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


September 2021 | 2 | ii Te Tupu Ngātahi Supporting Growth

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


September 2021 | 2 | iii Te Tupu Ngātahi Supporting Growth

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


September 2021 | 2 | iv Te Tupu Ngātahi Supporting Growth

Appendices

Appendix A – Modelling Assumptions

Appendix B – Inter-dependencies with other projects

Appendix C – CAS Data

Appendix D – GHG Methodology


September 2021 | 2 | v Te Tupu Ngātahi Supporting Growth

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


September 2021 | 2 | vi Te Tupu Ngātahi Supporting Growth


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


September 2021 | 2 | vii Te Tupu Ngātahi Supporting Growth

Glossary of defined terms


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


1/September/2021 | Version 1 | 1 Te Tupu Ngātahi Supporting Growth

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



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.




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.



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:


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




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.



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.



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.



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.



Figure 1-1: Station locations within the wider context



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.






Paerata

Station

NoR P-S

To provide for the Paerata Station on the

NIMT.


KiwiRail designation 6302 (NIMT).






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.


Waka Kotahi designations 6704 and

6705 (SH22) and the KiwiRail

designation 6302 (NIMT).








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.



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.



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



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

https://at.govt.nz/about-us/manuals-guidelines/transport-design-manual/

https://at.govt.nz/media/1980787/vision-zero-for-t%C4%81maki-makaurau.pdf

https://www.transport.govt.nz/area-of-interest/safety/road-to-zero/



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



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.



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)


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


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


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.



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.



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



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/



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/

https://www.kiwirailfreight.co.nz/rail-freight/timetable/



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



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.



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.



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.



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



• #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)



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.



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.



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:



• 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%


16 Mobile Roads traffic data may be impacted by nationwide COVID lockdown



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.



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)

https://at.govt.nz/bus-train-ferry/#!/journey-planner



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

https://www.supportinggrowth.govt.nz/assets/2019-Launch-Website/IBCs/620f869fef/South-Indicative-Business-Case-for-Route-Protection.pdf



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.



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.



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.



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.



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



(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



5km catchment 27,900 103,700 +75,800

10km catchment 93,200 224,900 +131,700



Table 4-5: Household Accessibility



(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



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


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.



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



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



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


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


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




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


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


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 -



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)


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+)


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



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.



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



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



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



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.



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


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



Year and

Scenario


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



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



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)



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.










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

https://at.govt.nz/media/1980910/vision-zero-for-tamaki-makaurau-compressed.pdf




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

https://at.govt.nz/about-us/manuals-guidelines/roads-and-streets-framework-and-the-transport-design-manual/




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.



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.



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



Assessment


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



Assessment


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 .



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



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)



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.



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

https://mobileroad.org/desktop.html



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



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.



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





(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.



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.



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



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:



• 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.




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)

https://at.govt.nz/bus-train-ferry/#!/journey-planner



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

https://www.supportinggrowth.govt.nz/assets/2019-Launch-Website/IBCs/620f869fef/South-Indicative-Business-Case-for-Route-Protection.pdf



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



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.



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.



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.



Table 5-3: Job Accessibility


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



5km

catchment

3,200 9,000 +5,800

10km

catchment

15,600 40,400 +24,800

Table 5-4: Population Accessibility



(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



5km catchment 12,200 58,000 +45,800

10km catchment 45,400 174,200 +128,800

Table 5-5: Household Accessibility



(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



5km catchment 4,100 22,200 +18,100




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


Paerata 2048+ No Rail Station Projects


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.



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



• 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+).


35 Waka Kotahi, research report 675, ‘The relationship between transport and mental health in Aotearoa New Zealand’, March 2021



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.



• 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



• 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


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.



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



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.



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



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


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



Road 2016 2048+ No Rail Station

Projects


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


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)



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.










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


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

https://at.govt.nz/media/1980910/vision-zero-for-tamaki-makaurau-compressed.pdf




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/





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



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



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



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.



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:



• 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)



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.



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

https://mobileroad.org/desktop.html



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.



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


(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)


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





(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.



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.



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




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)


FTN on Porchester / Mahia / Roscommon Roads and

Great South Road from Drury to Manukau


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




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.


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



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.


stations



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


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.


stations



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



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



Great South Road & Waihoehoe Road Roundabout

21 crashes

• 11 crossing/ turning movements

• 8 rear end / obstruction

• 2 lost control/ head on crashes


• 2 cyclist crashes

Table 5-24: Crash History Summary surrounding Paerata Station (2010 - 2020)

Road Corridor Number of Crashes Injuries

SH22

9 crashes


• 1 rear end/ obstruction

• 1 overtaking crash



Sim Road 2 crashes


• 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.



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



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).



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).



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.



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



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.



Table 30 – Recommended shadow price of carbon (NZ$2020 per tonne of CO2 equivalent)

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