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J:\42126463\5 Works\2. Custom St Intersection\6. Draft Docs\6.1 Reports\2. Report\Final SAR\Pukekohe-Custom St Intersection - Final SAR inc Appendices - Dec 2015 Rev B.docx Revision B – 22-Dec-2015 Prepared for – Auckland Transport – ABN: N/A

Pukekohe – Custom Street Intersection

Auckland Transport

22-Dec-2015

Pukekohe Bus Interchange and Park and Ride – Manukau Road / Custom Street Intersection

Scheme Assessment Report

AECOM Pukekohe – Custom Street Intersection Pukekohe Bus Interchange and Park and Ride – Manukau Road / Custom Street Intersection – Scheme Assessment Report


Pukekohe Bus Interchange and Park and Ride – Manukau Road / Custom Street Intersection

Scheme Assessment Report

Client: Auckland Transport

Prepared by AECOM

22-Dec-2015

Job No.: 60435565

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Quality Information

Document Pukekohe Bus Interchange and Park and Ride – Manukau Road / Custom Street

Intersection

Ref 60435565

Date 22-Dec-2015

Prepared by Jordan Moore / Simeon De'ath

Reviewed by Simeon De'ath

Revision History

Revision Revision

Date Details

Authorised

Name/Position Signature

A 05/11/2015 Draft for client comment /

safety audit

Simeon De’ath Simeon De’ath

B 22/12/2015 Final SAR including Safety

Audit outcomes and AT

comments

Simeon De’ath



Table of Contents

1.0 Introduction 13 1.1 Scope 13 1.2 Exclusions 13 1.3 Assumptions and Reference Date 13

1.3.1 Assumptions 13 1.3.2 Reference Date 14

2.0 Background 15 2.1 Purpose of Scheme Assessment Report 15 2.2 Previous Studies 15 2.3 Policy, Strategies and Implementation Plans 15

2.3.1 Auckland Plan 15 2.3.2 Pukekohe Area Plan 15 2.3.3 Integrated Transport Programme 16 2.3.4 The Regional Public Transport Plan 17 2.3.5 Parking Strategy 17

2.4 Strategic Need 17 2.5 Problem Description 18 2.6 Project Objectives 18

3.0 Site Description 19 3.1 Site Location 19 3.2 Topography 21 3.3 Surrounding Road Network 21

3.3.1 Traffic Volumes 21 3.3.2 Over Dimension (OD) Route 21 3.3.3 Existing Bus Routes 22 3.3.4 Existing pedestrian and cycling facilities 22 3.3.5 Future Transport Upgrades and Other Projects 23

3.4 Land Ownership 24 4.0 Collected Data 25

4.1 Information Supplied By AT 25 4.2 Topographical Survey and Aerial Photos 25

4.2.1 Other Intersections in Pukekohe 25 4.3 Proposed Bus Routes 25 4.4 Bus Operations Requirements 26 4.5 KiwiRail Requirements 26 4.6 Crash Data 27 4.7 Traffic Data 28

4.7.1 Traffic Volumes 28 4.7.2 Intersection Traffic Survey 29 4.7.3 Existing Queues from Stadium Drive Roundabout 30

4.8 Cycling 32 4.9 School Travel Plans 34 4.10 Geotechnical and Pavement 34 4.11 Contamination Investigation 34 4.12 Utilities 34

4.12.1 Electricity 35 4.12.2 Street Lighting 35 4.12.3 Communications 35 4.12.4 Gas 35 4.12.5 Water supply 35 4.12.6 Waste water 35 4.12.7 Stormwater 35 4.12.8 Private 36

4.13 Landscape 36 4.14 District Plan Designations and Land 36



5.0 Stakeholder Engagement in Option Development 37 5.1 Public Consultation 37 5.2 Adjacent Landowners 37 5.3 AT Stakeholders 37 5.4 Utilities 37 5.5 AT Community Transport Team 37 5.6 Local Board 37 5.7 Future recommended consultation 40

6.0 Option Development 41 6.1 Constraints and Opportunities 41

6.1.1 Constraints 42 6.1.2 Opportunities 42

6.2 Long List 42 6.2.1 Option 1 – Roundabout at Custom Street 43 6.2.2 Option 2 – Roundabout at Custom Street with Harris Street Realignment 44 6.2.3 Option 3 – Roundabout at Harris Street with Custom Street Realignment 45 6.2.4 Option 4 – Mini Roundabouts at Harris Street and Custom Street 46 6.2.5 Option 5 – Elongated Roundabout 47 6.2.6 Option 6 – Seagull Island and Acceleration Lane 48 6.2.7 Option 7 – Priority Intersection with Holding Bay 49 6.2.8 Option 8 – Bus priority Signals at Custom Street Only 50 6.2.9 Option 9 – Traffic Signals at Harris Street and Custom Street 51

6.3 Short List 52 6.3.1 Option 1 – Roundabout at Custom Street 52 6.3.2 Option 2 – Roundabout at Custom Street with Harris Street realignment 52 6.3.3 Option 3 – Roundabout on Harris Street with Custom Street realignment 52 6.3.4 Option 4 – Mini-roundabouts at Custom Street and Harris Street 52 6.3.5 Option 5 – Elongated roundabout 52 6.3.6 Option 6 – Seagull Island at Custom Street with merge lane on Manukau

Road 52 6.3.7 Option 7 – Seagull Island with holding bay at Custom Street 53 6.3.8 Option 8 – Signalised intersection at Custom Street 53 6.3.9 Option 9 – Signalised intersection at Custom Street and Harris Street 53

6.4 Left In / Left Out at Harris Street 53 6.5 Traffic Modelling 56

6.5.1 Options Assessed 56 6.5.2 Assumptions 56 6.5.3 Modelling Results 56 6.5.4 Outcomes from the Traffic Modelling 57

7.0 Preliminary Design Philosophy Statement (DPS) 58 7.1 Design Standards 58

7.1.1 Auckland Transport 58 7.1.2 Austroads 58 7.1.3 The Transport Agency 58 7.1.4 Other 59

7.2 Geometric Design 59 7.2.1 Design Speed 59 7.2.2 Horizontal 59 7.2.3 Vertical 59 7.2.4 Cross Section 59 7.2.5 Visibility 59 7.2.6 Design Vehicle and Tracking 59

7.3 Pedestrian and Cycling Infrastructure 60 7.3.1 Connectivity with future AT cycling infrastructure projects 60 7.3.2 Proposed Pedestrian / Cycling Infrastructure 60 7.3.3 Justification for controlled crossings 61

7.4 Parking 61 7.5 Stormwater 61



7.6 Lighting 62 7.7 Pavement Design 62 7.8 Utilities 62 7.9 Signs and Markings 62 7.10 Landscape 62 7.11 Structures 62 7.12 Departures from Standard 62 7.13 Safety in Design (Construction, Maintenance and Operation) 62 7.14 Constructability and Implementation 62

7.14.1 Option 1 (Roundabout) 63 7.14.2 Option 2 (Signals) and Option 3 (Seagull) 63

8.0 Land Requirements / Constraints 64 8.1 Land Requirements 64 8.2 Constraints 64

9.0 Cost Estimates and Project Risks 65 9.1 Cost Estimates 65

9.1.1 Assumptions 65 9.1.2 Capital and Upgrading Cost 65 9.1.3 Operation and Maintenance Cost 66

9.2 Risks and Opportunities 66 9.2.1 Risks 66 9.2.2 Opportunities 66

9.3 Economic Analysis 66 10.0 Assessment against the Agreed Criteria 67

10.1 Assessment Criteria 67 10.2 Shortlist Assessment 67 10.3 Option Differentiators 69

10.3.1 Option 1 – Roundabout 69 10.3.2 Option 2 – Traffic Signals 69 10.3.3 Option 3 – Seagull 69

10.4 Assessment Outcomes 69 10.4.1 Option 1 – Roundabout 69 10.4.2 Option 2 – Traffic Signals 69 10.4.3 Option 3 – Seagull 69

11.0 Safety Audit and Auckland Transport Reviews 71 11.1 Safety Audit 71

11.1.1 Option 1 (Roundabout) 71 11.1.2 Option 2 (Traffic Signals) 71 11.1.3 Option 3 (Seagull) 71 11.1.4 Conclusion 71

11.2 Auckland Transport Review 71 11.2.1 Option 1 (Roundabout) 72 11.2.2 Option 2 (Traffic Signals) 72 11.2.3 Option 3 (Seagull) 72 11.2.4 Conclusion 72

11.3 Additional Auckland Transport Reviews 72 12.0 Statutory Planning 73

12.1 Proposed Auckland Unitary Plan 73 12.2 Works on Designated Land 73 12.3 Site Specific Considerations 74 12.4 Resource Consents 74 12.5 Other Authorisations 75 12.6 Specialist Reports 75 12.7 Consultation 75

13.0 Recommended Option 76 14.0 Funding Profile 77

14.1 Strategic Fit 77 14.1.1 Assessment 77



14.2 Effectiveness 78 14.2.1 Effectiveness criteria 78 14.2.2 Assessment 79

14.3 Benefit and Cost Appraisal 80 14.4 Funding Profile 80

15.0 Conclusion and Recommendations 81 15.1 Conclusion 81 15.2 Recommendations 81

16.0 Limitations 1

Appendix A Site Photographs A

Appendix B Collected Data B

Appendix C Consultation C

Appendix D Recommended Option Drawings D

Appendix E Traffic Modelling Technical Note E

Appendix F Recommended Option Cost Estimates F

Appendix G Risk Register G

Appendix H Safety Audit and AT Reviews H



Executive Summary

Introduction

AECOM NZ Ltd has been commissioned by Auckland Transport (AT) PT Capital Improvements Team to prepare

a Scheme Assessment Report (SAR) for proposed improvements to the Manukau Road / Custom Street

intersection. This is a key part of the Proposed Bus Interchange and Park and Ride project for Pukekohe.

The Manukau Road / Custom Street intersection will be the exit for buses using the interchange as well as the

entry and egress for all users of the Park and Ride. Previous work for the proposed bus interchange has identified

that upgrading the intersection is a requirement to provide greater journey time reliability for the bus services,

unlocking the benefits of the bus interchange.

Location

The Manukau Road / Custom Street intersection is located approx. 600m southeast (in a straight line) of the

Pukekohe Town Centre. The nearest areas of importance are the town centre, the mall 250m to the south, the

Pukekohe High School 200m to the west and the Pukekohe Rail Station at the end of Custom Street.

Strategic Need

As part of implementing the Integrated Transport Programme, consultation has been carried out with regard to the

provision of public transport in Pukekohe and a new network has been developed with an integrated approach

being adopted for PT provision. Currently bus provision is a mixture of local services and longer distance services

to Auckland and its suburbs. With implementation of the one system approach new public transport timetables are

being implemented in mid-2016. Pukekohe PT customers will be transferred by bus to the Pukekohe rail station.

The rail service will then form part of the Frequent Transport Network (FTN) from Pukekohe to Auckland. Rail and

bus timetables will be co-ordinated to provide a seamless service for customers minimising delays waiting for

connecting services.

The Manukau Road / Custom Street intersection upgrade is a key part of the project to provide journey time

reliability for bus services and unlocking the benefits of the proposed bus interchange.

The Problem

The problems identified with the current situation are:

Problem 1 – Increased number of buses through intersection. AT propose to operate six bus services at the

proposed interchange which result in approximately 141 trips per weekday and 103 trips on Saturday and

Sunday; all trips which would be new traffic through the Custom St intersection. The bus services need to

efficiently pass through the intersection to prevent delays causing unreliability of journey times, potentially

deterring users from taking the bus and increasing public transport patronage, and safety at the intersection.

Problem 2 – Queueing on Custom Street and Harris Street. Vehicles queue for long periods in Custom St and

more commonly on Harris Street leading to driver frustration and making unsafe manoeuvres. There is already

evidence of larger delivery vehicles used by Carters queuing on Custom Street.

Problem 3 – Pedestrian crashes. There have been two pedestrian minor injury crashes at the Manukau Road /

Custom Street / Harris Street intersection where pedestrians were hit crossing the road with two other crashes

involving pedestrians. These four crashes account for 40% of the total crashes for the last five years and all of the

minor injury crashes. This indicates that the intersection is a high risk location for vulnerable users and active

modes. Increased use of the intersection, caused by implementation of the proposed bus interchange and park

and ride, will increase the risk of more pedestrian crashes.

Problem 4 – Pedestrian and cyclist crossing facilities. There are currently no pedestrian or cyclist crossing

facilities at the intersection, with the nearest controlled crossing location being a zebra crossing 150m to the north.

The nearest crossing point to the south is 650m away, being an uncontrolled pedestrian refuge crossing at the

Nelson Street Roundabout. The poor linkages to the surrounding network and rail station discourage these active

modes.



Project Objectives

It is proposed that Pukekohe Rail Station become an integrated public transport interchange. The upgrades to the

Manukau Road / Custom Street intersection will support this by allowing efficient flow of movement of traffic to /

from the bus interchange and park and ride, preventing operational delays that would impact on the effectiveness

of the proposals. The project objectives for the Manukau Road / Custom Street intersection upgrades are to:

• Make the movement of buses in and out of the interchange efficient to ensure bus journey time reliability.

Where possible, prioritise movement of buses exiting through the intersection;

• Make use of the intersection a pleasant experience for bus users;

• Allow all vehicles to safely travel through the intersection with minimal delay and congestion;

• Provide safety for all users, especially pedestrians and cyclists, with minimal points of conflict between

travel modes;

• Provide pedestrian and walking connections to the surrounding road network and integrate with

Pukekohe town centre land use to promote active modes;

• Minimise land needed for purchase to reduce the project cost and time required to negotiate and acquire

land;

• Optimise consultation and planning requirements to allow for implementation by mid-2016 when the new

public transport timetables and FTN are being implemented;

• Minimise construction cost, including land requirements, to meet AT budgetary requirements; and

• Provide a constructible design minimising environmental / community impact during construction.

Previous Studies

Design work by AECOM (formerly URS) for Pukekohe Rail Station including consideration of a park and ride

facility has been ongoing since 2010 with the most recent work done being the AT Pukekohe Station – Bus

Interchange and Park and Ride Scheme Assessment Report, Aug 2015. This latest report considered

improvement to the Custom St intersection at a high level comparing the pros and cons of roundabouts and

signals at the intersection, and the issues that need to be considered during intersection design.

This report also identified that the Manukau Road / Custom Street intersection was key to the effectiveness of the

bus interchange and Park and Ride.

Stakeholder Engagement in Option Development

No public consultation has been undertaken on this Manukau Road / Custom Street intersection improvements

project however public consultation for the wider bus interchange project was undertaken by Auckland Transport

on 14th October 2015. No details of the outcomes of this consultation have been provided by Auckland Transport.

Adjacent land owners to Custom Street (Carters and Auckland Council) were engaged during the preparation of

the detailed design for the Interim Bus Interchange and are aware of AT’s requirements to build a bus interchange

in the area. As part of this process it was agreed with Auckland Council that all accesses from Auckland Council’s

Franklin Service Centre would be closed. For this SAR it has been assumed that this agreement still applies.

Consultation was undertaken with AT internal stakeholders for the Manukau Road / Custom Street intersection

improvements at the Long List meeting. Feedback from the Long List meeting was used to select three Short List

options for design development.

The Local Board was consulted at a meeting on 10th November 2015. The queries raised have been addressed

within this SAR with the outcome being that the recommended option should be presented at a Public Forum later

in the year.

Options Developed

Improvements to the Manukau Road / Custom Street intersection were considered at a high level in the Pukekohe

Station – Bus Interchange and Park and Ride Scheme Assessment Report, Aug 2015.



As part of this SAR for the upgrade of the Manukau Road / Custom Street intersection nine concept options were

developed and presented to the ‘Long List’ meeting. Three were selected further development:

• Option 1 – Roundabout at Custom Street

• Option 2 – Traffic Signals at Custom Street

• Option 3 – Seagull Island at Custom Street

Traffic modelling was carried out on these options as well as the existing situation. The modelling confirmed that,

for the design year of 2026, congestion and delays would become unacceptable at the existing intersection if no

improvements are undertaken. The long list concept designs were optimised following the modelling and Option

Drawings prepared. These were then used to prepare costs estimates and carry out an option assessment to

select a recommended option.

Land

Option development has been limited wherever possible to keeping the design within the existing road reserve so

that third party land is not required. Option 1 (Roundabout) is the only option that requires land purchase. It

requires approximately 185m2 of land to be purchased from Auckland Council (the Franklin Office Service Centre)

on the south east corner of the Manukau Road / Custom Street intersection.

Costs

Cost estimates have been prepared for the Options 1 to 3 as follows:

Option Base Estimate ($) 50

th % Expected

Estimate ($)

95th

% Funding

Estimate ($)

Option 1 (Roundabout) 1,338,650 1,704,215 1,937,392

Option 2 (Traffic Signals) 762,350 971,595 1,085,948

Option 3 (Seagull) 493,350 636,285 710,287

Risks

The following are considered to be the principal project risks. The risks specific to a particular option are noted.

• Left in / left out at Harris Street – consultation required delays implementation or changes the option;

• Accesses onto Custom Street are not closed impacting on the operational efficiency of the intersection

resulting in a reduced LoS for buses;

• Queuing back from the Stadium Drive roundabout impacts on the journey time reliability of buses;

• Queuing back from the intersection blocks the bus only entrance to the bus interchange impacting on the

journey time reliability of buses;

• Businesses object to the loss of the flush median (Option 2 - Traffic Signals and Option 3 – Seagull only)

causing delay and additional cost;

• Pohutukawas (Option 1 – Roundabout only) – consultation / consenting delays / prevents these being

removed;

• Shop access cannot be made left in left out or closed impacting on safety and operational efficiency of

intersection;

• Utility relocations (Option 1 – Roundabout) cause delay and increased cost;

• Land acquisition (Option 1 - Roundabout only) not achieved causing delay;

• Public opposition to implementation of traffic signals causes delay and increased cost;

• Stakeholder Engagement – limited engagement so far results in delay;

• OD route requirements prevent implementation of left in and left out at Harris Street;

• Additional stormwater requirements are imposed as part of the consenting process; and



• Construction funding cannot be achieved from NZTA or from AT because of other priorities.

Opportunities

The following key opportunities have been identified during development of the project:

• Integration of the proposed street scape upgrade by the City Transformation Team; and

• Future proofing for the incorporation Harris Street into the proposed intersection. This can apply to both

Option 1 – Roundabout and Option 2 – Traffic Signals but not Option 3 - Seagull.

Safety Audit and AT Peer Reviews

A safety audit was carried out on all three options. All Safety Audit and peer review comments have been

reconciled. None of these affected the option assessment or selection of the recommended option.

Recommended Option

Based on the option assessment and weightings agreed with AT the recommended option is Option 2 - Traffic Signals as:

• It is the best option for bus operations and customer experience which is the most important objective for

the project (i.e. it is the reason the intersection needs to be upgraded);

• It is safe and provides good community connectivity with the surrounding footpath and proposed cycling

network which will encourage active modes and increased public transport patronage;

• It can be funded from AT’s approved budget;

• All known risks are quantifiable and manageable;

• It can be implemented within the programme for the bus interchange and park and ride to meet

implementation of the new bus services in mid-2016.

Funding Profile

In accordance with the 2015-18 NLTP Investment Assessment Framework the funding profile has been assessed

as High: Medium: 1 to 3.

Conclusion

The recommended option (Option 2 – Traffic Signals) is considered to be an effective solution to the problems

identified and the project objectives of bus operations and customer experience, safety and community

connectivity. It can also be funded from AT’s approved budget and delivered within the bus interchange

programme with known risks manageable.

Implemented as part of AT’s Bus Interchange and Park and Ride project there is strong alignment with strategic

plans particularly Auckland Council’s Pukekohe Area Plan and Auckland Transport’s Regional Public Transport

Plan.

Recommendations

It is recommended that the recommended option is progressed to detailed design.

The following additional recommendations are made:

• Consultation is carried out regarding making Harris Street left in / left out. This could influence

confirmation of the preferred option. If this is not accepted the roundabout can be implemented but it is

considered this will have additional safety and operational issues which are not recommended. These

are additional issues to the deficiencies already identified as part of the option assessment for the

roundabout. A traffic signal intersection can be implemented but this will only have a single southbound

approach on Manukau Road which means there will be queuing (at peak hours) past the bus interchange

entrance affecting bus journey time reliability;

• Consultation is carried out with the shops opposite Customs Street regarding the impact of the

recommended option on their access arrangements;



• As part of another project AT consider addressing the known queuing issues associated with the

Stadium Drive roundabout;

• That Auckland Transport does not allow any proposed development of the Council Office site or the Mall

to have access onto Custom Street;

• The City Transformation streetscape upgrade project is co-ordinated with the proposals for the Manukau

Road / Custom Street intersection once these are confirmed. Consider integrating this into the greater

project to minimise disruption and as part of a coordinated initiative;

• A parking survey is carried out on Manukau Road and Custom Street to support the consenting and TCC

process; and

• If Option 1 (Roundabout) or Option 2 (Traffic Signals) are selected for progression to detailed design

consider future proofing these for the connection of Harris Street.



1.0 Introduction

1.1 Scope

AECOM has been commissioned by Auckland Transport (AT) to prepare a Scheme Assessment Report (SAR) for

the investigation of the Manukau Road/Custom Street intersection improvements located in the Pukekohe Town

Centre. The scope of work for this commission is as indicated in the signed contract agreement between AECOM

and AT Contract reference number: 343-16-169.

This follows on from a significant amount of investigation work carried out by AECOM (formerly URS) into both the

upgrade of the Pukekohe Rail Station and provision of bus interchange and park and ride facilities adjacent to the

rail station.

The scope results in the following deliverables:

• Development of sketch drawings for “long list” options assessment;

• Concept design and layout drawings for 3 shortlisted options;

• A design vehicle ‘tracking’ sketch drawing for each shortlisted option;

• A rough order cost for each shortlisted option;

• A scheme assessment report; and

• Safety Audit response.

1.2 Exclusions

Auckland Transport’s scope of works excluded the following from the investigation and SAR:

• 3D geometric design;

• A geotechnical investigation;

• Site location of the existing underground utilities (trenching);

• Onsite pavement investigation;

• Manual intersection turning traffic data collection (this was completed by others to a specification by

AECOM);

• Monte Carlo risk analysis (e.g. @risk);

• Risk Workshops;

• Economic analysis (this was carried out by others as part of the Bus Interchange and Park and Ride

SAR August 2015);

• Stormwater modelling or design;

• Public consultation;

• Arborist survey;

• Consultation with utilities;

• Structural design; and

• Preparation of individual land requirement plans or liaison with AT’s Property Team.

1.3 Assumptions and Reference Date

1.3.1 Assumptions

Design assumptions etc. are stated throughout the report. The following are some of the key assumptions:



• The scope of work only relates to the area adjacent to the Manukau Road / Custom Street intersection

including Harris Street in so far as it impacts on the proposals for the Manukau Road / Custom Street

intersection;

• As 3.3.5 all accesses from the existing Auckland Council building will be closed as part of this project;

and

• Buses will not enter the interchange via Custom Street

1.3.2 Reference Date

This report was prepared in October 2015 and design standards and information applicable at this time have been

used in its preparation. The report is also based on the previous work (see Section 2.2) carried out and the design

standards and information applicable during preparation of that work.



2.0 Background

2.1 Purpose of Scheme Assessment Report

The purpose of this SAR is to present the options developed to make improvements to the Manukau Road /

Custom Street intersection, required to support the operational effectiveness of the proposed bus interchange and

Park and Ride facility for Pukekohe Rail Station, and recommend a preferred option for development during

detailed design.

2.2 Previous Studies

Design work by AECOM (formerly URS) for Pukekohe Rail Station upgrade including consideration of a park and

ride facility was completed under several AT contracts. The following lists the applicable reports prepared:

• ARTA Master Plan review for the Pukekohe Station, URS, 2009;

• ARTA/FDC Preliminary Park and Ride layout, URS, 2009-2010;

• AT Pukekohe Station – Bus Interchange and Park and Ride Pre-feasibility Study, June 2014;

• AT Pukekohe Station Upgrade Scheme Assessment Report, AECOM (URS), July 2014; and

• AT Pukekohe Station – Bus Interchange and Park and Ride Scheme Assessment Report, Aug 2015.

Notes:

1. These reports all excluded detailed consideration of the Manukau Road / Custom Street intersection. No

plans were prepared.

2. Whilst the intersection upgrade was not originally considered to be part of the Bus Interchange and Park

and Ride project, following development of the project, it is considered essential to realise the benefits of

the investment by Auckland Transport i.e. without an intersection upgrade buses would find it difficult to

exit safely and would be delayed making bus journey time reliability difficult to achieve.

Copies of all the above reports are held by AT and have therefore not been issued with this report.

2.3 Policy, Strategies and Implementation Plans

The following Policies, Strategies and Implementation Plans support the project.

2.3.1 Auckland Plan

The Auckland Plan is a long term 30-year plan for the region of Auckland and was published in 2012.

Auckland has a population of 1.5 million people, with 1.4 million living in urban areas. Over the next 30 years this

is expected to grow by 700,000 to one million people.

Pukekohe is identified as a satellite town where development is proposed.

Auckland’s roads and motorways are recognised as being heavily congested partially as a result of under-

investment in public transport. The Auckland Plan aims to improve the integration of the transport network using a

single-system approach, encompassing public transport, roads, footpaths and cycleways. It also targets a modal

shift to double the number of public transport trips from 70 million per year in 2012 to 140 million in 2022.

Public transport infrastructure and service improvements were identified as a priority.

2.3.2 Pukekohe Area Plan

The Pukekohe Area Plan, published in Oct 2014, outlines how Pukekohe is envisaged to grow and change over

the next 30 years. It sets out desired outcomes and the actions that will help to achieve them. The Area Plan

seeks to deliver the Auckland Plan at a local level.

Pukekohe has 7600 jobs, with retail, education, health care, professional services and wholesale trade being the

largest employment sectors in Pukekohe.



Pukekohe is identified in the Auckland Plan Development Strategy as a priority satellite town, anticipated to grow

to a population of 50,000 people by 2040. This will more than double Pukekohe’s current population of 21,000

people.

The Pukekohe Area Plan identified 9 key changes or ‘moves’ for Pukekohe. The following are pertinent to this

SAR:

• Improve accessibility and connectivity throughout Pukekohe and Paerata

Growth provides an opportunity to create connections, such as an east–west connection from Manukau

Road to Pukekohe East Road. Walking and cycle routes connecting the town centre, train station and

Manukau Road will increase the walkability of Pukekohe and access to public transport.

• Support land development around Pukekohe Train Station

Development of the area surrounding the Pukekohe Train Station provides an opportunity to maximise

the site’s location and promote transport choices – through more intensive uses such as tertiary

education or a mix of commercial and residential.

The following transport and network infrastructure outcomes, applicable to this SAR, are identified in the

Pukekohe Area Plan (Section 2):

• Support land development around Pukekohe Train Station

o Upgrade Pukekohe Train Station to include a permanent pedestrian over bridge, bus

interchange, park and ride and passenger facilities.

• Improved transport connections to Pukekohe

o Assess demand for bus services from the adjacent settlements of Waiuku, Tuakau and

Patumahoe to Pukekohe Train Station, before and after electrification of the railway, in

conjunction with the Waikato Regional Council where relevant

• Improved local transport and access to the town centre

o Investigate potential local traffic improvements at Manukau Road, Custom Street and Harris

Street, to reduce congestion.

o Identification of and improvements to walking and cycling routes connecting the town centre,

train station and Manukau Road shopping area, such as through the provision of street trees,

furniture, paving and cycle facilities.

o Investigate opportunities for a network of cycle routes and facilities in Pukekohe, Paerata, and

Buckland.

Improvements to walking and cycling routes connecting the town centre, train station and Manukau Road

shopping area are identified as short term actions (3–6 years).

Investigate potential local traffic improvements at Manukau Road, Custom Street and Harris Street is not

prioritised pending a funding application.

The Proposed Auckland Unitary Plan (PAUP), which states what can be built and where, was developed in

accordance with the growth strategy outlined in the Pukekohe Area Plan.

2.3.3 Integrated Transport Programme

Auckland’s Integrated Transport Programme (ITP), published in 2013, sets out the 30-year investment

programme to meet the transport priorities outlined in the Auckland Plan.

The ITP proposed rapid and frequent bus and ferry service network that will deliver at least a 15-minute service

operating all day (initially from 7am-7pm), seven days a week. The Frequent Transport Networks are designed to

achieve the transformational shift in public transport as required by the Auckland Plan. The ITP identified the

routes with greatest passenger demand. The transport corridor to Pukekohe was identified as one. The report

also identified that Auckland has a low number of park and ride car park spaces compared to comparable cities in

New Zealand and Australia.

A one system approach was proposed for travel across all transport networks from point to point which should be

as seamless as possible, e.g. by providing good-quality public transport interchanges and safe pedestrian and



cyclist facilities. The single system transport network approach is intended to manage current congestion

problems and accommodate future business and population growth.

2.3.4 The Regional Public Transport Plan

The Regional Public Transport Plan (RPTP) was formally adopted by Auckland Transport on 23 September 2013.

The RPTP is a statutory document that describes the public transport services and initiatives that Auckland

Transport proposes for the region over the next 10 years and how these will be delivered. A high standard of

public transport infrastructure is proposed that supports service provision and enhances customer experience.

Table 8-2: Proposed infrastructure programme for new network (prioritised) identifies that the improvements at

Pukekohe Station are ‘Essential’.

‘Essential’ is defined as being required in advance in order to run the proposed services or the project

significantly enhances patronage growth.

The works are identified as an Essential element to allow full implementation of Southern Network. Pedestrian

overbridge and bus interchange required on western side of Pukekohe rail station.

2.3.5 Parking Strategy

The AT parking strategy dated 2015 has been developed to provide the strategic direction for the management

and supply of parking in Auckland.

For Pukekohe, AT surveys indicate people travel in excess of 30km to access Park and Ride facilities. It is also

noted that currently, Auckland has around 5,500 existing Park and Ride bays of which 80 percent are at capacity

by 8am.

Park and Ride facilities contribute to decongestion on Auckland’s road networks by intercepting commuter trips

that would otherwise have been made by car.

Over the next 30 years it is estimated 300-500 park and ride car parking spaces are required at Pukekohe.

The AT Parking Strategy states that the following principles will be applied to prioritise sites for Park and Ride

provision in Auckland:

• Integrate with public transport – Park and Ride is planned as an integral part of the public transport

network, extends the customer base and encourages public transport patronage;

• Maximise benefits of Park and Ride for public transport – site in locations that have frequent and rapid

services available and less effective feeder services and walking and cycling opportunities;

• Locate facilities to intercept commuter trips by being ‘on the way’ from high potential catchment areas

based on assessed demand;

• Relieve congestion – locate to relieve congestion by intercepting commuter traffic and ensure vehicles

accessing the facilities would not worsen local traffic congestion; and

• Provide in line with corresponding improvements to the public transport network such as station/ferry

terminal upgrades to maximise investment.

2.4 Strategic Need

As part of implementing the Integrated Transport Programme, consultation has been carried out with regard to the

provision of public transport in Pukekohe and a new network has been developed with an integrated approach

being adopted for PT provision. Currently bus provision is a mixture of local services and longer distance services

to Auckland and its suburbs. With implementation of the one system approach new public transport timetables are

being implemented in mid-2016. Pukekohe PT customers will be transferred by bus to the Pukekohe rail station.

The rail service will then form part of the Frequent Transport Network (FTN) from Pukekohe to Auckland. Rail and

bus timetables will be co-ordinated to provide a seamless service for customers minimising delays waiting for

connecting services.

The Manukau Road / Custom Street intersection upgrade is a key part of the project to provide journey time

reliability for bus services and unlocking the benefits of the proposed bus interchange.



2.5 Problem Description

Problem 1 – Increased number of buses through intersection

AT propose to operate six bus services at the proposed interchange which result in approximately 141 trips per

weekday and 103 trips on Saturday and Sunday; all trips which would be new traffic through the Custom St

intersection. The bus services need to efficiently pass through the intersection to prevent delays causing

unreliability of journey times, potentially deterring users from taking the bus and increasing public transport

patronage, and safety at the intersection.

Problem 2 – Queueing on Custom Street and Harris Street

Vehicles queue for long periods in Custom St and more commonly on Harris Street leading to driver frustration

and making unsafe manoeuvres. There is already evidence of larger delivery vehicles used by carters queuing on

Custom Street.

Problem 3 – Pedestrian crashes

There have been two pedestrian minor injury crashes at the Manukau Road / Custom Street / Harris Street

intersection where pedestrians were hit crossing the road with two others involving pedestrians. These four

crashes account for 40% of the total crashes for the last five years and all of the minor injury crashes. This

indicates that the intersection is a high risk location for vulnerable users and active modes. Increased use of the

intersection, caused by implementation of the proposed bus interchange and park and ride, will increase the risk

of more pedestrian crashes.

Problem 4 – Pedestrian and cyclist crossing facilities

There are currently no pedestrian or cyclist crossing facilities at the intersection, with the nearest controlled

crossing location being a zebra crossing 150m to the north. The nearest crossing point to the south is 650m away,

being an uncontrolled pedestrian refuge crossing at the Nelson Street Roundabout. The poor linkages to the

surrounding network and rail station discourage these active modes.

2.6 Project Objectives

It is proposed that Pukekohe Rail Station become an integrated public transport interchange. The upgrades to the

Manukau Road / Custom Street intersection will support this by allowing efficient flow of movement of traffic to /

from the bus interchange and park and ride, preventing operational delays that would impact on the effectiveness

of the proposals. The project objectives for the Manukau Road / Custom Street intersection upgrades are to:

• Make the movement of buses in and out of the interchange efficient to ensure bus journey time reliability.

Where possible, prioritise movement of buses exiting through the intersection;

• Make use of the intersection a pleasant experience for bus users;

• Allow all vehicles to safely travel through the intersection with minimal delay and congestion;

• Provide safety for all users, especially pedestrians and cyclists, with minimal points of conflict between

travel modes;

• Provide pedestrian and walking connections to the surrounding road network and integrate with

Pukekohe town centre land use to promote active modes;

• Minimise land needed for purchase to reduce the project cost and time required to negotiate and acquire

land;

• Optimise consultation and planning requirements to allow for implementation by mid-2016 when the new

public transport timetables and FTN are being implemented;

• Minimise construction cost, including land requirements, to meet AT budgetary requirements; and

• Provide a constructible design minimising environmental / community impact during construction.



3.0 Site Description

3.1 Site Location

Pukekohe is located approximately 50km south of central Auckland. Custom St is located approximately 600m

from the town centre on the west side of Pukekohe Train Station as shown in Figure 1.

Figure 1 Location Plan

Pukekohe is the largest settlement in the Franklin Local Board Area. In 2013, Pukekohe had approximately

21,000 residents, 32 per cent of the population of the Franklin Local Board Area.

‘Generators’ of people movements in the locality are Pukekohe High School, the Pukekohe rugby stadium

(ECOlight Stadium), the Town Centre, the Pukekohe V8 motor racing track and the A&P Showgrounds (see

Figure 2 below.

Existing Bus Terminus Pukekohe town Centre

Shopping Centre

Area - ‘The Mall’

Custom St

Pukekohe High School

Harris St

Proposed Bus

Interchange and

Railway Overbridge

Pukekohe

Train Station

Project Site

Current location of bus terminus

Town Centre

Stadium Drive

roundabout

Ex. Zebra crossing



Figure 2 Key movement generators for the locality

The majority of surrounding properties are classified as being in the business zone.

The proposed bus entry and bus exit / combined entry and exit are shown in Figure 3. The preferred solution for

entry into the bus interchange is a left turn in from Manukau Road from the northern end of the site and a right out

or left out of Custom Street.

Project Site

ECOlight Stadium

A&P Showgrounds

Pukekohe

High School

V8 Motor Racing Track

Town Centre

Nelson Street

roundabout

Stadium Drive

roundabout



Figure 3 Pukekohe train station and proposed bus interchange

A fence and gate at the end of Custom Street currently prevents vehicular access to the proposed interchange

area and KiwiRail land.

Photographs taken on the AECOM site visit dated 14/09/15 are attached in Appendix A.

Copies of all planning maps referred to are located in Appendix B.

3.2 Topography

Manukau Road has an increasing grade northbound. Custom Street has a gentle increasing grade westbound on

the approach to Manukau Road. The proposed bus interchange area on the western side of the train station is

relatively flat with a sloping entrance down at the northern end from Manukau Road.

Both the Harris Street / Manukau Road and Custom Street / Manukau Road intersections can be considered flat.

3.3 Surrounding Road Network

The Franklin District Plan indicates all roads are classified as local or minor roads except for Manukau Road

which is classified as a district arterial route. A copy of the road hierarchy plan is located in Appendix B as part

of the planning maps.

3.3.1 Traffic Volumes

Collected traffic data provided by AT (see Section 4.7), indicates that Manukau Road averages 15,500 vehicles

per day with 7.5% heavy commercial vehicles.

3.3.2 Over Dimension (OD) Route

Over dimension (OD) routes are routes which are in current use by OD vehicles and loads. The Auckland Region

Overdimension Vehicle Route Maps indicate that Manukau Rd, and Harris St (intersecting with Manukau Road

opposite Custom Street) are OD vehicle routes. A copy of the OD route map is attached in Appendix B.



3.3.3 Existing Bus Routes

The existing Pukekohe bus terminus is located in Roulston Lane (See Figure 1) approximately 500m (in a direct

line) from the existing rail station.

There are currently five bus services in Pukekohe operating as follows:

• Pukekohe to Papakura (7 days)

• Local clockwise loop (Weekdays only)

• Local anti-clockwise loop (Weekdays only)

• Papakura to Tuakau (Weekdays only plus a Pukekohe to Tuakau one day a week))

• Pukekohe to Tuakau and Port Waikato (one day a week)

At the moment the closest any of these services get to the railway station is Manukau Rd where there are two

stops located south of Custom Street on Glasgow Road and south of Subway Road. Both are in excess of 500m

from the existing rail station. All of the above services use Manukau Rd with the exception of the Papakura

service. All services use the Roulston Lane terminus.

3.3.4 Existing pedestrian and cycling facilities

The nearest controlled/uncontrolled pedestrian facilities are a zebra pedestrian crossing Manukau Road approx.

150m to the north of Harris Street (see Figure 1) and the cut-outs in the approach islands at the Nelson Street /

Manukau Road roundabout approximately 650m to the south of Custom Street (see Figure 2). There is a wide 3m

median strip down the length of Manukau Rd between these pedestrian facilities. Generally there are intermittent

footpath facilities along the Manukau Road corridor. There are no dedicated (e.g. on road or off road signed and

marked cycle paths) cycling facilities in the vicinity of the study area. Figure 4 shows the routes and distances

pedestrians and cyclists currently travel from the rail station to the town centre and Pukekohe High School.

Figure 4 Existing common pedestrian routes



Figure 5 shows the routes pedestrians will be able to take after construction of the rail overbridge (part of the

proposed Bus Interchange and Park and Ride). The rail overbridge will shorten the distance walked by a minimum

of 200m. At an average walking speed of 5 km/hr this is a time saving of approximately 2 ½ minutes.

Figure 5 Future common pedestrian routes

3.3.5 Future Transport Upgrades and Other Projects

During investigation and consultation we have been advised of the following projects that could influence

implementation of the proposed intersection:

• As already described above, AT are proposing to upgrade Pukekohe Rail Station to improve its

operational efficiency and improve capacity. This is through upgrades to the station and constructing a

bus interchange and Park and Ride with 80 carparks.

• The Auckland rail network has been electrified north of Papakura. Diesel trains shuttle commuters from

Papkura to Pukekohe. Electrification of the rail network from Papakura to Pukekohe is proposed but it is

not in the current Land Transport Plan. Implementation is not expected prior to 2025. The creation of an

additional train station at Paerata has also been proposed. It is considered electrification will not affect

the outcomes of this SAR.

• The Pukekohe Cycle Network Route Identification and Prioritisation report, dated March 2013, (see

Section 4.8) recommended a package of improvements to improve cycling facilities in Pukekohe. These

included linkages to the rail station and in particular that any proposals to upgrade the Manukau Road /

Harris Street / Custom Street intersection should provide adequate crossing facilities for cyclists through

a controlled crossing or preferably a Toucan Crossing to enable cyclists to cross without dismounting.

The report also recommended a shared path on the north side of Custom Street and a shared path on

Harris Street. AT have confirmed that no cycle infrastructure projects are currently planned for

implementation in Pukekohe.



• The Auckland Council City Transformation Team is proposing to implement street scape improvements

on Manukau Road from Custom Street to the Stadium Drive roundabout. The proposed works, delivery

programme or funding arrangements for this work are not known.

• The former Franklin Council offices are located adjacent to the site with accesses off both Manukau

Road and Custom Street. These offices are currently utilised by Auckland Council as a service centre.

The future use of this site is under consideration by the City Transformation Team and Auckland Council

property team. During preparation of the detailed design of the Interim Bus Interchange it was

recommended that all accesses from the site would be closed on safety and bus operational grounds.

This was agreed by AT with the Auckland Council Property Team. This has been re-confirmed by AT

during the preparation of this SAR.

3.4 Land Ownership

Land to the north and west of the area is commercially owned. The north side of Custom St is owned by Carters

with land ownership of land on the west side of Manukau Road opposite Custom Street unknown (multiple shops).

The land north of Harris St is owned by Subaru Motors and land to the south of Custom Street is Council owned

(Franklin Service Centre offices).



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4.0 Collected Data

4.1 Information Supplied By AT

Information provided by AT includes:

• Proposed bus services for the Pukekohe Station bus interchange / park and ride facility;

• Aerial photos from the Auckland Transport Aerial Database; and

• Traffic data for the Manukau Road / Custom Street and the Manukau Road / Harris Street intersections.

This and other data provided by AT is discussed in the following Sections.

4.2 Topographical Survey and Aerial Photos

A topographical survey of the Manukau Road / Custom Street and Manukau Road / Harris Street intersections

was completed by AECOM on 14/09/15. The property boundaries have been taken from the Auckland Council

GIS. The aerial photos are from the Auckland Transport Aerial Database dated 2011 and have been used as the

background for the survey drawings. The survey drawing can be seen in Appendix D.

4.2.1 Other Intersections in Pukekohe

A high level review of other intersections in Pukekohe was undertaken to provide context to this SAR. All other

intersections within Pukekohe are either roundabouts or priority controlled intersections. There are no traffic signal

controlled intersections. As part of the topographical survey the adjacent roundabouts on Manukau Road at

Stadium Drive and Nelson Street were measured. These measurements have been overlaid on the aerial.

Figure 6 shows the overlays. The orange circles are the Nelson Street roundabout – 28m Inscribed Circle

Diameter (ICD) with an 8m diameter central island and 3m over-runnable apron. The blue circles are the Stadium

Drive roundabout – 24 ICD with a 4m dimeter central island.

Figure 6 Dimensions of adjacent roundabouts overlaid on the aerial photo

4.3 Proposed Bus Routes

AT propose to operate six bus services at the proposed interchange from mid-2016 as part of the new Network

arrangements. All services are proposed to be hourly and will be timed to coincide with train timetables. Five of

these serve will Pukekohe - the 6th is between Waiuku and Papakura. Three of these are local loops around

Pukekohe, one is to Waiuku and the other to Wesley College and Paerata.



26

As the timetable is designed to meet the trains, this means buses being at the interchange at the same time. At

most times it will just be the three local loops, but there may be up to five if and when the other two services are

timed to be there at the same time. In total this will likely equate to 141 trips per weekday, with 103 trips on

Saturdays and Sundays.

The report on consultation for the new bus routes is located at: https://at.govt.nz/media/1060543/Pukekohe-

Waiuku-Consultation-Summary-and-Decisions-Report-April-2015.pdf.

Figure 7 shows the proposed bus routes that will use the proposed bus interchange and that will need to exit

through the upgraded Manukau Road / Custom Street intersection.

A4 copies of the Pukekohe proposed new network bus route maps are attached in Appendix B.

Figure 7 Proposed bus routes using Custom St

4.4 Bus Operations Requirements

AT’s Bus Operations department has specified that a minimum of Level of Service (LoS) C operating performance

(see email dated 17/09/15) is required for their buses leaving Customs Street to ensure that intersection will not

affect the bus service reliability and safety of all vehicles egressing. Bus Operations require the intersection

design to use tracking curves for a 13.5m bus.

4.5 KiwiRail Requirements

KiwiRail require heavy vehicle access through the intersection to access the overweight spur located on KiwiRail

land just south of Custom Street. KiwiRail have advised that the truck is likely to be one with side lift capable of

lifting a 40 foot container. The intersection has therefore been designed for tracking of an 18m semi-trailer.

Access is also required for fuel vehicles to access the train refuelling facility located on KiwiRail land and within

the rail corridor. AT have advised that the refuelling vehicle is a regular sized single trailer truck.

Figure 8 shows the location of the overweight spur and refuelling area.



27

Figure 8 Location of KiwiRail facilities

4.6 Crash Data

The Crash Analysis System (CAS) was accessed on the 23rd

September 2015 to gather crash data of the

Manukau Road / Custom Street and Manukau Road / Harris Street intersections, and a wider study area of the

Manukau Rd corridor from Stadium Drive to Nelson Street was used to provide context to the study. A five year

analysis period from Jan 2010 to Dec 2014 was used. A copy of the Crash Diagrams and crash data is attached

in Appendix B.

The data for the Custom St and Harris Rd intersections (and 100m either side) has been summarised below:

• There have been a total of 10 crashes at the Custom St and Harris Road intersections – three minor

injury crashes and seven non-injury crashes. There were no fatal or serious crashes;

• All crashes involved vehicles;

• Four crashes involved pedestrians. One 48 year old pedestrian was hit crossing Harris St and a 47 year

old pedestrian was hit crossing Manukau Road just south of Harris St, with both these resulting in minor

injuries (2 of the 3 total minor injury crashes). The remaining two crashes involving pedestrians were rear

end crashes due to the front vehicle giving way to crossing pedestrians resulting in one minor injury (the

remaining minor injury crash);

• Four crashes were rear end crashes;

• There were no crashes involving cyclists;

• Five crashes occurred at intersections and five occurred mid-block;

• All crashes occurred during the day, with both crashes where pedestrians were hit occurring between

8am and 9am in 2013;

• The most common crash factor was ‘Poor Observation’ involved in 60% of crashes.

The data for the wider Manukau Rd corridor (Stadium Drive to Nelson Street) has been summarised below:

• There have been a total of 41 crashes on Manukau road from Stadium Drive to Nelson Street – 15 minor

injury crashes and 26 non-injury crashes. There were no fatal or serious crashes;

• All crashes involved vehicles;

Refuelling area

Over weight spur



28

• Five crashes involved pedestrians being hit and a further three were rear ends as a result of pedestrians

crossing the road. Two pedestrians were hit at or near the Harris St intersection, two were hit just north

of Glasgow Road, and a seven year old was hit crossing Manukau Road approx. 130m north of Harris

Road;

• There were 15 rear end crashes and 17 crossing / turning crashes;

• There was one crash involving a cyclist 50m south of Massey Ave where a car failed to giveway to the

cyclist, which resulted in a minor injury;

• 15 crashes occurred at intersections and 26 occurred mid-block;

• The number of crashes per year has been increasing each year from four in 2011 to 12 in 2014;

• 36 crashes occurred in the day and five crashes occurred at night;

• The most common crash factors were ‘Poor Observation’ and ‘Failed to Giveway / Stop’ involved in 63%

and 39% of crashes respectively.

The CAS data highlights the need for improved pedestrian facilities, with 40% of all the crashes within 100m of the

Harris Street and Custom Street intersections involving pedestrians and approx. 20% of all the crashes for the

wider Manukau Road corridor involving pedestrians. Based on the data collected it is considered the number of

crashes on Manukau Road is an issue that needs to be addressed, more so due the expected increase in

vehicles and pedestrian patronage at the intersection following the construction of bus interchange.

There were no serious injuries or fatalities which likely reflects the lower speed environment.

The majority of the crashes occur on Manukau Road where it is probable that the large volume of traffic

encourages drivers to make unsafe decisions (refer to Figure 9).

Figure 9 Example of a traffic manoeuvre on Manukau Road

4.7 Traffic Data

4.7.1 Traffic Volumes

Traffic data for Manukau Road, collected in June 2015, was received from AT’s Asset Management Team on 15

July 2015. This data was used in the previous Bus Interchange and Park and Ride Scheme Assessment Report,

dated Aug 2015, and has also been used in this SAR.

A summary of the results is as follows:

• For both directions the traffic volumes per day range between 12,041(Sun) to 17,141 (Fri) vehicles per

day;

• The Total weekly volume was 108,240 with an average of 15,462 vehicles per day;

• The seven day average volume chart indicates that there are no clear peak traffic flows (i.e. morning, mid

or evening peaks). The traffic flows build quickly from 8:00am, peak at lunchtime and only reduce at

18:00pm;



29

• The 85% traffic speed is 52.3kph (52.5kph southbound; 52.1kph northbound). 31.1% of vehicles exceed

the posted speed limit of 50kph; and

• The % of heavy vehicles (both directions) is 7.5%.

4.7.2 Intersection Traffic Survey

Using a specification provided by AECOM, AT commissioned an intersection traffic survey. This was undertaken

by Team Traffic and was completed in September 2015. Queue lengths, turning movements and cyclist and

pedestrian movements at the Manukau Road / Custom Street and Manukau Road / Harris Street intersections

were collected. The survey was done on Wednesday 23/09/15 (7-9am for AM peak, 11-1pm for the interpeak and

4-6pm for PM peak), and on Saturday 26/09/15 (from 10am to 2pm). A copy of the traffic survey data is attached

in Appendix B.

The existing turning movements’ diagram for the highest volumes can be seen below in Figure 10.

Figure 10 Existing turning movements on Manukau Rd, Custom St and Harris Rd during worst case peak hour

A summary of the results is as follows.

4.7.2.1 Traffic Analysis

• Queueing occurred on Harris St during each period measured;

• For each movement queueing peaked at seven vehicles waiting to turn left out of Harris Street six

vehicles waiting to turn right into Harris Street and four vehicles waiting to turn right out of Harris Street;



30

• The worst hour for queues was 10-11am on Saturday with a total of 97 vehicles (over the hour) being

caught up in multiple short queues on Harris Street during that time;

• Queueing during the Inter Peak (IP) hour affected 35 vehicles on Wednesday and 84 vehicles on

Saturday at the Harris Street intersection;

• Saturday was by far the worst day for queues at the Manukau Road / Harris Street intersection (263

vehicles were observed in queues over the four hour survey period);

• The worst movement for queuing was for vehicles turning right out of Harris Street accounting for 148 of

the total 263 vehicles that were affected by queueing during the Saturday survey;

• There was no queueing on Custom Street on Saturday; and

• Minimal queueing occurred during the weekday on Custom Street (a two vehicle queue in the AM peak,

and a three vehicle queue and a two vehicle queue in the PM peak, with no queues during the IP);

4.7.2.2 Cycling and Pedestrians

• 47 children and 16 adult pedestrians were in the vicinity of the Manukau Road / Custom Street and

Manukau Road / Harris Street intersections during the AM peak, 45 adults and six children during the IP,

24 adults and five children during the PM peak and 78 adults and 10 children during the Saturday count;

• The dominant movement of pedestrians on Saturday was crossing Custom Street;

• The weekday counts produced no clear dominant movements;

• The cyclist movements through the intersection were as follows:

o Wednesday 23/09/15, over the 6 hours measured, had 6 cyclists through the Manukau Road /

Custom Street intersection and 5 cyclists through the Manukau Road / Harris Street

intersection;

o Saturday 26/09/15, over the 4 hours measured, had 6 cyclists through the Manukau Rd /

Custom St intersection and 17 cyclists through the Manukau Rd / Harris St intersection; and

• Harris St was the most common route taken by cyclists.

4.7.3 Existing Queues from Stadium Drive Roundabout

Queueing on Manukau Road back from the Stadium Drive roundabout was highlighted as an issue during the

‘Long List’ meeting and reported as extending to the Manukau Road / Custom Street intersection (approximate

queue length of 230m or more). Peak hour videos provided by Team Traffic during their traffic surveys on

23/09/15 and 26/09/15, allowed the queueing to be investigated. These were supplemented with a 12 hour video

undertaken on 28/10/15. Below is a summary of the results:

For Wednesday 23 Sept, periods measured were 7-9am, 11am-1pm and 4-6pm. The summary is as follows:

• Conditions overcast (showers during PM peak);

• Queueing back to Custom Street or beyond occurred primarily between 8:20 to 8:40am;

• Queueing past Custom St tended to remain for approx. 1-2 minutes at a time except for worst case being

a five minute queue past Custom Street between 8:23 – 8:28am (see photo below);

• Queues back to Harris Street were common between 8:15-8:45am and 4:45-5:15pm; and

• Worst queue past Custom Street during the evening peak was between 4:47 to 4:52pm.

For Saturday 26 Sept, period measured was 10am-2pm. The summary is as follows

• Conditions sunny with partial cloud

• Queueing back to Custom St or beyond occurred six times between 10am to 2pm

• Queues lasted 1-2 minutes except for two 4 minute queues from 12:26 to 12:30 and from 12:35 to

12:39pm

• The worst time for queueing was from approx. 12:20 go 12:40pm

• There was no queueing past custom street after 12:40pm



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For Wednesday 28 Oct, period measured was 7am-7pm. Summary is as follows:

• Conditions overcast

• Queues back to Custom St were common between 8:30-9:10am and 5:00-5:40pm

• Worst queue past Custom St during the evening peak was from 5:05 to 5:23pm

• There was no queueing past Custom St after 5:45pm

• Outside of peak hours queueing was present from:

o 12:15-12:18pm (3 minute queue)



o o 3:23-3:27pm (4 minute queue)

o o 3:52-3:59pm (7 minute queue)

Based on the above analysis queues do reach back to Custom Street and beyond. However, the videos indicated

that as soon as the queues started to reach back to Custom Street, vehicles would take the left turn into Harris

Street to bypass it and use another route (presumably to get to the town centre). The queueing issue however is

fairly sporadic in timing and often dissipates quickly; so is not considered likely to have significant impact on the

bus operations of the proposed intersection designs or the users of the Park and Ride, who would be expected to

enter the Park and Ride before 8am and leave Custom St after 6pm i.e. the peak hour.

Table 1 below shows the bus services leaving the bus interchange which are affected during the expected peak

queueing times identified during the peak hour traffic surveys. The highlighted services are the ones potentially

affected by the queueing.

Peak Weekday AM Peak

8:15-9:15

Weekday PM Peak

4:45-5:45

Saturday Peak

12:20-12:40

Bus Services

Affected by

Peak Queueing

391 (8:15, 8:45)

392 (8:15, 8:45)

393 (8:15, 8:45)

391 (4:55, 5:15, 5:35)

392 (4:55, 5:15, 5:35)

393 (4:55, 5:15, 5:35)

394 (4:55, 5:15, 5:35)

396 (5:15)

391 (12:20)

392 (12:20)

393 (12:20)

Table 1 Bus services affected by queueing on Manukau Road back from Stadium Ave roundabout

Figure 11 is an extract from the traffic survey video showing queuing back from the Stadium Drive roundabout.



32

Figure 11 Example of the queueing present between 8:23 and 8:28 on Wednesday morning

4.8 Cycling

Figure 12 from the AT Southern Cycle Map dated Jan 2013 (the AT website indicates this is still applicable)

indicates the following cycling routes in Pukekohe.

Custom St



33

Figure 12 AT Recommended Cycling Routes in Pukekohe

Note:

Blue = Route with space for cyclists, maybe on busy roads

Yellow = Routes on quieter roads recommended by cyclists

Manukau Road and Custom St are not recommended as a cycling route; and Harris Street is recommended as a

blue route.

A copy of the Pukekohe Cycle Network Route Identification and Prioritisation report, dated March 2013, was

provided by AT for consideration as part of the previous bus interchange and Park and Ride SAR, and is attached

to this report in Appendix B.

In the report, the following were identified as key trip generators in the vicinity of the Custom St intersection and

proposed interchange:

• Pukekohe rail station;

• Pukekohe High School on Harris Street;

• Pukekohe Town Centre; and

• Large retail developments on Manukau Road.

The report recommended a package of improvements to improve cycling facilities in Pukekohe and in particular

connectivity between key trip generators. A crossing of Manukau Road (between Harris Street and Custom

Street) was noted as a key gap in cycling provision.

The following were identified as potential projects in the vicinity of the proposed intersection improvements:

• Harris Street - A 3m shared path could be provided along the southern berm of Harris Street to Manukau

Road. This would link the Pukekohe High School to the rail station;

• Custom Street – An off road shared path on the north side of Custom Street would help to facilitate cycle

and pedestrian access to the station; and



34

• Manukau Road / Custom Street intersection - A controlled crossing or preferably a Toucan Crossing was

recommended to enable cyclists to cross without dismounting. This would link the cycle facilities proposed

on both Harris Street and Custom Street.

The AT Walking and Cycling team have been consulted as part of the preparation of this SAR. They have

confirmed cycling provision is a priority on Harris Street but that there is no budget to implement this in the 2015

to 2018 period.

4.9 School Travel Plans

Pukekohe High School on Harris Street is confirmed to be a Travelwise School, although not currently active. The

AT Community Transport Team was consulted during preparation of this SAR. A copy of the Safe School Travel

Plan provided is attached in Appendix B.

The following is a summary of the outcomes from consultation with AT Community Transport Team:

• Pukekohe High School has a current roll of 1553 students aged 12-18;

• The catchment zone for the school is shown on a plan in Appendix B. This includes all of Pukekohe and a

large part of the surrounding rural area;

• The school has approximately 27% of students using school buses;

• 45% of pupils walk to school;

Note: This is reflected in the results of the September weekday pedestrian survey at the Manukau Road;

• Only 1% use train. The reason for the low percentage of train users is that the nearest station to Pukekohe is

in Papakura which is outside the catchment area for Pukekohe High School. The train patronage would be

expected to change however once a station is constructed at Paerata;

• 0% cycle to/from school. As advised by the AT Community Transport Team, the 0% cyclist ratio is not

unexpected as there are traditionally low numbers of high school cyclists across the Auckland region; and

• School buses use the Manukau Road / Harris Street intersection and have had issues turning out of Harris

Street due to the very high traffic volumes on Manukau Road.

4.10 Geotechnical and Pavement

No site investigation was carried out by a geotechnical or pavement engineer.

The Custom Street /Manukau Road and Harris Street /Manukau Road intersections are surfaced with asphalt.

4.11 Contamination Investigation

No contamination investigation was done at the Manukau Road / Custom Street intersection as part of this SAR.

4.12 Utilities

The following utilities are present in the area. The following Figure 13 is an extract from Auckland Councils GIS.

This shows Council’s water supply, stormwater and wastewater infrastructure in the vicinity of the proposed bus

interchange. It is understood Auckland Council upgraded the stormwater reticulation network in the area in Dec

2014. The utilities drawing can be seen in Appendix D.



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Figure 13 Water Supply, Stormwater and Wastewater Utilities

4.12.1 Electricity

There are power cables running down both sides of Manukau Road and down the south side of Custom Street.

4.12.2 Street Lighting

There is street lighting on both sides of Manukau Road and no street lighting on Custom Street. It is noted that

there is a street light on the south corner of the Manukau Road / Harris Street intersection.

4.12.3 Communications

There are telecommunications cables and fibre optic cables running down the west side of Manukau Road. There

are also some on the south side of Harris Street which continue across Manukau Road before going south east

and continuing through the middle of Customs Street.

4.12.4 Gas

There is a gas pipe which runs along the eastern side of Manukau Road which crosses Custom Street.

4.12.5 Water supply

Water supply pipes are located within the Manukau Road corridor (see Figure 13).

4.12.6 Waste water

There is a wastewater p

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