath.
4.5.3.5 Property Access Effects for Surrounding Residents and Businesses
There are a range of properties that have access from Great South Road, Flanagan Road and
Waihoehoe Road that will need to be demolished within the site extent prior to work commencing.
Given that construction is largely off-road, property access surrounding the construction site is not
foreseen to be impacted to the same extent as on-road construction. This assumption excludes
properties along Flanagan Road that may be impacted by temporary traffic management controls
during the realignment of the road. In these instances, existing properties that remain during
construction will be required to have temporary access provision.
4.5.3.6 Parking Impacts for Surrounding Residents and Businesses
There are a number of existing businesses and associated carparks on the eastern side of Great
South Road. These businesses have individual customer parking and there are no dedicated, on
street parking spaces within the cross-section of Waihoehoe Road, Great South Road or Flanagan
Road. Hence, there are no major effects on parking surrounding the site area anticipated during
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construction, provided construction vehicles do not use the surrounding customer/business parking
spaces without a site agreement.
Due to the predicted construction traffic movements, sufficient parking is required to be provided for
construction vehicles.
4.5.3.7 Impacts on Public Transport Services
Construction is largely offline, hence there are no major disruption to existing public transport
services. However, in the full build there will be some PT services that will be expected to access the
station footprint. As such, construction traffic will need to be managed in such a way as to not disrupt
services through a CTMP.
It is also noted that Block of Line (BoL) will occur for both stages of construction. Timing of this is to
be mitigated through a CTMP, as detailed below.
4.5.3.8 Recommended Measures to Avoid, Remedy or Mitigate Construction
Effects
Overall, the effects to the road network during construction periods for the Drury Central Station
Project are expected to be minimal given most works will be done offline from the existing road
network.
Some adverse construction effects have been identified, which are determined to be temporary
impacts during the time of each construction period. The potential adverse effects and recommended
measures to mitigate these effects are summarised in Table 4-24
It is recommended that the temporary traffic management is reassessed in the future as part of the
CTMP (Construction Traffic Management Plan) for the Project based on the current traffic
environment. It is recommended to include the following requirements:
• Any temporary traffic management activities along Waihoehoe Road and Great South Road
to provide site access, must consider the effects of other projects that may be occurring in the
area, such as the Papakura to Pukekohe electrification project (Stage One), Waihoehoe West
FTN Upgrade and the Mill Road Project
• Methods to maintain vehicle access to property and/or private roads must be included, where
practicable, or alternative access arrangements provided when access will not be maintained
• Staging of the Flanagan Road closure should be timed appropriately to mitigate access
issues for residents to the south of the station and to maintain access from Waihoehoe Road
to the construction site through the Waihoehoe Road station access or Flanagan Road
• Appropriate timings for the BoL closure for the rail lines should be assessed to minimise
impacts to passenger and freight patterns.
Given that most construction will be undertaken offline from the road network, it is expected that
temporary traffic management will be required for activities such as stop/go or contraflow traffic
management, such as drainage, utility relocation, survey and investigation work.
It is considered that the temporary effects from the construction activities relating to the Drury Central
Station Project can be adequately managed through the implementation of a CTMP during each
staged construction phase of the Project.
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If required, a SSTMP (Site-Specific Traffic Management Plan) should be developed to manage
constraints on access to affected properties.
Table 4-24: Potential construction adverse effects and recommended mitigation
Anticipated effect Mitigation Scale of anticipated effect
(with mitigation in place)
There will be high construction
vehicle movements from staff and
contractors during the peak
construction periods (approximately
100 vehicle movements per day)
Given the high generation of
construction traffic, arrangements
should be made to accommodate
access of these vehicles without
affecting the surrounding network
It is noted that truck movements
should avoid the peak hours of
traffic or alternatively specified times
agreed with the respective Road
Controlling Authority (RCA)
Moderate adverse effect
Temporary disruption to train
services (such as BoL closures)
during construction
Appropriate timing of closures and
community engagement can
mitigate impacts
Low adverse effect
Traffic management during
construction, including construction
vehicle movements to and from the
construction areas, partial or full
road closure, temporary speed
limits restrictions around site
access, and impacts to vulnerable
road users. Points of conflict
surrounding the station include
access points along Waihoehoe
Road, Great South Road and
Flanagan Road
Able to be managed/mitigated
through CTMPs and engagement
before construction
commencement. Short term in
nature
To improve the safety of all road
users during construction, a safe
and appropriate temporary speed
limit on Waihoehoe Road and Great
South Road surrounding the site
access points should be
implemented if needed. This should
be in accordance with the latest
traffic management standards at the
time of construction. These
recommended measures and other
measures highlighted in the CTMP
are expected to reduce the potential
safety risks that may be associated
with construction traffic. A
temporary speed limit may also be
required during the reconstruction of
Flanagan Road
To mitigate the conflict point at the
Great South Road site access
(crosses the existing footpath), it is
recommended that appropriate
Moderate adverse effect
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Anticipated effect Mitigation Scale of anticipated effect
(with mitigation in place)
traffic management measures and
alternatives be identified through the
CTMP
Properties along Flanagan Road
may be impacted by temporary
traffic management controls during
the realignment of the road.
It is recommended that during
detailed design and prior to
construction, an assessment is
undertaken of any affected property
accesses. Temporary access must
be provided if required to enable
residents to safely access and exit
affected properties. These
requirements should be included in
the CTMP or SSTMP, if required
Low adverse effect
Construction vehicles parking in the
surrounding network.
Provide construction parking
facilities within the site footprint
Construction site workers should be
provided allocated parking facilities
to access the site so that local
business parking will not be
impacted
Low adverse effect
The adverse effects will be temporary and are able to be appropriately mitigated. It is recommended
that the potential construction traffic effects are managed appropriately via a CTMP for each stage of
construction.
4.6 Summary and Conclusions
The assessment of transport effects for the Drury Central Station Project (NoR DC-S and NoR DC-I)
has identified the potential effects and recommended mitigation as summarised in Table 4-25 and Table
4-26.
Table 4-25: Summary of Assessment of Effects
Construction Transport Effects
In terms of construction effects, both construction stages are expected to have potential temporary adverse
effects linked to traffic management during construction, including additional construction traffic on certain
routes, partial or full road closure, BoL closure, temporary speed limits around site access, and impacts to
vulnerable road users and property access.
These effects can be appropriately mitigated through appropriate timing of BoL and road closures, as well as
engagement with affected landowners at the time of construction. A CTMP is recommended to be prepared
before construction commences for both stages.
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Table 4-26 Summary of Operational Transport effects
Operational Transport Effects
General
Traffic
There will be some increase in local traffic through the use of the Park and Ride/drop-off
facility; however, this impact is offset through reductions in traffic volumes on the wider network
because of modal shift for inter-regional trips using rail instead of private vehicles.
Safety There are some safety issues with regards to accessibility of the station for active users such
as crossing the rail line, which can be mitigated through a safety audit as part of the
implementation process. Overall, the Project benefits safety in a wider context through
reducing the movement of private vehicles on the surrounding network which have several
associated safety risks. The facilities within the station footprint are planned to be designed in
a way that will support safe travel and movements of all modes, which is in line with Vision
Zero outcomes sought by AT and those under Road to Zero.
Walking
and
Cycling
As noted in the safety section, there are some risks associated with accessing the station via
active modes without appropriate facilities being available. However, within the station footprint
and along the station accessway, facilities will be available for these users and will encourage
these types of movements for ‘first/last mile’ trips to and from the station.
Public
Transport
The Project provides accessibility to the NIMT and to Drury Central, resulting in a greater mode
shift within this area. The accessibility to PT is both through access to the NIMT and the
addition of a bus interchange for local access via bus to the station. These facilities result in an
increase in modal choice in the area and provide wider accessibility to social and economic
opportunities. The availability to the NIMT does result in an additional stop along the rail line,
resulting in a minor travel time delay for existing users between Pukekohe and Papakura.
However, this adverse effect is insignificant compared to the public transport benefits.
Parking
Facilities
The increase in parking availability to access to NIMT via Drury Central Station Park and Ride
will result in a positive effect of minimizing pressure of existing services, such as the Park and
Ride facilities at Pukekohe and Papakura.
Local
Access
Some existing properties will have their access impacted where partial acquisition is proposed.
Safe access to these properties will need be maintained to minimise this impact.
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5 Paerata Station – Assessment of Effects
This section is structured with the following sub-sections:
1) Project overview
2) Existing and likely future environment
a. Existing environment surrounding Paerata Station
b. Likely future environment surrounding Paerata Station
3) Paerata Station project features
4) Description of construction works
5) Assessment of transport effects
a. Positive effects
b. Assessment of operational effects
c. Assessment of construction effects
6) Summary and conclusions
5.1 Project Overview
The Paerata Station Project (the Project) comprises the following NoRs (refer Figure 5-1)
• NoR R1 - Train station platforms and platform buildings
• NoR P-IA - Interchange facilities and station accessway
The footprint and the drawings (Appendix 1 of the main AEE) have been prepared for assessment
purposes and are indicative only. The design will be confirmed at the detailed design stage.
Figure 5-1: Paerata Station platform and interchange, including accessway
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5.2 Existing and Likely Future Environment
The AEE details the existing and likely future environment for the Project. A high level summary of the
existing and future transport network in the wider Paerata area is outlined in Section 3 of this report.
This section describes the context of the existing and likely future environment specific to the Paerata
Station Project. The existing environment is assumed to reflect the environment for the construction
during Stage One, and the likely future environment is assumed to reflect the environment for the full
build out. The assessment of operational effects will describe the immediate effects during the short
term (2028) and assess the impact of the future environment (2048+) both with and without the
Project in the network.
5.2.1 Existing Local Environment
The current land use surrounding the proposed Project site is largely rural, and within proximity to the
existing SH22 (Paerata Road) and Sim Road. Figure 5-2 shows an aerial of the current land use
environment.
Figure 5-2: Current land use surrounding Paerata Station area (GeoMaps, aerial map 2017)
5.2.1.1 Existing Transport Network
The existing transport network surrounding the Project site includes the following:
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• SH22 is a two lane, 100km/h, state highway that provides connections from Pukekohe,
Paerata and western suburbs to Drury. SH22 connects to SH1, which provides intra-regional
access between the Auckland and Waikato regions
• Sim Road is a rural, two-lane road, with a speed limit of 100km/h, providing access to a few
local properties and a connection to Cape Hill Road and Pukekohe town centre. There is no
line marking to delineate between the two lanes along the stretch of the corridor
• The NIMT is a two-track existing rail line. This section of the rail line is used for rail freight and
passenger trains from Pukekohe to Papakura (two trains per hour in the peak period). The
passenger trains using this section of the track are currently diesel, and the line is planned to
be electrified under the KiwiRail Papakura to Pukekohe P2P electrification project30.
5.2.1.2 Safety
Crash history has been obtained for the sections of Sim Road and SH22 (Paerata Road) that are
within 500m radius of the Project. CAS was used to provide a high-level understanding of crash
patterns and safety concerns. The crash data has been extracted for a ten-year period from January
2010 to December 2019 (inclusive). The crashes reported to date in 2020 were also analysed.
Overall, there have been 11 crashes reported during the selected crash period, consisting of one
serious crash occurring at the bend on SH22 (Paerata Road) and four minor injury type crashes.
Three of the minor injury crashes occurred on SH22 (Paerata Road) and one occurred at the bend
along Sim Road. Of these crashes:
• Most crashes were related to a loss of control / head on type crash along the horizontal bends
on a given corridor
• 10 of the crashes were midblock crashes and there was one intersection type crash at the
Sim Road intersection outside properties 319A, 319B, 319C, 319D and 319E.
Of the 11 crashes recorded, there were no crashes involving vulnerable road users such as cyclists
and pedestrians. However, there was one minor crash which involved a motorcyclist missing an
intersection along Sim Road.
A further breakdown of the data is summarised in Appendix C.
5.2.1.3 General Traffic
The existing traffic volumes on SH22 and Sim Road were retrieved from Mobile Roads, using the
latest data available (from December 2019 to June 2020). The volumes extracted were either
estimated or actual data available from the State Highway New Zealand database and Auckland
Council databases.
Table 5-1 summarises current road classifications from One Network Road Classification (ONRC) and
the average daily traffic (ADT) with the percentage of heavy commercial vehicles (HCVs) on each
road. Survey dates can be actual or estimated – referred as “Est” in the below table.
30 Papakura to Pukekohe electrification: https://www.kiwirail.co.nz/what-we-do/projects/amp/papakura-to-pukekohe-electrification/
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Table 5-1: Existing Traffic Volumes on roads surrounding the network31
Road Name Road Classification Survey Date 5 Day
ADT
% HCV
SH22 (Paerata Road) Regional August 2020 (Est) 17,470 4%
Sim Road Access August 2020 (Est) 910 5%
The existing traffic volumes on Sim Road are relatively uncongested, whereas SH22 (Paerata Road)
has congested sections during commuter peaks.
5.2.1.4 Walking and Cycling
The existing roads surrounding the Project area have a speed limit of up to 100km/h. There are no
separated active mode facilities in the area, resulting in potential for high conflict and unsafe
conditions between general traffic and vulnerable road users.
The current environment is typical of a rural transport environment and will not safely accommodate
expected future active mode growth if there are no changes to the amenities.
5.2.1.5 Public Transport
Based on the existing AT Public Transport Network32, there is no public transport provision (services
or facilities) along Sim Road or the surrounding local roads. There is a local Pukekohe #394 service
which runs through the section of SH22 (Paerata Road) adjacent to the Project. The #394 bus
services the route between Pukekohe station and Wesley College.
The nearest facilities are bus stops located outside Wesley College and outside 1000 SH22 (Paerata
Road).
There are no stations close to the Project area, which reduces the ability of the community to access
the NIMT rail line (between Pukekohe and Auckland City Centre). The closest railway station is
Pukekohe Station, which is approximately 5km south of the Project area. Pukekohe Station has
approximately 87 park and ride spaces, bike racks, bus services that connect via the bus interchange,
and runs two rail services per hour during the weekday peak period.
5.2.1.6 Parking Facilities
There are no dedicated parking facilities within the immediate area. There are no dedicated, on street
parking spaces within the cross-section of Sim Road, Crown Road or SH22.
5.2.1.7 Local Access
Existing properties within the Project vicinity have direct access to the wider network via driveways
along SH22 (Paerata Road) and Sim Road.
31 Mobile Roads traffic data may be impacted by nationwide COVID lockdown
32 Bus Train Ferry (at.govt.nz)
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5.2.2 Likely Local Future Environment
This section supplements the information in Section 3 of this report, providing information on the
planned surrounding future environment that the Project will sit within. This assumes a 2048+
scenario, which includes all planned projects in the area being implemented.
5.2.2.1 Planned Transport Network
As the area surrounding the Project urbanises over time, general traffic flows are expected to
increase. Paerata Station is part of a wider planned future network, as shown in the South Indicative
Business Case33, which includes:
• SH22 South Connection, a 50km/h arterial road with four general traffic lanes and space
dedicated to active modes, which will connect SH22 (Paerata Road) to Pukekohe
Expressway. The station accessway is encompassed within the SH22 South Connection
alignment, routing from SH22 (Paerata Road) to the station entrance road. The SH22 South
Connection includes this alignment, widening this section of the road from two lanes to four
lanes, and routes eastbound to intersect with Pukekohe Expressway
• Pukekohe Expressway, a 50km/h-80km/h strategic road with four general traffic lanes and
space dedicated to active modes.
It is noted that the project descriptions are based on assumptions of work to date or information
provided in the Indicative Business Case and may be subject to change.
Figure 5-3 shows the indicative location of Paerata Station within the planned future network.
33 https://www.supportinggrowth.govt.nz/assets/2019-Launch-Website/IBCs/620f869fef/South-Indicative-Business-Case-for-Route-Protection.pdf
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Figure 5-3: Indicative Paerata Station Location and associated Future Network (based on Te Tupu Ngātahi alignments assumed from the IBC network)
5.3 Project Features
Indicative key features of the full build of the Paerata Station Project include the following:
• Four platforms
• Station buildings
• Bridge access to the platforms and station buildings
• Bus interchange and layovers
• Park and ride facilities / kiss-and-ride for approximately 500 cars
• Bicycle storage for approximately 500 bicycles
• Internal road / path access.
Refer to the AEE for a more detailed description of works to be authorised within the Project.
5.3.1 Project Implementation
The Paerata Station Project will be implemented in stages to align with current and future land use
scenarios, changes in usage demands over time and the availability of transport funding. The first
stage of construction is funded under the NZUP and is intended to be completed by 2024. The Project
seeks to provide for the long-term development of the station and its precinct. The exact timing of
future stages for these stations is uncertain beyond Stage One as this will be driven largely by the
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rate of growth and urbanisation of the surrounding area. However, it is expected that station
components will evolve over time to meet changing demand levels. For example:
• The size and number of platforms will increase over time as the usage of the station
increases, and third/fourth tracks are added to the rail corridor (as part of a separate track
expansion project); and
• Park-and-ride facilities are assumed to be the main means of access in the short term but
may be consolidated over time as other access modes increase.
In light of the above, an effects envelope-based approach to designating the land and consenting the
activities is proposed, allowing for the construction and operation of the fully developed facilities.
Table 5-2 below shows the lower and upper bound scenarios for station components provided for
within that envelope. Outline Plans will be required at different stages to provide the final details of the
staged build-out.
Table 5-2: Likely staging of project attributes
Paerata Station
Spatial Attribute Lower Bound Upper Bound
Rail tracks (four tracking not
provided for in this referral)
Two Four
Platform length 150m (to accommodate a 6-car
train)
225m (to accommodate a 9-car
train)
Platforms Two Three
Bus Interchange At least one double bus stop within
footprint
At least nine bus stops within
footprint
Park and ride spaces < 500
Bicycle storage Approx. 200 Approx. 500
5.4 Description of Construction Works
A detailed description of works to be authorised for the Project is further outlined in the AEE. For the
purposes of the transport assessment of effects, NoR P-S (train station platforms and platform
buildings) and NoR P-IA (interchange facilities and station accessway) will be assessed as a
combined package for the Paerata Station Project.
Access to the station will be to the south-west of the rail line via an intersection along the proposed
SH22 South Connection once the entire surrounding network is in place. Prior to the implementation
of the SH22 South Connection, the station accessway (NoR P-IA) will act as the main connection
during Stage One.
As noted above, the Project is planned to be delivered using a staged approach. Through NZUP,
there is funding allocated for implementation of Stage One of the Project to be delivered by 2024, and
the wider footprint (full build) assumed to be delivered by 2038. However, to fully assess the effects of
the station, a 2048+ scenario is used for the future environment assessment whereby all planned
projects and growth is assumed to be included in the network.
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To assess the extent of effects from an operational view, this part of the assessment will be
undertaken in the future scenario (2048+). The construction effects will be assessed in both the short
term and likely future environment to reflect the staging of works.
Full construction of the Paerata Station Project, including station, interchange and accessway will
include a new four platform station with eastern and western entrance buildings and a pedestrian over
bridge connecting the platforms. The construction works will provide for the adjacent areas for a bus
interchange, pick up/ drop off and a park and ride carpark. A new station accessway will also be
constructed off SH22, west of the proposed interchange facilities. This accessway (approximately
650m) will include a pedestrian path on both sides of the road, and a bridge overpass to cross over
the existing NIMT.
Construction works will primarily be done on-site, offline from the existing road network. Temporary
traffic management is expected to be in place to accommodate site access points from SH22
(Paerata Road) and Sim Road.
The first stage includes an interim two platform station which includes platforms on either side of the
existing two track NIMT as well as a pedestrian over bridge and station entry buildings. The full extent
of adjacent civil works including the bus transfer facilities and park and ride carpark are expected to
be completed as part of the first stage.
The construction of the first stage is estimated to take 12 to 18 months to complete:
• Enabling Works: 1-3 months
• Civil Works: 13 months to 14 months
• Station Construction: 12 months.
• Bridge: 9 -10 months
• Accessway and roundabout: 7 months.
The civil works, interim station, bridge, accessway and roundabout construction will be undertaken in
parallel.
The full build stage includes the expansion of the station for four tracking and is expected to take a
further 12 to 18 months in a future decade. The additional works will include widening and lengthening
the central platform further to the north, lengthening the western platform, adding an eastern platform,
expansion of the station building and pedestrian overbridge. The platform lengthening will allow for
the increase in train car numbers. It is assumed that the expansion of the station will be coordinated
with the four-tracking rail project. The construction of the accessway from Sim Road in the second
stage will also involve additional earthworks and pavement activities.
Refer back to the AEE for a more detailed description of works to be authorised within the Project.
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5.5 Assessment of Transport Effects
The transport assessment of effects covers the following:
• The wider positive effects of the Project in the future (2048+) environment and comparisons
to the existing environment where appropriate
• Assessment of operational effects and recommended measures to avoid remedy or mitigate
such effects, based on the future environment (with some reference to the existing
environment where applicable e.g. for operation of the Stage One station)
• Assessment of construction effects and recommended measures to avoid remedy or mitigate
such effects, based on the existing and future environment.
5.5.1 Positive Effects
The Project will have several significantly positive transport and associated health and climate change
effects once implemented, both in the existing environment and future environment. Where
appropriate 2028 data is shown to highlight the immediate positive effects. To assess the full extent of
having Paerata Station in the network, a future scenario (2048+) has been used to assess impacts,
given that this scenario assumes all future development and planned projects are in the network (refer
to Appendix A on inclusions). It is noted that for some effects, scenarios have been tested where no
stations (Drury Central, Drury West and Paerata Stations) exist in the future network, as a
comparison. This is referred to as ‘No Rail Station Projects’.
The positive effects identified include benefits for accessibility, public transport usage, active modes,
health, climate impact reduction and safety, as summarised below.
The section below will include positive effects for both Drury Central and Paerata Station Projects as
they were assessed together. These Projects are inter-related and there is intent for both stations to
be route-protected and consented together.
5.5.1.1 Accessibility
The Paerata Station Project enables access to economic and social opportunities for current and
future residents in and surrounding Paerata, including access to the proposed station.
There is significant growth forecast in Paerata, with an approximate increase of 34,000 people,
12,500 households and 2,600 additional jobs over the next 30 years, based on the Pukekohe–
Paerata Structure Plan. Access from the future growth areas to Paerata Station will be enabled
through a combination of active modes and public transport access (measured as a 5km catchment)
and via park and ride facilities for private vehicle access (measured as a 10km catchment).
Combined with other future connections to facilitate movement in the future environment, the station
acts as a key trip attractor to the area. Data for jobs, population and households have been calculated
using catchment analysis from the station site to show the increase in accessibility to the site. It is
recognised that the positive effects attributed to increasing the catchment to the station is also
dependent on the local connections in the area being upgraded and therefore the attractiveness of the
station does have some inter-dependencies with the wider network surrounding it being delivered. D
The difference in job accessibility, population accessibility and household accessibility to Paerata
Station between 2016, 2028 and 2048+ is shown in Table 5-3, Table 5-4, Table 5-5.
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Table 5-3: Job Accessibility
Short term effects (Year 2028, 2038)
Distance 2016 2028 2038
Difference
(2016-
2028)
Difference (2016-2038)
5km
catchment
3,200 4,700 6,700 +1,500 +3,500
10km
catchment
15,600 22,300 31,000 +6,700 +15,400
Long term effects (Year 2048+)
Distance 2016 2048+ Difference (2016-2048+)
5km
catchment
3,200 9,000 +5,800
10km
catchment
15,600 40,400 +24,800
Table 5-4: Population Accessibility
Short term effects (Year 2028, 2038)
Distance 2016 2028 2038 Difference
(2016-2028)
Difference
(2016-2038)
5km catchment 12,200 25,300 40,000 +13,100 +27,800
10km catchment 45,400 88,600 126,200 +43,200 +80,800
Long term effects (Year 2048+)
Distance 2016 2048+ Difference (2016-2048+)
5km catchment 12,200 58,000 +45,800
10km catchment 45,400 174,200 +128,800
Table 5-5: Household Accessibility
Short term effects (Year 2028, 2038)
Distance 2016 2028 2038 Difference
(2016-2028)
Difference
(2016-2038)
5km catchment 4,100 8,900 14,800 +4,800 +10,700
10km catchment 15,600 31,900 47,300 +16,300 +31,700
Long term effects (Year 2048+)
Distance 2016 2048+ Difference (2016-2048+)
5km catchment 4,100 22,200 +18,100
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Short term effects (Year 2028, 2038)
10km catchment 15,600 67,800 +52,200
It is shown that if the station were to exist in 2016, this would be serving a much smaller catchment
compared to the increase in growth in 2028 when Stage One is expected to be implemented by. The
positive effect shown in both the short-term and long-term highlights that over time, there will be more
growth in the areas and consequently a higher available catchment to the station.
The high catchment has access to the wider network via the station, including key centres such as
Manukau, Airport and the CBD. The difference in travel time from the station site using public
transport facilities is summarised in Table 5-6, which assesses the impact of having (All Rail Station
Projects) and not having (No Rail Station Projects) Paerata Station in the future network. It is noted
that the data shows access to the identified centre locations, rather than a specific area or stop.
Table 5-6: Travel Time via PT from Paerata to main centres (minutes)
Manukau Airport CBD
Paerata 2048+ All Rail Station Projects
70 min 81 min 81 min
Paerata 2048+ No Rail Station Projects
81 min 95 min 92 min
As shown, having Paerata Station in the network increases accessibility via PT by reducing travel
times to key destinations, which adds to the attractiveness of the rail network. The travel time savings
is considered to be a key factor for mode shift to PT in the area, as detailed below.
5.5.1.2 Public Transport Usage
The Project forms part of the wider future public transport network, providing access to public
transport such as trains and buses. 9,000 jobs and 22,200 households are within a 5km catchment
and 40,400 jobs and 67,800 houses are within a 10km catchment of Paerata Station in 2048+.
Paerata Station being in the network is seen to increase mode shift from private vehicles to public
transport use in the area. Figure 5-4 highlights the differences in the proportion of PT trips travelling
north from Paerata and Pukekohe between the ‘All Rail Station Projects’ scenario with the Paerata
Station present and the ‘No Rail Station Projects’ future network where the stations are not included.
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Figure 5-4: Public transport mode share % difference between 2048+ with and without stations (travelling north)
As shown, the PT mode share left of SH22 (Paerata Road) is significantly higher in the full build with
the stations compared to there being no stations in the full build. The PT in these areas are predicted
to increase with Paerata Station in the future network by approximately 22% - 31%. The PT uptake is
also significant in the areas right of SH22 (Paerata Road) such as Paerata Rise where the PT mode
share is expected to be 30% higher with the Paerata Station in the future network then without the
station. With the Project in place, there will be improved access to the NIMT and therefore more intra-
regional trips will be likely to travel via PT.
With Paerata Station in place, there will be several public transport benefits to the wider network,
including:
• Providing access to the wider rail network via access at Paerata Station. The station location
provides for a local catchment via walking and cycling and bus facilities provided in the
interchange footprint, in addition to a wider catchment through the Park and Ride facility
• The facilities at the station contribute to modal shift by providing alternative modes to private
vehicles to access to the station. This modal shift provides for intra-regional trips to the wider
Auckland network via the NIMT
• Accessibility to the station coupled up with the use of the station for intra-regional trips,
provides attractive and sustainable transport options within the area
Legend
Low % PT mode
share increase
High % PT mode
share increase
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• The Project acts as a key trip attractor to bus routes and the bus interchange in the station
footprint connects with several public transport routes in the area. The Station Access Tool
predicts that 2,000 people per day will access the station via bus in the 2048+ scenario.
5.5.1.3 Active Modes
The Project provides many benefits to the wider network for walking and cycling, including:
• The station will act as a key trip generator and integrate with the wider future walking and
cycling network, resulting in an uptake in active modes and using facilities such as the
planned Regional Active Mode Corridor
• Accessibility to employment and social amenities (such as the Paerata industrial centre) will
be made attractive through multiple modes being available as options
• Bike storage and footpaths within the interchange from both sides of the rail line will make
Paerata Station an attractive option for short-distance catchments (around 5km for the cycling
catchment). Based on the Station Access Tool, approximately 2,900 cyclists and 5,700
pedestrians will access the station daily, based on the 2048+ scenario
• Modal choice via active modes accessing the stations will have positive environmental and
health benefits by increasing the number of active mode trips and reducing the reliance on
vehicle trips.
5.5.1.4 Health Benefits
An increase in the number of walking and cycling trips generated with the purpose of travelling to/
from Paerata Station is expected to have a substantial benefit for human health for those people
shifting modes. Shifting from inactive modes, such as private vehicle use towards active modes due
to the Project, will accrue positive health benefits. Currently, transport and mental health is an
emerging field of research and there is no standard monetised value for mental health benefits34.
However, increasing research points towards active modes such as walking and cycling being
associated with improved psychological health35.
The health benefits outline in Section 4.5.1.4 of this report will also apply to Paerata station. Health
benefits were calculated with the two stations (Drury Central and Paerata stations) being present in
the short term (to isolate for this assessment) and the all three stations (Drury West, Drury Central
and Paerata) being present in the long term (2048+).
The changes to emissions also have impacts on climate change, as outlined below.
5.5.1.5 Climate Impact Reduction
As detailed, a change in travel behaviour will have several health benefits with regards to emission
production, including a reduction in greenhouse gas emissions such as carbon monoxide, carbon
dioxide and fuel consumption litres. A reduction of emission production also minimises the impact on
the climate, and benefits are evident both in the short term (2028) and long term (2048+).
34 Waka Kotahi, ‘Monetised Benefits and Costs Manual’, February 2021
35 Waka Kotahi, research report 675, ‘The relationship between transport and mental health in Aotearoa New Zealand’, March 2021
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The climate impact reduction benefits due to Paerata Station in the short term and long term is
consistent with the climate impact reduction benefits due to the Drury Central Station, outlined in
Section 4.5.1.4 of this report.
The amount of emissions is predicted to be reduced with the stations in both the short term and long-
term network. This is particularly notable when comparing the differences in CO2 emissions and fuel
consumption litres, indicating that having the stations in the future network will minimise the amount of
emissions produced through private vehicles as the stations cause an overall reduction in private
vehicle use.
5.5.1.6 Safety Benefits
Having the Paerata station in the future network is seen to have a positive impact on safety given that
the increase in access to the NIMT results in a modal shift of reducing private vehicle trips for intra-
regional movements, reducing the number of private vehicles on the network.
Refer to Section 4.5.1.4 which outlines further detail on the safety benefits due to Paerata and Drury
Central Stations being in the short term and long term networks. There is a crash saving of $0.6m
annual benefits in 2028 by having the Drury Central and Paerata Stations. By comparing all stations
(including Drury Central, Paerata and Drury West stations) in the future network (2048+) to no
stations in the future network, the results shown a crash saving of $2.3m annual benefits.
Overall, the Project is well aligned with the Government Policy Statement and safe system guidance
as the Project increases the use of freight and passenger rail. The Project supports the Government’s
Road to Zero strategy by providing safer transport options and reducing traffic volumes on roads, to
improve road safety.
The approach to associated transport infrastructure has used safe system guidance to separate out
different modes of transport with a priority to vulnerable road users. In the development of the Station
design the transport facilities have employed roundabouts where possible due to the safety benefits of
this intersection form. The footprint of these roundabouts have been designed in such a manner that
they could be converted to traffic signals in the future once the Paerata area further urbanises.
5.5.2 Assessment of Operational Effects
This section describes how each element of the transport system will function operationally after
construction of the Project, and therefore the effect it will have on the existing and likely future
environment. Given the intention of the Project to support the urban development planned in the area,
the future environment has been informed by the planned urban development. In this section, each
mode of transport will assess:
• The impact on the future environment without the Project (and also without the Drury Central
Station and Drury West Station Projects)
o 2048+ network with all three stations absent, referred to as ‘No Rail Station Projects’
• The impact on the future environment with the Project
o 2048+ network with Drury Central and Drury West36, Paerata Station, referred to as
‘All Rail Station Projects’
36 Drury West is part of a separate consent application. However, when the full-build impacts considers and includes Drury West Station as this
station will be built and be operational in the 2048+ All Stations scenario.
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• Any operational impacts to the existing environment (2028) will also be noted where the
impacts will be at a worse case than in 2048+.
5.5.2.1 Assessment without the Project
This section considers the operational transport impacts where the Project does not exist in the future
environment (No Rail Station Projects). This assessment has been undertaken to demonstrate what
the impact will be in the future environment without the Project in place, to use as a baseline for
assessing any transport effects.
General Traffic
Without the Project in place, there will be less access to the NIMT and therefore more intra-regional
trips will be likely to travel via private vehicle given the limited modal choice. As such, there will be in
an increase in vehicles on the wider surrounding network (as shown in later sections in Table 5-12).
Without the Project, trips that may have used Park and Ride facilities at Paerata Station to access the
wider network via the rail line would be limited to driving elsewhere to use Park and Ride facilities
(such as at Pukekohe), or restricted to completing their journeys by private vehicle rather than mixed
modal use. Some trips will reroute to other Park and Ride facilities, but these will be limited by parking
spaces available as the demand at these stations will increase. However, given the limited parking
spaces at the other stations, there will be some trips that will revert to vehicle use for the entirety of
their trip.
Whilst remote from Mill Road, due diligence was carried out to understand if delaying the project
would have an impact on the station. A select link analysis on traffic using the station was carried out
in the 2028 scenario. It showed that there was not routing of traffic to the station using Mill Road.
Safety
Without the Paerata Station in the future environment, the associated reduction in vehicles on the
road and the subsequent safety benefits will not be achieved to the same extent. This disbenefit is
exacerbated further if all the new stations planned in the future environment are not constructed.
Without Paerata Station in the future environment, there will be an increased number of vehicles on
the future network compared to the scenario without the station. This is because there will be lower
increases of people shifting towards public transport options which have a lower risk associated with
them. The outcome could be high crash exposure levels due to the high number of vehicles in the
network
Walking and Cycling
Without the Project in the future environment, the implications for walking and cycling are as follows:
• Walking and cycling trips that would have occurred for commuting purposes (i.e. travelling
to/from the station), will not exist without the station in place as a main trip attractor.
Therefore, the associated health benefits with increased active mode users will not be
achieved without the Project as these trips would otherwise be undertaken via private
vehicles
• The future walking and cycling network will be less utilised as without a station there will be
no trip generator in this area, reducing the benefits of other projects such as the proposed
Regional Active Mode Corridor and SH22 South Connector
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• The ability to contribute to mode shift towards active modes will be severely compromised if
the Project is not implemented, leading to further reliance on low-occupancy vehicle use and
exacerbating congestion
• A reduction in walking and cycling in the network will lead to further reliance on low-
occupancy vehicle use, further exacerbating congestion and safety issues both locally and on
the wider network
• The lack of provision of sustainable travel choices will result in a lost opportunity to switch to
low-emission transport options. With the increase in population and subsequent travel
demand rising, this will result in an increase in emissions from continuation of car-based
travel and an associated increase in adverse environmental and health effects. This is due to
the expected shift from potential train-based trips to car-based trips due to the absence of the
Project.
The predicted 2048+ usage of the walking and cycling facilities surrounding the Project (both with and
without all stations in the future network) are shown in Table 5-7. Movement estimates were taken
from the Strategic Active Mode Model (SAMM) and Station Access Tool. These numbers are based
on average daily flows (both directions) on the network surrounding Paerata Station.
Table 5-7: Daily active mode trips predicted in 2048+ surrounding Paerata Station
Scenario Corridors Walking (Daily Flows) Cycling (Daily Flows)
2048+ No Rail Station
Projects
SH22 (Paerata Road),
SH22 South Connection,
Regional Active Mode
Corridor*
5,400 600
2048+ All Rail Station
Projects
7,500 2.400
*expected to be key routes for both walking and cycling
As shown, not having the Project nor any new stations included in the network largely impacts the
wider walking and cycling network, indicating that Paerata Station is a key trip attractor for these types
of modes.
The effects to walking and cycling are localised, therefore if Paerata Station was no longer in the
network there would still be some active mode movement; however, the local rate would be lower.
The proposed Drury West Station is approximately 6km northbound and Pukekohe Station 5km
southbound of the Project, therefore, it is expected that some trips within the Paerata catchment for
walking and cycling would reroute to this alternative station. However, this additional distance for
movement will detract some trips.
Public Transport
In the scenario where there are no new stations included in the wider network (Drury Central, Drury
West and Paerata), passenger and freight trains will continue to operate. However, access to the
NIMT will be via Papakura or Pukekohe Stations. In the future environment, whereby the areas
surrounding the stations are fully urbanised, the absence of these new stations in the network will
result in increased traffic volumes directed towards the existing stations and more vehicles travelling
intra-regionally.
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Without the Project in the future environment, there will be less demand to use the proposed bus
services within the Paerata area given the bus network would no longer be directed to the station.
Instead of using buses to connect to the station to facilitate longer trips via the rail, these trips would
become more localised. Having Paerata station in the network therefore supports the wider Public
Transport strategy of providing a connected network.
The following undesirable outcomes are likely to occur if future growth progresses and Paerata
Station is not included in the wider network:
• Access to employment and social amenities will be compromised by congested traffic due to
low public transport connectivity and continuation of car-based travel
• Access to key trip attractors and employment such as the Paerata town centre will be limited
without access via the station
• Poor integration with the proposed FTN services would result. Some bus routes could reroute
to surrounding stations; however, the attractiveness of using public transport via the Paerata
region would decrease given the time increases to access the rail network
• The ability to contribute to transformational mode shift and increased ridership will be
compromised if additional provision for reliable public transport is not provided. Modal shift to
public transport would reduce in the area given the modal choice of rail will not be easily
accessible for those living in the Paerata area. Hence, people living in this area will have
limited sustainable modal choices, resulting in private vehicle use
• The lack of provision for reliable public transport choice will result in increased emissions from
continuation of car-based travel and lead to adverse environmental and health effects.
• The lack of provision of a reliable public transport choice will lead to delays and unreliability
on the wider general traffic network
• Access to the NIMT will be provided adjacent to the Paerata region in Pukekohe and Drury
West however, the Paerata catchment would not be facilitated with direct access in the area
• The SH22 South Connector route, which will be planned through a different project, will be
less attractive given the function of the road is partly intended to provide for multi-modal
access to Paerata Station.
Parking
Without the Project in place, there are no known parking facilities planned in the area that are directly
linked to the planned infrastructure plans in the area. There is expected to be Park and Ride facilities
at Drury Central Station and Drury West Station, however these are several kilometres from the
Project site. Currently, there is no formal parking in the surrounding area. As the area develops in the
future, car parking will be provided, and it is assumed that these parking facilities will be developer-
led.
As areas in the south develop, there will be increasing demand for park and ride facilities at the
existing Papakura and Pukekohe station as well as at the proposed Drury Central and Drury West
Stations. Without the Paerata Station Project, the demand and pressure at the existing and other
stations will remain or continue to increase.
Property Access
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Without the Project in place, existing properties on SH22 (Paerata Road) and Sim Road will retain
their existing accesses until such time as the area is urbanised.
5.5.2.2 Assessment with the Project
This section considers the operational transport impacts where the Project exists in the future
environment (All Stations scenario, 2048+ network with Paerata, Drury West and Drury Central
Stations).
General Traffic
For general traffic, the Project serves as a key mode shift transition away from private vehicles to
sustainable transport options for intra-regional trips. Vehicle trip distances will be shorter as vehicles
access the station and the use of the station for intra-regional trips provides for attractive and
sustainable transport options in the area.
The surrounding traffic network has been assessed in 2028 with and without Paerata Station in the
network, as shown in Table 5-8.
Table 5-8: Average Daily Traffic (ADT) along roads surrounding the Project
Road 2028 ADT (without
Paerata Station)
2028 ADT (with Paerata
Station)
Difference in ADT
Sim Road 1,100 1,000 -100
SH22 (Paerata Road) 15,200 16,100 +1,000
As shown, there is little difference in the existing environment to the local road network with the
Project in place. However, the performance of intersections is slightly impacted when the station is in
the network. Table 5-9 summarises the SIDRA outputs when assessing the planned intersection
connection of SH22/ Station Accessway with and without Paerata Station in the network. In 2038, it is
assumed that the SH22 South Connection will be in the network, linking SH22 to the proposed
Pukekohe Expressway and therefore incorporating the Station Accessway and linking to this
intersection. The intersections have been assessed as roundabouts using SATURN volumes.
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Table 5-9: State Highway 22/ Station Accessway intersection SIDRA results in 2028 and 2038
Year and
Scenario
Peak
Period
Overall Level
of Service
Degree of
Saturation (worst
movement)
Average
Delay (sec)
Maximum
Queue Distance
(m)
2028 with
Paerata
Station
AM Peak F 1.14 70.7 715
PM Peak A 0.67 8.2 53
2028 without
Paerata
Station
AM Peak A 0.58 4.7 45
PM Peak A 0.58 4.5 50
2038 with
Paerata
Station
AM Peak A 0.8 8.4 97
PM Peak A 0.48 4.9 26
2038 without
Paerata
Station
AM Peak A 0.47 4.6 36
PM Peak A 0.42 4.6 26
As shown in 2028, the intersection performance worsens with the station in the network, given that
the station creates demand. This is particularly noticeable when comparing the queue lengths in AM
peak along the SH22/ Station Accessway intersection. The overall intersection level of service in the
AM peak with the station is F which is poor, and the degree of saturation shows that the SH22
approaches have also exceeded road capacity. It is recognised that in 2028 the intersection is unlikely
to be built without Paerata Station given that its function is to provide access from SH22 to the station
accessway.
In 2038, the degree of saturation and queue length is worse at the intersection with the station in the
network; however, the overall level of service is still deemed as satisfactory. The level of service of
the original intersection layout is satisfactory due to the presence of the Pukekohe Expressway in the
network which will relieve traffic off SH 22.
A mitigation measure is required at this SH 22/ Station accessway intersection due to the
unsatisfactory intersection performance expected in 2028 due to Paerata station being in the network.
The measure developed for mitigation comprises of a short, 15m lane along the SH22 north
intersection approach This mitigation measure will improve the intersection performance so that it is
satisfactory. The mitigated layout intersection is shown in Figure 5-5 and the operational performance
details are given in Table 5-10.
Table 5-10: Mitigation measures for SH22/ Southern Connector intersection SIDRA results in 2028 AM Peak
Year and
Scenario Peak Period
Mitigation
measure
Overall
Level of
Service
Degree of
Saturation
(worst
movement)
Average
Delay
(sec)
Maximum
Queue
Distance
(m)
2028 with
Paerata
Station
AM Peak (with
mitigation)
Northern
arm, left
turn pocket
of 15 m
A 0.72 6.4 89
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Although, the intersection with 2038 flows perform better, the same mitigation was applied to test the
2038 performance. It is observed that the mitigation works for 2038 as well, reducing the maximum
queue distance from 97 m to 36 m in AM Peak.
Figure 5-5: SH22/ Southern connector intersection – Base layout (on left), Mitigated layout (on right)
It is observed that intersection performance improves by 2038 as there are decreased traffic flows,
particularly along SH22, due to the availability of an alternate route along the planned Pukekohe
Expressway. The impact with and without the stations is minimal in 2038 for both the intersections
due in part to wider network effects (see Appendix A for wider network inclusions/exclusions).
The impact to the surrounding intersections is viewed as a short-term operational effect (by 2028)
which can be mitigated through improvements to the surrounding network over time (as summarised
in Appendix A). Greater impacts to the wider network are evident when assessing the 2048+
scenario data to 2016 data, as summarised in Table 5-11.
Table 5-11: Traffic Volumes along roads surrounding Paerata Station (2048+)
Road 2016 2048+ No Rail Station
Projects
2048+ All Rail Station
Projects
SH22 (Paerata Road) 17,000 17,000 17,000
Sim Road 1,000 6,000 7,000
SH22 South Connection Not in existing network 7,000 9,000
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Road 2016 2048+ No Rail Station
Projects
2048+ All Rail Station
Projects
Pukekohe Expressway Not in existing network 39,000 38,000
As shown by the data, an overall increase in traffic volumes is predicted along all routes aside from
SH22 (Paerata Road), when comparing the 2016 and 2048+ scenarios. The new roads included in
the wider network (SH22 South Connection and Pukekohe Expressway) add more capacity to the
wider network. There is no change to the traffic volumes on SH22 (Paerata Road) in this area over
time, which is expected given this road will be classified as an urban arterial and strategic trips will
divert to use of the Pukekohe Expressway.
With regards to effects, there is a minimal difference to traffic volumes on the local network
surrounding the Project when comparing 2048+ ‘No Rail Station Projects’ scenario and the 2048+ ‘All
Rail Station Projects’ scenario. This implies that the localised trips to and from the stations do not
have an adverse effect on the local network. However, given the little variance between the scenarios,
this suggests that the trips captured through Park and Ride movements are no longer being removed
from the wider network, having greater intra-regional impacts.
The impact to general traffic without any of the stations in the future network is more evident when
assessing the intra-regional trips. Table 5-12 shows the difference in wider daily traffic volumes
passing through a north screenline of Paerata Station37.
Table 5-12: Screenline north of Paerata Station
Direction 2016 2048+ No Rail Station
Projects
2048+ All Rail Station
Projects
Northbound 20,000 43,000 42,000
Southbound 21,000 44,000 42,000
As shown, the number of intra-regional trips has reduced by approximately 3,000 trips per day on the
wider network with Paerata Station in place, when comparing the ‘No Rail Station Projects’ scenario
against the ‘All Rail Station Projects’ scenario. This highlights the slight positive benefits of the Project
of reducing intra-regional trips on the network. The absence of the Project will have a slight impact to
intra-regional trips given the increase in strategic traffic, leading to increased congestion and safety
risks.
Safety
A safety concern in the existing environment is accessibility to the station for vulnerable users given
the lack of walking and cycling facilities. In the short-term and long-term, Park and Ride will provide
safer access for existing residents to the station. This safety issue will be further minimised in the
future environment through planned facilities as part of the Project (see below), and as part of other
projects in the area, such as the planned Regional Active Modes Corridor (currently in the business
case stage of development).
37 Screenline includes SH22. Sim Road, Tuhimata Road, Runciman Road, Mill Road and Pukekohe Expressway (in the 2048+ scenarios)
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In both the existing and future environment, there is also a safety risk of pedestrians crossing the rail
line to access the station. This safety risk is reduced through the provision of the pedestrian bridge
which will connect the platforms.
In both environments, the design of the Project has been undertaken with consideration of the latest
safety guidance, such as AT’s Vision Zero and KiwiRail Design Standards38. The safety upgrades
related to the Project include:
• Providing active mode access to the station from both sides of the station and connecting into
the planned Regional Active Modes Corridor in the future environment. The walking and cycle
paths are in the desire line of pedestrians and cyclists
• Providing opportunity for modal shift change through the inclusion of segregated active mode
paths and a bus interchange within the station footprint in addition to Park and Ride to
improve accessibility to Paerata Station. Providing station access will increase safety benefits
with the reduced exposure risk due to a lower number of vehicles using the wider network.
Overall, the proposed designs for the Project are well aligned with the transport safety principles of AT
and design standards of KiwiRail. It is noted that further complementary measures to achieve the
safety outcomes identified will be completed as part of detailed design, prior to works commencing.
The Project is well aligned with the Government Policy Statement as the Project improves the safety
of the rail network and mode shift will make the overall land transport system safer. The Project
increases the use of freight and passenger rail and supports the Government’s Road to Zero strategy
by providing safer transport options and reducing traffic volumes on roads over time, to improve
overall road safety.
Safe system guidance provides that crash risk can be addressed through reducing exposure levels
and specifically reducing exposure of pedestrians to crashes. The Project reduces exposure between
vehicles and pedestrians through reducing vehicle volumes and providing public transport such as rail
to achieve the required mode shift.
Walking and Cycling
Walking and cycling will be facilitated by the Project as amenities within the interchange will make
these attractive mode options to access the station, whilst the station will act as a key attractor for
active mode movements.
The design of the walking and cycling elements in the Project have been assessed against relevant
AT standards and policies, as summarised in Table 5-13.
Table 5-13: Paerata Station, Interchange and Accessway compared against AT Standards and Assessment for Walking and Cycling Facilities
Policy/Standard Network Component Assessment
Auckland Transport Vision
Zero39
Segregated walking and
cycling facilities
Segregated walking and cycling facilities are
proposed to provide a safe modal choice in the
future environment. Vision Zero specifies that
proposed designs should feature separated cycling
38 Standards include KiwiRail T-ST-DE-5212 Rail Infrastructure design, as further detailed in the engineering specialist report
39 Auckland Transport: Vision Zero: https://at.govt.nz/media/1980910/vision-zero-for-tamaki-makaurau-compressed.pdf
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Policy/Standard Network Component Assessment
facilities for arterial corridors in excess of 30km/hr.
The traffic speeds for the accessway are proposed
to be 50km/hr and planned to be segregated,
therefore the proposed design of the walking and
cycling facilities is considered to be appropriate for
these standards. The speed within Paerata
interchange is planned to be 30km/h, also meeting
Vision Zero standards
Auckland Transport Design
Manual40
Footpaths:
1.8m minimum
Cycle Paths:
2.0m minimum
A 1.8m footpath is proposed on all corridors within
the Project and a 2.0m cycle path is proposed with
a 2.3m berm. The total width of 6.8m is proposed
from carriageway to road boundary. This is in
accordance with the AT TDM requirements
The design also further compliments other policies such as Road to Zero.
The Project is located in an area surrounded directly by mixed housing urban zone, indicating that the
short-distance catchment will facilitate a number of active mode trips for using the station. The
surrounding land use and active mode desire lines are shown in Figure 4-7.
It is expected that additional pedestrian movements would be induced to access the station. These
are expected to be low in the short term due to the lack of residential development in close proximity
to the station.
40 Auckland Transport – Transport Design Manual: https://at.govt.nz/about-us/manuals-guidelines/roads-and-streets-
framework-and-the-transport-design-manual/
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Figure 5-6: Long term Active Mode desire lines to Paerata Station41
Active mode benefits are covered in Section 5.5.1.3 of this report.
Public Transport
The Project enables access to economic and social opportunities for current and future residents in
the Paerata area, via access to the proposed station. The Project forms part of the wider future public
transport network, providing access to public transport such as trains and buses. Positive effects such
as travel time improvements between centres. These positive effects are detailed in Section 5.5.1.2 of
this report.
It is noted that train users from Pukekohe and Papakura who are travelling to main centres such as
the CBD are expected to experience an additional 40 seconds of travel time along the rail line, given
the inclusion of each extra train stop in the future network. However, this is viewed as a minimal effect
given that accessibility to Paerata will be greatly enhanced.
41 High-level desire lines shown, further details included in South Rail Detailed Business Case, Appendix E1.2 – Rail Station and Transport
Interchange Functional Design Layout
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Exact layout of the bus station interchange will be confirmed at the detailed design stage and will be
guided by the AT Transport Design Manual where appropriate.
Parking
The Project station interchange provides space for approximately 500 car parks to be used for Park
and Ride facilities, as well as enabling two parking spaces for pick/drop off and four parking spaces to
be used for a taxi rank at full build. The park and ride facilities will increase accessibility to the Paerata
Station for a wider catchment.
The park and ride capacities at the Paerata Station is interdependent with the demand and capacity of
other stations in the area. An additional positive benefit for the project is that the Paerata park and
ride station facilities will reduce demand and pressure at other stations such as Papakura and
Pukekohe stations. This will increase parking spaces for people to use at these existing stations.
There is a potential that the park and ride facilities may preclude development which increase walking
and cycling accessibility to the station.
Currently, there is no formal parking near the proposed Paerata Station. Hence, car parks will not be
reduced in the area and there will be no associated adverse effects. Overall, there are no adverse
effects on parking expected in the area.
Property Access
Existing property access may be removed or altered in the surrounding network due to the Project as
detailed below. Property access must be maintained; hence, mitigation will be required to ensure
access is retained.
Access to properties around the future Paerata Station was assessed to understand the various
impacts including safety implications. These impacts will be validated through site visits prior to
implementation of the Project.
Properties access impacts due to the Project are expected on SH22 (Paerata Road) and Sim Road.
Property access issues which need to be resolved are based on the staging of the project and
whether the properties are fully or partially acquired. Table 5-14 shows which properties will have their
accesses affected and at which stage of the project these access issues will require mitigation.
Table 5-14: Property access impacts
Property
Impact
Stage One property access issue to
resolve:
Full Build property access issue to
resolve:
913 Paerata Road Yes Yes
933 Paerata Road Yes Yes
Pt Lot 7 Deeds Reg 188 Yes Yes
412 Sim Road Potentially Potentially
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Properties which are fully acquired across Stage One and in the full build will not have access issues.
Properties which are partially acquired will have access issues that are to be resolved and access
may need to be reconfigured where necessary.
5.5.2.3 Recommended Measures to Avoid, Remedy or Mitigate Operational Effects
There are some adverse operational effects that have been identified as a result of the Project
operating in both the existing and future environment. The immediate and future impacts, including
mitigation and effect level, are summarised in Table 5-15.
Table 5-15: Potential adverse effects
Assessment
environment
Anticipated effect Mitigation Scale of effect
(post-mitigation)
Existing
environment
and future
environment
Minor increases in traffic along
local roads is minimal at a daily
level and does not in isolation
trigger the need to upgrade the
road for additional capacity
The increase to the immediate
local network is balanced through
a reduction to traffic elsewhere in
the network, such as along SH22
or local rural roads
No mitigation required given a
balance in traffic volumes on the
network over time
Low adverse
effect
Existing and
future
environment
Minor delay to train passengers
using the existing line, with an
additional stop along the NIMT
(Drury Central Station will also
add another stop in the existing
environment, while Drury West will
add a further stop in the future
environment)
Existing users of the rail line will
experience a number of positive
benefits to offset the adverse,
including:
• an increase in accessibility to
amenities in Paerata
• increase in travel option
locations
• extra capacity at the
Pukekohe/Papakura Park and
rides
No mitigation required given the
balance of effects
Low adverse
effect
Existing and
future
environment
Safety risk with people crossing
the rail lines (away from the grade
separated station crossing) to
access the station
Mitigation will be required as part
of the consent such as fencing
around the station. This is an
Low adverse
effect
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Assessment
environment
Anticipated effect Mitigation Scale of effect
(post-mitigation)
issue that will be flagged through
a project safety audit
Existing
environment
Walking and cycling to access the
station is a safety concern for
existing residents given the lack of
facilities
Park and Ride will mitigate this
concern in the short-term,
providing safe access to existing
residents. As the area develops,
walking and cycling facilities will
be provided
Low adverse
effect
Existing
environment
Existing access to four properties
near the station will be removed or
altered in Stage One and/or full
build
Future development will not have
direct private access on to the
Project site
Access to these properties must
be provided to these four
properties; therefore, mitigation is
required to ensure existing or
alternative access is enabled
Low adverse
effect
Existing
environment
Short-term impact on the
surrounding intersection between
SH 22 and Southern Connector
A 15m length short lane can be
added along the SH 22 northern
arm of the intersection in 2028 to
reduce queue lengths. It is noted
that the level of service is still at a
satisfactory level in all scenarios
both at movement and
intersection level for both
intersections, therefore the
mitigation is viewed as an
opportunity for improvement
Low adverse
effect
5.5.3 Assessment of Construction Effects
This section describes the assessment of potential transport effects during construction of the Project.
The assessment considered the construction access and working room requirements for the Stage
One and full build Project developments.
The assessment of construction effects was based on the indicative construction method,
construction programme and the nature of works for construction. The indicative construction method
has been developed based on a concept design with assumed use of the most practical construction
techniques and equipment. There are likely alternative methods in the future that could be used to
complete the works, however, this document only intends to capture the traffic impacts based on the
indicative construction method, which is provided in the AEE.
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5.5.3.1 Temporary Traffic Management
It is anticipated that a large portion of the works can be constructed outside the rail corridor for the
Project. The platform and interchange works will typically be carried out adjacent to the operating rail
line and may require multiple rail shutdowns/ Block of Line (BoL) to complete the full build.
Some temporary traffic management is required for construction access points and construction of the
permanent station accessway from SH22 and access into Sim Road. It is assumed that the station
accessway will be in place to access the wider station site. The SH22 South Connection will not be
constructed in time for use for Stage One construction, although this may be available for full build
construction. Vehicle access is expected to utilise this accessway for the required plant and material
deliveries.
During the enabling works, temporary traffic management controls will be provided from entry points
coming off Sim Road and SH22.
In addition to the vehicle accesses, the BoL work may require the installation of temporary elevated
worker accessways over the rail lines or an access bridge over the rail lines. The temporary rail level
crossings for construction vehicles will be installed at the western end of the platform works for
access to both sides of the rail tracks.
A temporary construction access way may be built across the farmland between the site and SH22 to
provide access to the western station work, and off Sim Road to access the eastern side. The
preferred method of access will be dependent on the contractor’s final construction method. The
contractor may also utilise the access that will be established during the Papakura to Pukekohe (P2P)
electrification project. Some interface management may be required should the project run
concurrently to minimise potential disruption.
Traffic management for the construction of the roundabout at SH22 and the new accessway will also
be required. This will involve implementing temporary traffic management and constructing
earthworks and pavements in available areas such as diverting traffic onto the newly constructed road
so that earthworks and pavements can be constructed in the remaining areas of the roundabout.
For the full build expansion, site access will be from the bus interchange accessway for the eastern
platform construction. Access to the western platform will be provided by future urban development,
with western development linking into the stations.
5.5.3.2 Expected Construction Traffic Routes
The construction of the Project will require earthworks. The estimated volumes of cut and fill are
approximately 116,000m3 for the bulk earthworks station and interchange (including park and ride),
based on the current indicative design. The estimated volumes of cut and fill are approximately
38,000m3 for the station accessway in the final footprint and approximately 17,000m3 for wetland
activity. Final cut and fill volumes and earthworks staging will be confirmed following detailed design
prior to construction. The construction traffic movements to accommodate the earthworks and other
construction activities will likely result in an increase in traffic volumes on construction routes used
during the construction period of the Project.
Whilst the construction timing for Stage One is more certain, the future conditions surrounding the site
for the full build out are less certain. For both stages there is a degree of uncertainty associated with
construction methodology, including:
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• The routes that will be used by construction vehicles will depend on the locations of quarries
and disposal sites which are not yet confirmed for the full build
• The exact location and extent of compound sites/lay down areas has yet to be determined
sites/ lay down areas in Stage One is indicative however, will be within the proposed
designations. The exact location and extent of compound sites/ lay down areas in full build is
yet to be determined
• The timing of construction of other projects could impact on likely future construction vehicle
routes, such as the option to use the Pukekohe Expressway and SH22 South Connection
during the full build construction.
Access to compound sites/laydown areas and construction zones for construction vehicles, plant and
materials will be via site access points on SH22 (Paerata Road) and Sim Road, which will need to be
identified as part of future CTMPs. Details of the routes for construction traffic will likely be limited to
arterial corridors and intersections with adequate vehicle tracking provision.
The potential construction traffic routes are shown below in Figure 5-7
Figure 5-7: Potential construction routes for access to Paerata construction site (OpenStreetMap application)
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5.5.3.3 Expected Construction Traffic Generation
Based on the proposed construction methodology and activities, the estimated duration of work for
Stage One is between 12 months to 18 months, which includes three phases of construction works as
shown in Table 5-16. Stage Two is estimated to take approximately 12 months to 18 months of
construction time, which is an additional stage of construction works.
The estimated total construction movements include approximately 23,050 trips heavy trucks and
22,500 light vehicles required for materials and earthwork movements for both stages of the station
construction. Of these trips, 19,600 heavy trucks and 15,000 light vehicles are associated with Stage
One for completing the interim station and civil works, and approximately 3,450 heavy trucks and
7,500 light vehicles are associated with completing the full build.
In addition, there will be approximately 100 vehicle movements per day from staff and contractors
during the peak construction periods.
To estimate the daily number of truck movements to and from the site, the following working
assumptions were adopted:
• Working days: 24 days construction per month (6 day work week)
• Hours of delivering earthworks and other materials: a total of 10 hours a day
• The duration of construction (Stage One): 12-18 months for all three stages of construction
works for the Stage One station, with civil works and interim station construction being
undertaken in parallel. For the assessment of construction effects, a shorter construction
period has been adopted in the assumptions, given that this will generate more trips. A
conservative approach is adopted in using the lower bound construction period
• The duration of construction (full build): 12-18 months for the construction works for the
station expansion. For the assessment of construction effects, a shorter construction period
has been adopted in the assumptions, given that this will generate more trips. A conservative
approach is adopted in using the lower bound construction period.
The daily number of construction vehicles has been calculated and summarised below in Table 5-16.
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Table 5-16: Expected daily traffic movements from construction works – Paerata Station construction site access
In order to assess the full extent of effects from the expected construction traffic, the traffic
environment at the time of construction needs to be understood. For this reason, the impact on the
surrounding network should be reassessed as part of the CTMP for this Project for each construction
stage.
The following existing traffic volumes42 are for the roads surrounding the construction site area:
• The current traffic volume on SH22 (Paerata Road) is estimated to be approximately 17,500
vehicles per day, which is a high volume expected for a State Highway, based on the One
Network Road Classification
• The current traffic volume on Sim Road is estimated to be approximately 1,000 vehicles per
day, which is a low volume given this is not a main arterial route and its primary purpose is to
provide as a local access road, based on the One Network Road Classification.
The capacity along all the routes is anticipated to be able to accommodate the additional traffic
associated with construction and it is unlikely to cause any notable impact to the existing traffic
environment within the area.
Future traffic volumes along Sim Road and SH22 (Paerata Road) are predicted to increase over time.
Depending on the staging of the Project, an updated assessment of construction traffic will be
required prior to construction in the full build. This will be used to inform the traffic management
measures in the CTMP.
42 Based on Mobile Roads data (August 2020 5-day ADT count): https://mobileroad.org/desktop.html
Project
Staging
Construction
works stage
Expected
duration
(approx.)
Truck
movements
(daily)
Light
movements
(daily)
Total
movements
(daily)
Typical vehicle
movements
Stage
One –
interim
station
and full
civil
works
Phase 1:
Enabling
Works
1 month 60 50 110 − Truck movements
likely to include low
loaders for plant
delivery and
collection, deliveries
for earthworks
/drainage/spoil
removal, truck
deliveries for
aggregates/surfaces
, concrete trucks
and deliveries for
other materials
− Light vehicle
movements are
likely from
construction staff
and contractors
Phase 2:
Civil Works
12 months,
with civil and
construction
work
undertaken
in parallel
35 to 40 25 to 30 60 to 70
Phase 3:
Station
Construction
35 to 40 25 to 30 60 to 70
Full build 12 months 10 20 to 25 30 to 35
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5.5.3.4 Road Safety Assessment During Construction Period
Speed Limit
The portion of SH22 (Paerata Road) in the vicinity of the site has a speed limit of 100km/h, and Sim
Road has a speed of 100km/h. Whilst the number of expected construction movements in/out of the
construction zones are relatively low, the speed and volumes of traffic along these roads could result
in a chance of vehicle conflict. This risk has potential to increase over time during the construction of
the full build given the urbanisation planned in the area.
Pedestrians and Cyclists
There are some existing roadside facilities for active modes in a section that passes through the
western side of Paerata along SH22, and there are no facilities along Sim Road. In the future network,
it is noted that the SH22 South Connection (and the station accessway for Stage One) are planned to
have dedicated walking and cycling facilities. As such, there could be potential conflict with vehicles
using entry point sites that cross over any of the existing or future walking and cycling facilities.
5.5.3.5 Property Access Effects for Surrounding Residents and Businesses
A few property accesses of Paerata Road and Sim Road may be affected during the construction
period. Given that construction is largely off-road, property access surrounding the construction site is
not foreseen to be impacted to the same extent as on-road construction.
5.5.3.6 Parking Impacts for Surrounding Residents and Businesses
There are no dedicated, on-street parking spaces within the cross-sections of Sim Road, Crown Road
or SH22. Therefore, there are no major effects on parking expected during construction provided
construction vehicles do not park on roadsides or use residential parking spaces.
Due to the predicted high construction traffic movements, sufficient parking is required for
construction vehicles within the construction site.
5.5.3.7 Impacts on Public Transport Services
Construction is largely offline, hence there are no major disruption to existing public transport
services. However, in the full build there will be some PT services that will be expected to access the
station footprint. As such, construction traffic will need to be managed in such a way as to not disrupt
services through a CTMP.
It is also noted that Block of Line (BoL) will occur for both stages of construction. Timing of this is to
be mitigated through a CTMP, as detailed below.
5.5.3.8 Recommended Measures to Avoid, Remedy or Mitigate Construction
Effects
Overall, the effects to the road network during construction periods for the Project are expected to be
minimal given most works will be done on-site and offline from the existing road network.
Some adverse construction effects that have been identified, which are determined to be temporary
impacts during the time of each construction period. The potential adverse effects and recommended
measures to mitigate these effects are summarised in Table 5-17.
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It is recommended that the temporary traffic management is reassessed in the future as part of the
CTMP for the Project (each stage) based on the current traffic environment. It is recommended to
include the following requirements:
• Temporary traffic management activities along SH22 (Paerata Road) and Sim Road to
provide site access must consider the traffic effects of other projects occurring in the area
(such as Papakura to Pukekohe electrification project and the SH 22 South Connection)
• Methods to maintain vehicle access to property and/or private roads must be included, where
practicable, or alternative access arrangements provided when access will not be maintained
• Appropriate timings for the BoL closure for the rail lines should be assessed to minimise
impacts to passenger and freight patterns.
Given that most construction will be undertaken offline from the road network, it is expected that
temporary traffic management will be required for activities such as stop/go or contraflow traffic
management, such as drainage, utility relocation, survey and investigation work.
It is considered that the temporary effects from the construction activities relating to Paerata Station
can be adequately managed through the implementation of a CTMP during each construction phase
of the Project.
If required, a SSTMP should be developed to manage constraints on access to affected properties.
Table 5-17: Potential construction adverse effects and recommended mitigation
Anticipated effect Mitigation Scale of anticipated effect
(post-mitigation)
There will be high construction
vehicle movements from staff
and contractors during the peak
construction periods
(approximately 100 vehicle
movements per day)
Given the high generation of construction
traffic, arrangements should be made to
accommodate access of these vehicles
without affecting the surrounding network
via a CTMP
It is noted that truck movements should
avoid the peak hours of traffic or
alternatively specified times agreed with
the respective Road Controlling Authority
(RCA)
Moderate adverse effect
Temporary disruption to train
services (such as BoL closures)
during construction
Appropriate timing of closures and
community engagement can mitigate
impacts
Low adverse effect
Traffic management during
construction, including
construction vehicle
movements to and from the
construction areas, partial or
full road closure, temporary
speed limit restrictions around
site access, and impacts to
vulnerable road users. Points of
conflict surrounding the station
Able to be managed/mitigated through
CTMPs and engagement before
construction commencement. Short term
in nature
To improve the safety of all road users, a
safe and appropriate temporary speed
limit on SH22 (Paerata Road) and Sim
Road surrounding the site access points
should be implemented if needed. This
should be in accordance with the latest
Moderate adverse effect
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Anticipated effect Mitigation Scale of anticipated effect
(post-mitigation)
include access points along
SH22, Sim Road and the
station accessway
traffic management standards at the time
of construction. These recommended
measures and other measures highlighted
in the CTMP are expected to reduce the
potential safety risks that may be
associated with construction traffic
It is recommended that residents and
stakeholders (such as Bike Auckland and
cycling clubs) be kept informed of
construction times and progress, and
general observations of pedestrian and
cyclist activity are used to inform
appropriate traffic management measures
in the CTMP
Properties along SH22
(Paerata Road) and Sim Road
may be impacted by temporary
traffic management controls
during the construction works
It is recommended that during detailed
design and prior to construction, a
detailed assessment is undertaken to
determine to review if there will be any
affected driveways. Temporary access
should be provided if required to enable
residents to safely access and exit the
property. These requirements should be
captured in the CTMP or SSTMP, if
required
Low adverse effect
Construction vehicles parking in
the surrounding network.
Construction site workers should be
provided allocated parking facilities to
access the site so that the surrounding
network and accesses will not be
impacted
Low adverse effect
The adverse effects are viewed to be temporary and to have appropriate mitigation in place. It is
recommended that the potential construction traffic effects can be accommodated and managed
appropriately via a CTMP for each stage of construction.
5.6 Summary and Conclusions
The assessment of transport effects for the Paerata Station Project (NoR P-S, NoR P-IA) has identified
the potential effects and recommended mitigation as summarised in Table 5-18 and Table 5-19.
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Table 5-18: Summary of Assessment of Effects
Construction Transport Effects
In terms of construction effects, both construction stages are expected to have potential temporary adverse
effects linked to traffic management during construction, including additional construction traffic on certain
routes, partial or full road closure, BoL closure, temporary speed limits around site access, and impacts to
vulnerable road users and property access.
These effects can be appropriately mitigated through appropriate timing of BoL and road closures, as well as
engagement with affected landowners at the time of construction. A CTMP is recommended to be prepared
before construction commences for both stages.
Table 5-19 Summary of Operational Transport Effects
Operational Transport Effects
General
Traffic
There will be some increase in local traffic through the use of the Park and Ride/drop-off facility;
however, this impact is offset through reductions in traffic volumes on the wider network because
of modal shift for inter-regional trips using rail instead of private vehicles.
Safety There are some safety issues with regards to accessibility of the station for active users such as
crossing the rail line, which can be mitigated through a safety audit as part of the implementation
process. Overall, the Project benefits safety in a wider context through reducing the movement of
private vehicles on the surrounding network which have several associated safety risks. The
facilities within the station footprint are planned to be designed in a way that will support safe
travel and movements of all modes, which is in line with Vision Zero outcomes sought by AT.
The project aligns with New Zealand's Road Safety Strategy - Road to Zero.
Walking
and
Cycling
As noted in the safety section, there are some risks associated with accessing the station via
active modes without appropriate facilities being available. However, within the station footprint
and along the station accessway, facilities will be available for these users and will encourage
these types of movements for ‘first/last mile’ trips to and from the station.
Public
Transport
The availability to the NIMT does result in an additional stop along the rail line, resulting in a
minor travel time delay for existing users between Pukekohe and Papakura. However, the
Project provides accessibility to the NIMT and to Paerata, resulting in a greater mode shift within
this area. The accessibility to PT is both through access to the NIMT and the addition of a bus
interchange for local access via bus to the station. These facilities result in an increase in modal
choice in the area and provide wider accessibility to social and economic opportunities. The
availability to the NIMT does result in an additional stop along the rail line, resulting in a minor
travel time delay for existing users between Pukekohe and Papakura. However, this adverse
effect is insignificant compared to the public transport benefits.
Parking
Facilities
The increase in parking availability to access to NIMT via Paerata Station Park and Ride will
result in a positive effect of minimizing pressure of existing services, such as the Park and Ride
facilities at Pukekohe and Papakura.
Local
Access
Some existing properties will have their access impacted where partial acquisition is proposed.
Safe access to these properties will need be maintained to minimise this impact.
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1 Appendix A – Modelling Assumptions
Modelling Scenarios:
• 2016: Existing transport network
• 2028: Existing environment to reflect projects that are being submitted for consent to be built in 2024 (Drury Central & Paerata Stations)
• 2038: Future transport network including several planned Te Tupu Ngātahi projects and other known projects
• 2048+ No Project stations Scenario: Future transport network including all planned Te Tupu Ngātahi projects and other known projects, excluding the
proposed Paerata, Drury West and Drury Central Stations
• 2048+ All Stations scenario: Future transport network including all planned Te Tupu Ngātahi projects and other known projects, including the proposed
Paerata, Drury West and Drury Central Stations
Table 5-20: Modelling Scenario Project Assumption
Package Project(s) 2016 2028 2038 2048+ No Rail
Station Projects
2048+ All Rail
Station Projects
Rail DBC package New Drury Central Station Excluded Included Included Excluded Included
New Paerata Station Excluded Included Included Excluded Included
New Drury West Station Excluded Included Included Excluded Included
Additional rail capacity between Pukekohe and Papakura
(Four tracking, electrification and associated grade
separations at road/rail crossings)
Excluded Excluded Excluded Included Included
Regional north-south cycle route between Drury and
Pukekohe, with grade-separated active mode crossings of
SH1 and NIMT
Excluded Excluded Excluded Included Included
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Package Project(s) 2016 2028 2038 2048+ No Rail
Station Projects
2048+ All Rail
Station Projects
South Strategic
DBC package
Mill Road Corridor – a new and upgraded strategic
transport corridor from Manukau to Drury, including
upgrades to Redoubt Road, Mill Road and Dominion Road
and a new section connecting to SH1 in Drury South
Excluded Included Included Included Included
Pukekohe Expressway – alternative route to SH22
between SH1 (east of proposed Drury South interchange)
and Pukekohe (to the north-eastern connection to
Pukekohe Ring Road)
Excluded Excluded Included Included Included
New arterial connections to the Proposed Pukekohe
Expressway (SH22 North Connection, SH22 Central
Connection and SH22 South Connection)
Excluded Excluded Included Included Included
FTN on Porchester / Mahia / Roscommon Roads and
Great South Road from Drury to Manukau
Excluded Excluded Included Included Included
Drury Strategic
Transport
Network
State Highway 22 Upgrade Excluded Excluded Included Included Included
Jesmond to Waihoehoe West FTN Upgrade Excluded Excluded Included Included Included
Waihoehoe Road East Upgrade Excluded Excluded Included Included Included
Ōpāheke North-South FTN Arterial Excluded Excluded Included Included Included
Ponga Road and Ōpāheke Road Upgrade Excluded Excluded Included Included Included
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Package Project(s) 2016 2028 2038 2048+ No Rail
Station Projects
2048+ All Rail
Station Projects
SH1 Papakura-to-
Bombay
Stage One of the P2B project includes an upgrade to the
existing Drury interchange, which connects to and is
interdependent with the SH22 upgrade project. The
Interchange upgrade will also need to provide for
proposed rail upgrades.
Excluded Excluded Included Included Included
SH22 Drury-to-
Paerata (Safe
Network
Programme)
The Safe Network Programme is in the funding application
process for short-term safety improvements in the SH22
area. Parts of this programme are being prioritised
including a roundabout at the intersection of SH22 and
Glenbrook Road, and the recently completed right-turn bay
into Jesmond Road.
Excluded Included Included Included Included
Collector Network Indicative New Collector Roads Excluded Excluded Included Included Included
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2 Appendix B – Relationships with Other Proposed
Projects
The following tables provide an overview of the relationships between Station Package and other Te
Tupu Ngātahi (Table 5-21) and AT / Waka Kotahi Projects (Table 5-22) to provide clarity about short
and long term integrated project planning.
Table 5-21: Interdependencies with Te Tupu Ngātahi Projects
Packag
e
Project(s) Inter-relationships with Rail
Stations Package Relationship
Dru
ry A
rteri
al N
etw
ork
DB
C p
ackag
e
(p
roc
eed
ing
in
pa
rallel)
FTN and Arterial Upgrades
to Jesmond Rd, Bremner
Rd and Waihoehoe Rd
West
The functional intent of
these upgrades is to
provide north-south, and
east west connectivity
across the Drury area, and
to form part of the Southern
FTN connecting to the rail
network and Mill Road
improving multimodal
connection. This project will
need to be coordinated with
the Drury West and Drury
Central station locations.
Additionally, Waihoehoe
road-over-rail bridge
requires lengthening and
widening for four-tracking
and road-widening to
accommodate arterial
upgrades.
Supports rail stations
New FTN Arterial Opaheke
North-South corridor
This additional North-South
corridor is also proposed to
form part of the FTN
enabling increased access
to fast convenient public
transport from the Drury
development area. This
project will also need to be
align with the railway
station locations and will
obtain maximum benefits
through the development of
sufficient rail capacity to
ensure convenient
customer experiences.
Complementary to rail
stations
Arterial upgrade
Waihoehoe Road East,
Ōpāheke Road, Ponga Rd
corridor
This multimodal corridor
upgrade will provide access
to the proposed Mill Road
corridor, as well as being
identified as a part of the
FTN network. Includes rail
grade-separation which will
need to coordinate with the
provision of the wider rail
corridor.
Complementary to rail
stations
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Packag
e
Project(s) Inter-relationships with Rail
Stations Package Relationship
Safety and Arterial upgrade
of SH22 (between Oira
Road and the SH1 Drury
interchange)
This upgrade will provide
walking and cycling
connections and better
accommodate freight and
general traffic to support
current and future
residents. This section of
SH22 is important in the
context of the urbanisation
of the surrounding area,
and the proposed rail
upgrades and new stations
Complementary to rail
stations
Pu
keko
he L
oc
al
Pukekohe Expressway
SH22 North Connection,
SH22 Central Connection
and SH22 South
Connection
The most northern
connector directly connects
both SH22 and Jesmond
Road with the Drury West
Station. This will provide an
integral connection
between the Drury West
centre and station,
improving access and
connection to more
attractive and connected
multimodal transport
choices.
The SH22 South
Connection will integrate as
an alternative connection to
the station, providing
access from the Pukekohe
Expressway when the
future growth and networks
are in place.
All three connectors
provide locations for an
east-west crossing of the
rail corridor. This is most
notable for the regional
active mode corridor, so it
can be accessed by
catchments either side of
the corridor.
Supports rail stations
Ta
kaan
ini L
oc
al/F
TN
DB
C
pa
ckag
e
Takaanini FTNs The FTN network upgrades
proposed in Drury connect
in with this FTN network,
notably coinciding at Drury
Centre, providing more
attractive and connected
transport choices within
and beyond Drury. There is
PT interchange potential at
Drury Central, connecting
to this wider south PT
network.
Complementary to rail
stations
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Table 5-22: Interdependencies with other Transport Projects
Projects Inter-relationship and Influences on Station Package Dependency
SH1 Papakura-to-
Bombay (P2B)
The P2B project was identified as part of the recommended South IBC
network but is now being delivered by the Transport Agency.
Of key relevance to this package, Stage One of this project includes an
upgrade to the existing Drury interchange and potentially will also include
future proofing for four rail tracks and a strategic active mode corridor.
Interchange ramps may also influence/constrain Drury Central railway
station.
Supports rail
stations
Inter-regional rail The role of rail in moving interregional freight and passengers is
currently being investigated outside of this business case. There is the
potential for a new rail corridor between Pokeno and Drury, or to
upgrade the existing NIMT to achieve the level of service desired for
those inter-regional services.
This will have implications on the demand for rail using the additional
tracks or the new station locations as additional freight hubs.
Supports rail
stations
Auckland to
Hamilton inter-
regional services
An interim IBC has been released that explored into the potential for
rapid regular inter-regional rail services between Auckland and
Hamilton. A Hamilton to Auckland start up service is the first steps to
start to re-invigorate this corridor. This will be a two service per
weekday service that connects Hamilton to Auckland with a change
onto AT Electric Multiple Unit (EMU) services at Papakura. This
business case explores three scenarios of which two are considered
reliant on track space and capacity being available through the
Southern Growth region. Additionally, there are plans for a stop
somewhere between Drury and Papakura, meaning one of the Drury
stations may be utilised for this service. Whilst additional track space
is not the only answer to being able to develop and deliver these
services the lack of provision through the Southern Growth region will
considerably constrain the options available.
Supports rail
stations
Papakura-to-
Pukekohe rail
electrification
Funding has been allocated for an additional 15 electric trains to
enable electric rail services to be extended to Pukekohe and to
provide additional capacity on the rail network. Rail electrification will
remove the need for passengers to change trains at Papakura,
increasing the attractiveness of public transport in the South. This has
a direct interrelationship with the station upgrades and will imminently
improve connectivity and transport choices imminently within and
beyond Drury growth area. This project is part of the Government’s
commitment to emission reduction, reliability and resilience and
critical to urban development in the South.
Supports rail
stations
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3 Appendix C – CAS Data
A crash study was undertaken for the section of corridors, under investigation as part of this Project.
Table 5-23 to Table 5-24 provides summary of the Waka Kotahi Crash Analysis System (CAS)
records for the areas surrounding each of the stations. The CAS data analysed is for the period from
January 2010 to June 2019 inclusive, which in effect will provide a summary of crashes for a ten-year
period.
Table 5-23: Crash History Summary surrounding Drury Central Station (2010 - 2020)
Road Corridor Number of Crashes Injuries
Great South Road 14 crashes
• 6 crossing/ turning movements
• 4 overtaking crashes
• 3 rear end/ obstruction
• 1 lost control/ head on
• 1 serious injury
• 5 minor injuries
Waihoehoe Road 4 crashes
• 2 lost control/ head on crashes
• 2 pedestrian crashes
• 1 serious injury
• 3 minor injuries
Great South Road & Waihoehoe Road Roundabout
21 crashes
• 11 crossing/ turning movements
• 8 rear end / obstruction
• 2 lost control/ head on crashes
• 4 minor injuries
• 2 cyclist crashes
Table 5-24: Crash History Summary surrounding Paerata Station (2010 - 2020)
Road Corridor Number of Crashes Injuries
SH22
9 crashes
• 7 lost control/ head on
• 1 rear end/ obstruction
• 1 overtaking crash
• 1 serious injury
• 3 minor injuries
Sim Road 2 crashes
• 2 lost control/ head on
• 1 minor injury
The detailed summary of crashes from the year 2010-2019, associated with severity for various
Project sections are tabulated below, in Table 5-25 to Table 5-26.
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Table 5-25: Crash History surrounding Drury Central Station
Table 5-26: Crash History surrounding Paerata Station
Year Fatal Serious Injury Minor Injury Non-Injury Total
2010 0 0 0 3 3
2011 0 0 1 0 1
2012 0 1 3 2 6
2013 0 0 1 3 4
2014 0 0 0 2 2
2015 0 0 2 2 4
2016 0 0 0 5 5
2017 0 0 1 4 5
2018 0 1 2 1 4
2019 0 0 1 2 3
2020 0 0 1 1 2
Total 0 2 12 25 39
Year Fatal Serious Injury Minor Injury Non-Injury Total
2010 0 0 1 0 1
2011 0 0 0 0 0
2012 0 0 0 1 1
2013 0 0 0 0 0
2014 0 0 0 0 0
2015 0 0 1 0 1
2016 0 1 2 0 3
2017 0 0 0 1 1
2018 0 0 0 1 1
2019 0 0 0 0 0
2020 0 0 0 3 3
Total 0 1 4 6 11
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4 Appendix D – Additional Information on
Greenhouse Gas (GHG) Emission Calculations
1 Introduction
This Appendix provides additional information regarding the methodology adopted to calculate the
effect of the Drury Central and Paerata Station Projects (the Projects) on GHG emissions, as
summarised in sections 4.5.1.4 and 4.5.1.5 of the Assessment of Transport Effects report.
In doing so, it addresses several of the further information requirements specified in clause 6 of the
Order in Council43 confirming the referral of the application for the Projects to be processed under the
COVID-19 Recovery (Fast-Track Consenting) Act 2020 (the Referral Order). In particular, it addresses
the requirements set out in Table 1:
Table 27 – Information Requirements addressed in this Appendix
Further Information Requirement set out in clause 6 of the Referral Order Relevant Sections of this Appendix
(c) The methodology and assumptions used to calculate savings and reductions in greenhouse gas emissions;
2
(d) An analysis of the potential greenhouse gas emissions generated by the project over time, including –
(i) the impact of greenhouse gas emissions under different future growth and land use scenarios; and
(ii) the opportunities to further enhance connection to other modes and systems of transport; and
(iii) the impact of delayed electrification of the rail network in the project area.
3, 4, and 5 respectively
(e) The methodology or assumptions used to determine the potential economic benefits of the project, including carbon impacts and climate benefits, if any;
6
(f) If climate impacts or benefits are identified in the economic analysis, information on the estimated carbon prices or discount rates applied.
6
2 Methodology and assumptions used to calculate GHG
emission savings and reductions
The methodology used to calculate the savings and reductions of GHGs associated with the Projects
is consistent with industry standard guidance provided by Waka Kotahi for business cases and
business case economics.
The GHG emission savings and reductions have been calculated from transport outputs produced
from the Regional Macro Strategic Model (MSM), using the Waka Kotahi VEPM 6.1 (Vehicle Emission
Prediction Model) Emission Rates. The difference between the Option (i.e. including the Projects) and
Do-Minimum (i.e. excluding the Projects) provides the emission impact as a result of the Projects.
43 COVID-19 Recovery (Fast-Track Consenting) Referred Projects Amendment Order (No. 9) 2021, Schedule 25. This is included as Appendix I
to the Assessment of Environmental Effects (AEE).
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The following methodology was adopted to calculate the CO2 savings:
• Link-by-link analysis is carried out within the MSM model to determine the average speed of
the link;
• Vehicle kilometres travelled (VKT) are estimated for user classes – light vehicles, heavy
vehicles, and buses;
• The VEPM 6.1 rates corresponding to the speed, vehicle user class, and modelled years are
applied to the VKT traversed to obtain the emissions for each user class; and
• The link-by-link analysis is adopted network-wide to obtain the network emissions.
Table 2 provides the emission savings as a result of the Drury Central and Paerata Station Projects,
and the associated mode shift and VKT reduction (calculated using the transport models44 applied in
the Assessment of Transport Effects report). The methodology and values stated in the table are the
same as the values found in sections 4.5.1.4 and 4.5.1.5 of the Assessment of Transport Effects
report.
Table 28 – Annual CO2 Emission Savings (in tonnes)
Model Year Scenarios Annual CO2 Emission savings (in tonnes)
2028 Short term effect: 2 stations scenario
(Paerata and Drury Central stations)
2,930
2038 2,891
204845 Long term effect: 3 stations scenario
(Paerata, Drury West and Drury Central
stations)
2,635
2048+ 3,209
3 GHG emissions generated over time
An analysis of the potential greenhouse gas emissions generated by the planned growth and
urbanisation of the Southern growth areas46 has been carried out. The land use forms part of the base
inputs into the strategic transport model, which generates the travel (trips), which is employed to
calculate the enabled carbon emissions. The transport model is set up with scenarios “with” and
“without” the Projects, and the outputs from these scenarios generated. This allows a comparison to
be made to understand the effects of the Projects. The resultant CO2 savings attributable to the
Projects are set out in Table 2 above.
Forecast years are used to understand how this effect changes over time. As noted above, the
models employed in the assessment have 2028, 2038, 2048, and 2048+ forecast years as described
in sections 2.4.2 and 2.4.3 of the Assessment of Transport Effects report. These model years reflect
the anticipated build-out rate for the growth areas, and are derived from Auckland Council’s Future
Urban Land Supply Strategy (FULSS).
44 Described in section 2.4.2 and 2.4.3 of the Assessment of Transport Effects report.
45 2048 data is not shown in the main Assessment of Transport Effects report, while 2028, 2038 and 2048+ data is provided. The 2048 forecast
year refers to the amount of annual CO2 emissions savings with the extent of growth/urbanisation expected by 2048, while 2048+ refers to a scenario beyond 2048 in which the full extent of growth/urbanisation to be enabled within the Future Urban Zone is anticipated to be fully built out. 46 As set out in Auckland Council’s Drury-Opāheke and Pukekohe-Paerata Structure Plans and the Future Urban Land Supply Strategy (FULSS).
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The forecast years provide a strong indication of the effects of growth as each successive forecast
year has an increasing amount of growth. For instance, if growth were delayed, we may see very
similar outputs for 2048 as those seen in 2038. If growth was accelerated, the effects from 2048 may
be seen in 2038.
The urbanisation and growth in themselves lead to the human activity that results in the emissions.
Therefore, less growth could lead to lower emissions (though the effects of growth being displaced
have been disregarded as they are remote from the Project area). This in turn would reduce the
impact that the Projects could have in terms of reducing GHG emissions, as there would be fewer
station users. Similarly, if growth were accelerated, the Projects would have a larger impact in terms
of reducing GHG emissions, given that there would be more activity and travel to influence (and
therefore emissions to reduce). To clearly understand the impact of the Projects, a fixed land use is
required so that effects can be isolated. Different land uses would confuse the assessment, and
accordingly have not been explored.
It should be noted that vehicle emissions are sensitive year to year as the effects of the assumed
future cleaning of the vehicle fleet has a large systemic impact on total emissions. Future GHG
emission reductions from the vehicle fleet will simply mean that projects seeking to reduce emissions
by reducing VKT (i.e. through mode shift) will have a relatively greater benefit the earlier they are
implemented.
4 Opportunities to further enhance connection to other
modes and systems of transport
The design of the Projects has been centred on a flexible multimodal approach. All modes of transport
have been accommodated within the Project footprints to enable easy access to the stations.
Orientating development around the stations to support transit will yield the greatest mode shift.
Figure 1 illustrates the overall layout of the Paerata Station Project, and has been used as an
example to highlight how the safe access routes for different modes have been considered within a
station footprint. The same approach and principles have been applied to the Drury Central Station
Project.
The Projects are each set within greenfield areas, and it is imperative that the final station designs
enable future development to respond to and access the stations to ensure a well-functioning urban
environment.
As part of the wider transport network planned by Te Tupu Ngātahi, an active mode corridor is
proposed to be located along the existing North Island Main Trunk (NIMT) railway in future47. If
implemented, this facility will connect the communities of Pukekohe, Paerata, and Drury, and will
further enhance active mode access to the Drury Central and Paerata Station Projects. The design of
the Projects enables full integration with this future active mode corridor.
Similarly, the wider transport network planned by Te Tupu Ngātahi includes provision for public
transport priority and active mode facilities on arterial roads connecting to both stations. This includes
47 This is likely to be the subject of a future application by Auckland Transport or Waka Kotahi.
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the recently lodged Drury Arterials NoRs which when implemented will provide for high-quality multi-
modal connections to the Drury Central Station area.
Overall, it is considered that fully realising the above opportunities to enhance connections to other
transport modes and adjacent land uses will result in further reductions in GHG emissions on the
basis that they would result in a greater mode shift to rail, as well as a greater mode shift to active
modes and public transport for people accessing rail.
Figure 8 – Indicative station access movements at Paerata Station
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5 Impact of delayed electrification of the rail network
Delaying the electrification will impact the attractiveness of using the train due to the increased travel
time associated with needing to transfer between diesel and electric services at Papakura. This will
result in reduced patronage, which will be extenuated the longer electrification is delayed.
Overall, the Projects will yield less benefits and GHG emission reduction if electrification is not
completed prior to the opening of the stations due to lower patronage. Whilst this would be a missed
opportunity, it does not mean the Project should not go ahead as there will still be patronage and
benefits derived from implementation.
6 Economic Analysis and Carbon Prices
Benefits in the form of cost savings are not typically reported for Assessments of Environmental
Effects (AEE). The economic appraisal below was carried out as per the Te Tupu Ngātahi Rail
Detailed Business Case economics methodology. This approach was used to provide the GHG
emission savings presented in the Assessment of Transport Effects. The CO2 emission benefits are
calculated as 5% of the Vehicle Operating Cost (VOC) benefits, as set out in the Economic Evaluation
Manual (EEM).
Table 3 shows the emissions benefits in dollars calculated using a 4% discount rate and a 40-year
analysis period.
Table 29 – CO2 Emission Benefits ($m) over a 40-year analysis period with a 4% discount rate
Items NPV Benefits ($m)48
Drury Central and Paerata Station
Vehicle Operating Costs 73
CO2 4
Further guidance has been provided Version 1.5 of the MBCM, published in August 202149. This
contains revised guidance on the methods for the valuation of CO2 emissions and publishes the
whole-of-government agreed target-consistent lower and higher shadow price paths of GHG
emissions, see Table 4. This gives an opportunity to put an increased value on the benefits of the CO2
reduction from the implementation of the Projects.
48 The NPV benefits of vehicle operating costs and CO2 emissions are not presented in the main Assessment of Transport Effects report.
However, these values are used to calculate the economic benefits. 49 For more information see the technical paper Economic valuation of greenhouse gas emissions (Waka Kotahi NZ Transport Agency 2021) on
the Waka Kotahi website.