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Section C Sector Design Concepts

C–1Western Ring Route – Waterview Connection Urban and Landscape Design Framework Beca • Jasmax • SBEL • NZTA June 2010


This section of the Framework describes the design concepts for individual sectors of the route.

For each of these sectors:

The existing layout of the corridor is presented as an overlay on aerial photographs

Key points about the existing conditions are illustrated and described

The concept design of the corridor is presented, with key works elements identifi ed

Key features of the works are described and illustrated in detail

Visualisations or sketches of the future fi nished environment are included for key locations along the corridor.

The accompanying text to the illustrations identifi es which elements of the concept design form part of the core WRR - Waterview Connection Project, and which are aspirational and may, in time, be delivered by other agencies or in partnership with NZ Transport Agency.

HERONPARK

AVONDALE COLLEGE

EASTDALERESERVE

MOTU MANAWAMARINE RESERVE WATERVIEW

AVONDALE

MT ALBERT

NEW WINDSOR

POINT CHEVALIER

WESTERN SPRINGS

TE ATATU

TE ATATU SOUTH

OWAIRAKA

ST LUKES

SANDRIN

AVONDALE RACECOURCE

KEN MAUNDER PARK

MCLEOD PARK

ROBERTS RESERVE

COVIL PARK

VE

ROSEBANK DOMAIN

MARLENE GLADE

JACK COLVIN PARK

EDMONTON PARKWAKELING PARK

MCCORMICK GREEN

PHYLLIS STRESERVE

HARBUTTRESERVE

ANDERSON PARK

ALAN WOOD RESERVE

FERNDALE PARK

OWAIRAKA PARK

UNDERWOOD PARK

HENDON PARK

MURRAYHALBERG

PARK

WAR MEMORIAL

WALMSLEY PARK

ALICE WYLIE RESERVE

WATERVIEWPARK

UNITEC INSTITUTE OF TECHNOLOGY

CHAMBERLAIN PARKGOLF COURSE

ZOOLOGICALPARK

HARBOURVIEWRESERVE

WALKER PARK

FOWLDS PARK

WESTMERE

OLD MILL RDMEOLA RD

GREAT NORTH ROAD

POINT CHEVALIER RD

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TON

RD

WO

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RD R

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RICHARDSON RD

STODDARD RD

MAIORO STTIVERTON RD

ST JUDE ST

GREAT NORTH RD

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ST LUKES RD

AVONDALE RD

PATIKI RD

NGLE RD

TE PAI PL

RATA ST

PORTAGE RD

ROSEBANK ROAD

TE A

TATU

RO

AD

Sector 1: Te Atatu Interchange

Sector 2: Whau River

Sector 4: Reclamation

Sector 3: Rosebank - Terrestrial

Sector 5: Great North Road Interchange

Sector 6: SH16 to St Lukes

Sector 8: Avondale Heights Tunnel

Waitakere City Council

Auckland City Council

Sector 7: Great North Road Underpass

Sector 9: Alan Wood Reserve

Maioro Street Interchange Project

N

Figure C-1.1: Project sectors

C–2 Western Ring Route – Waterview Connection Urban and Landscape Design Framework Beca • Jasmax • SBEL • NZTA June 2010

Western Ring Route Waterview Connection

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C1 Sector 1 Te Atatu Interchange

Sector 1 involves the widening of the motorway, extension of the interchange ramps, widening of Te Atatu Road through the interchange area, and extension of the northwestern cycleway path through to Henderson Creek. The corridor is relatively constrained, surrounded by existing residential development.

Henderson Creek

C1.1.1 Existing situation

The motorway west of Te Atatu interchange is tightly constrained by established and stable land uses, with large amounts of mature vegetation creating a strong ‘green corridor’ character.

Movement and connectivity

Two general traffi c lanes in each direction with an eastbound bus shoulder

No local roads or paths crossing the motorway

The northwestern cycleway route uses local roads parallel with the motorway, to the south, connecting with a route along Henderson Creek.

1616

1616

1616

Landscape setting and views

Falling topography from Te Atatu ridge to Henderson Creek

The southern boundary has a variable local topography, while the north side is almost level

To the south there is mature vegetation throughout the residential area and along the motorway edge

North of the motorway, Jack Colvin Park is surrounded by large numbers of mature vegetation, including along the motorway edge

Views into the corridor are largely screened by the mature vegetation, with a reciprocal sense of enclosure for motorway users

There are a number of electricity transmission lines and pylons close to the route.

Urban form

To the south is the periphery of an established residential area centred around Edmonton shops

Te Atatu village to the north is a designated Growth node in the Regional Growth Strategy

Residential areas to the north are separated from the motorway by Jack Colvin Park. This is used for competitive rugby, and abuts Henderson Creek to the west. The Park includes a club building, car parking and some informal spectator seating immediately adjacent to the motorway. Rutherford College and Primary School are just north of the park, with catchments straddling the motorway.

Structures

The existing Henderson Creek motorway bridges are outside the scope of works, and will be addressed through a separate project. There are no other major structures in this area.

Figure C-1.2: Aerial view of sector 1 from the north Figure C-1.4: Henderson Creek and connecting off -road path

Figure C-1.5: Mature trees lining the motorway

Figure C-1.6: Existing residential dwellings adjacent the corridor

Figure C-1.7: Existing interface with Jack Colvin Park

Figure C-1.8: Sports pitch, clubhouse and seating, Jack Colvin Park

Figure C-1.3: Looking west from Te Atatu Road



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Figure C-1.9: Henderson Creek existing plan



Nor

th

Figure C-1.10: Henderson Creek concept plan


Western Ring Route Waterview ConnectionC1.1.2 Design concept

The motorway will be upgraded with additional movement capacity, within treatment of the corridor boundaries to address the eff ects of this change on surrounding land uses.


One additional general vehicle lane will be added in each direction

A westbound bus shoulder will be created

The northwestern cycleway will be extended from Te Atatu interchange along the southern edge of the motorway corridor, connecting with paths at McCormick Green and Henderson Creek.

Landscape, planting, views

Much of the mature planting along the corridor boundaries will be removed to facilitate widening of the motorway and introduction of the cycleway extension

New planting including trees will be introduced along the northern boundary with Jack Colvin Park wherever possible. The scale of the planting will be maximised where constraints such as the playing fi eld dimensions and presence of overhead power lines do not prevent this

New planting along the southern side will be limited to small scale shrubs along the cycleway

New stormwater treatment ponds with landscape planting to the north-west, on limited reclamation.

Urban Form

The sporting faclities within Jack Colvin Park will be maintained largely as existing. Retaining walls will be used to limit the extent of works adjacent the club house. New spectator seating will be fi tted between the motorway boundary and the playing fi eld, which will remain as existing

Some dwellings will be removed on the southern side to facilitate extension of the cycleway, especially where power pylons constrain space.

Structures

New noise walls will be provided along the southern boundary to mitigate eff ects on residential properties.

Figure C-1.11: Future cross-section at CH5850

Figure C-1.12: Future cross-section at CH6075

Figure C-1.13: Northern boundary section at halfway line of main playing pitch Figure C-1.14: Northern boundary section at CH5950



Te Atatu Interchange

C1.2.1 Existing situation

Sector 1 includes signifi cant improvements to the Te Atatu Interchange. These include enlarging and re-confi guring off and on ramps to accommodate additional lanes and to provide for bus shoulder and priority for buses and other High Occupancy Vehicles (HOVs).


Vehicle capacity on the overbridge is limited

Clearance height of the bridge is below standard

Peak fl ows often exceed ideal operating capacity, despite two east-bound on-ramps. West-bound off -ramps back up onto main carriageway

Recent HOV priority measures and ramp signalling

Constraints at Lincoln Road also regularly cause traffi c to back up through to Te Atatu and beyond

The pedestrian underpass creates CPTED concerns. Recent pedestrian and cycle improvements have not addressed all issues. Signal cycle timings lead to undesirable and unsafe pedestrian movements

Te Atatu road geometry uses motorway rather than appropriate urban street standards, reinforcing community separation eff ects

Road layouts and capacities on adjoining roads, particularly Te Atatu Road to the south, create traffi c fl ow constraints and confl icts

The sole motorway crossing, but the local area does not appear to need new link routes.

Figure C-1.15: Photo 1–1 Existing view east, located west and south of the Whau River Figure C-1.16: Photo 1–2 Panorama based on existing view from Te Atatu overbridge

Figure C-1.17: Photo 1–3 View north adjacent to Te Atatu Road, south of the motorway Figure C-1.18: Photo 1–4 View north towards pedestrian underpass and cloverleaf ramp Figure C-1.19: Photo 1–5 Existing view south of overbridge and cloverleaf ramp


Te Atatu Road follows the line of the peninsular ridge

From Te Atatu Road bridge distant views of Auckland and the sea. Viewpoint identifi ed in the Waitakere City District Plan

West of interchange the route drops from the ridge; more suburban character with enclosing trees

East of the interchange the coastal escarpment sharply defi nes the setting and character:

– Eastbound, the escarpment cutting restricts views of the water, then reveals expansive views of the harbour, boats, the CBD and volcanic cones

– Westbound, the cutting forms an enclosing gateway to Te Atatu

Views into / over the corridor from houses at east end of Alwyn Avenue

Views into and over the corridor from elevated dwellings on Te Atatu Road.

Urban form

Residential buildings, single and double storey, adjacent the corridor

Some abrupt edges and land use interfaces

To the northeast is an area of open land which may off er a variety of future land use options. There are a number of protected historic heritage sites (such as the brickworks) in this area, none of which are expected to be aff ected by the proposed works.

Structures

Overbridge is a collection of structures with simple abutments

Two overbridge walkways, one a discrete structure, one part of road deck

The pedestrian underpass is a narrow concrete tunnel.



Figure C-1.20: Te Atatu Interchange (i) existing plan0 10 20 50 100



Figure C-1.21: Te Atatu Interchange (ii) concept plan

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EXISTING DESIGNATION

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SECTION LOCATION

PROPOSED DESIGNATION

TEMP BOUNDARY



Figure C-1.22: Te Atatu Interchange (ii) existing plan

Approximate location of historic heritage site R11/1724 - Auckland Brick Company

0 10 20 50 100

Photo 1–1

Photo 1–2

Photo 1–3

Photo 1–4

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Figure C-1.23: Te Atatu Interchange (ii) concept plan

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Figure C-1.24: Te Atatu Interchange (ii) concept plan – hard elements

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PROPOSED DESIGNATION

TEMPORARY CONSTRUCTION BOUNDARY

POTENTIAL / ALTERNATIVE PEDESTRIAN ROUTE VIA REBUILT UNDERPASS



C1.2.2 Design concept


Number of lanes is increased on Te Atatu Road overbridge

Off -ramps are longer and wider to reduce mainline congestion

High Occupancy Vehicle priorities refi ned for freight, bus, shared-car

Provide at-grade shared use crossings for pedestrians and cyclists through the interchange on desire lines

Potential additional pedestrian and cyclist facilities include a new underpass at the northern end of the interchange or a new overbridge to the west of the interchange connecting Milich Avenue and Jack Colvin Park

Pedestrian / cycle crossing signals will be on demand in some locations and coordinated with ramp signals, to minimise impacts on traffi c fl ows.


Open grassy areas will be enhanced to create a parkland of an equivalent scale and visual impact to the motorway

Views will be carefully framed by use of planting and earthworks

The predominant tree species will be pohutukawa

Cycleway will attract passive surveillance from the motorway and / or adjacent properties. Low plantings between the route and the motorway with canopy trees for shading comfort.

Urban form

Close proximity to the highway will aff ect adjacent buildings

The motorway interface minimises negative impacts by locating planting and fences/noise walls along the designation boundary and by maintaining local access routes

Recognition of potential land uses and pedestrian access to the north-east

Dwellings will need to be removed in several locations. Potential development on residual sites has been integrated where this is possible.

Structures

Overbridge decks are widened and replaced where necessary

New pedestrian span on east side of Te Atatu Road bridges

The edges of the Te Atatu Road bridges facing the motorway corridor will receive distinctive new guardrail constructions (Fig. C1-31). These elements will help unify the bridge group. They diff er from other road bridges along the SH16 corridor because they denote Te Atatu Road as an important urban gateway, and are intended to contribute positively to the local identity and sense of place

Noise walls (Fig. B-12) are designed in conjunction with earthworks to reduce size. They will allow anti-graffi ti coating

All noise walls will be double-faced

Planting in front of noise walls will reduce casual access where possible

Walls near the cycleway are located to permit passive surveillance from the carriageway and related public open spaces

Residents will be off ered new planting on their side of the noise walls to visually soften them

Pressed metal W-pattern safety barriers will be used alongside on and off ramps, and should be integrated into the wider landform and structures

Concrete barriers (max 800mm high) with railings on top will be used to separate traffi c and pedestrians on Te Atatu Road overbridge.

Figure C-1.25: Visual of proposed view eastwards from Te Atatu overbridge (View 1)

Figure C-1.26: Concept sketch of proposed view from southwest of Whau bridge (View 2)



Figure C-1.27: Future cross-section at Te Atatu westbound off -ramp compared with existing arrangement Figure C-1.28: Future cross-section at off ramp with Titoki Street property interface

Figure C-1.29: Future cross-section at interface between Alwyn Avenue, cycleway and westbound traffi c Figure C-1.30: Future cross-section of Te Atatu Road bridges, looking south



PERFORATED STAINLESSPANELS (2205 DUPLEX)HOLES INCREASE AT THETOPS & BOTTOM OF PANELSWITH A SOLID BANDTHROUGH THE MIDDLE

STAINLESS BIKE RAILNOMINAL 80Ø OD

STAINLESS STEEL HANDRAIL 40Ø OD

STAINLESS PLATE 20mm (T.B.C)

STANCHION SIDE FIXED TOBRIDGE

20Ø STAINLESS ROD

PANELS FIXED IN THE TOP 3CONNECTIONS

LOWER HALF OF PANELSHOOKED INTO PLACE (TOP HALFOF PANEL FIXED)

UP/DOWN LIGHT FITTING @1200 CNTRS FIXED TO EDGE OFSLAB

OPTION 1: ALL BALUSTRADE TO BE PRICED FOR STAINLESS

OPTION 2: BIKE RAIL - GALV STANCHION - GALV ROD - GALV HANDRAIL - S.S PANELS - S.S

PERFORATED STAINLESS PANELS - HOLESINCREASE AT THE TOPS & BOTTOM OF PANELSWITH A SOLID BAND THROUGH THE MIDDLE EXISTING RETAINING WALL

EXISTING CONCRETEBRIDGE ABUTMENT

EXISTING SIGN TO BE REFITTED

END PANELS SMALLER TO FITABOVE ABUTMENT/RETAINING

Section 1 : 10

Callout of Section 11

Detail

PERSPECTIVE 23

Detail

PERSPECTIVE 12

Detail

PERSPECTIVE 34

Figure C-1.31: Bridge balustrade concept – detail for Te Atatu Road bridge



Figure C-1.32: Long section through the optional underpass, showing concept treatement

Figure C-1.33: Concept plan of the optional underpass connection

Figure C-1.34: Impression of the optional southern underpass entrance showing draft concept treatment, daytime

Figure C-1.35: Impression of the optional southern underpass entrance showing draft concept treatment, night-time

Optional structures

Pedestrian and off -road cycling connections across the motorway will be provided as at-grade paths along Te Atatu Road.

There are also two additional, optional routes which could be provided through new structures. The fi rst option is the rebuilding of the existing underpass, the second is construction of a new overbridge link between Milich Terrace and Jack Colvin Park.

If the underpass is to be replaced it will need to be an upgraded structure to avoid potential personal safety (CPTED) issues (Fig. C-1.32 to C-1.35. The structural tunnel should be at least 3m tall, with internal fi nishes inside this to provide at least 2.5m clear. This is intended to improve the capacity of this route and decrease movement confl icts between pedestrians and cyclists. The underpass will be placed on a diff erence alignment using new open space created by removal of a dwelling at the northern entry to improve sightlines and surveillance. The underpass will need to be lengthened from 20m to 50m related to the new on- and off -ramp layout

If a new overbridge is constructed this would provide a new link which creates a direct access from the south side of the motorway to Jack Colvin Park and the site of Rutherford College, school and Kotuku marae, but requires additional property purchase for construction. Two concepts for an overbridge are shown in this document (FigC-1.36 & 37), but require further investigation and consultation feedback before implementation.



Figure C-1.36: Potential future Milich Avenue - Jack Colvin Park footbridge – preferred concept option, Cable-stayed curved plan

CH57

00

CH57

50

CH58

00

CH58

50

SK-001

1

SK-003

2

Kinder

garte

n

Titoki Rd

Milich Terrace

SK-004

2

SK-002

2

4191

5

24512

29988

42

1917

1

1590

2

FFLMilich landing

15000

FFLApproximate benched cycle way

10700

FFLTitoki landing

8000

FFLTop of truss

18400

FFLBridge deck

15400

Motorway Carriageway

Milich

Mound up earth. Retaining wallalong cycleway and carrythrough to form abutment

4SK-004

FFLRoad Surface @ CH 5825

8900

FFLMin clearance to road

14900

FFLBridge deck

15400

PlanSK-001

1 : 500

Curved Bridge1

ElevationA1-12

1 : 250

South Elevation Cable stay2

SectionA1-12

1 : 50

Cable stay Cross Section4



CH57

00

CH57

50

CH58

00

CH58

50

SK-001

1

SK-003

2

SK-004

2

Kinder

garte

n

Titoki Rd

Milich Terrace

SK-002

2

Playgound

Vehicle access to grounds

Parking

PlantingPathRampVehicle AccessPlanting

Stairs

5500

0

FFLMilich landing

15000

FFLApproximate benched cycle way

10700

FFLTitoki landing

8000

FFLTop of truss

18400

FFLBridge deck

15400

Motorway Carriageway

Milich

Mound up earth. Retaining wallalong cycleway and carrythrough to form abutment

3SK-002

3SK-002

FFLRoad Surface @ CH 5825

8900

FFLMin clearance to road

14900

3150

1400

3000

PlanSK-001

1 : 500

Straight bridge1

ElevationA1-12

1 : 250

South Elevation High Truss2

SectionA1-12

1 : 50

High Truss Cross section3

Figure C-1.37: Potential future Milich Avenue - Jack Colvin Park footbridge - secondary concept option, high truss, straight plan

section c sector design concepts - nz transport agency · section c sector design concepts western...

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