Urban Design Delivery Work Plan

Karangahape Station and Public Realm Reinstatement

Urban Design Delivery Work Plan

CRL-KRD-RME-LKA-RPT-800013

Revision: A04

Date: 22 December 2021

Karangahape Station Public Realm Reinstatement - Urban Design

CRL-KRD-RME-LKA-RPT-800013

This document is uncontrolled when printed. This document should be printed in colour

Revision Status Revision

A01 19/10/2021

A04 22/12/2021 Final for Council lodgement

Approval Status

Name/Title

Prepared by: Alexandra Scouller

Link Alliance - Planner

Reviewed by: Alan Whitely

Link Alliance – Urban Realm Lead

Simon Lough Interface Design Manager CRLL

Stefan Geelan

Link Alliance – Architecture Deputy Discipline Lead

Approved by: Peter Roan Link Alliance – Consents Manager

1. Introduction

The City Rail Link (CRL) project comprises the construction, operation and maintenance of a 3.4 km underground passenger railway, running between Britomart Station and the North Auckland Rail Line in the vicinity of Mt Eden Station. The CRL also involves the construction of two new underground stations at Aotea and Karangahape and a redeveloped Mt Eden station. The design and construction of the CRL infrastructure between the Aotea and Mt Eden Stations is being delivered by the Link Alliance.

This Urban Design Delivery Work Plan (Urban Design DWP) has been prepared to address the urban design and architectural elements of Karangahape Station and the surrounding public realm reinstatement (PRR) works. This includes the architectural elements of the station, including the entrance buildings at Mercury Lane and Beresford Square, and the utility buildings, along with the works required to reinstate the permanent aspects of the Karangahape Station Precinct (e.g., paving, landscaping, and installation of street furniture).

It is noted that the names of the CRL stations are still to be confirmed, with Aotea, Karangahape and Mt Eden being the current ‘placeholder’ names (and are used in this DWP). The name Karanga-āhape has been endorsed by the Mana Whenua Forum for Karangahape Station but is yet to be confirmed by AT and the NZ Geographic Board.

Overview of Karangahape Station and Precinct

The Karangahape Station will consist of two entrances, one at Beresford Square and the other at Mercury Lane, linked together by platforms within two mined tunnels approximately 32m below Pitt Street. The Station will also comprise equipment rooms, ventilation systems and emergency egress at both Mercury Lane and Beresford Square / Pitt Street.

The Mercury Lane entry consist of three levels above ground and four main levels below ground. The Beresford Square entry consists of six levels below ground and a single level entrance at ground level. In addition, a service/retail block and ventilation structure are located next to this Beresford Square entrance. These are discussed further in Section 5.

The extent of the PRR works (referred to as the Karangahape Station precinct) includes Beresford Square, Pitt Street, Mercury Lane, the western end of Cross Street, the southern lane connecting Mercury Lane with East Street, and tie-ins to Karangahape Road.

The design connects both station entrances to Karangahape Road, creating a strong nodal point along this established city destination. The location of Karangahape Station and extent of PRR works is shown in Figure 1.1 below.

Given the nature and scale of the Karangahape Station construction, works are being undertaken in a staged manner, involving:

• Early works (demolition, network utility relocation and site establishment works) undertaken from October 2019 through to early 2020;

• Main construction works (construction of the station below ground and mined tunnels for the rail tracks) to be undertaken from early 2020 through to late 2023; and

• Public realm reinstatement and the construction of the above ground buildings (the subject of this Urban Design DWP) – likely to be undertaken from early 2022 to late 2024.

1 1: Location plan and extent of public realm reinstatement works (shown by the red hatched line)

Purpose and Objectives of the Urban Design Delivery Work Plan

This Urban Design DWP has been prepared in accordance with CRL designation Condition 47, with its objective being, “to enable the integration of the CRL’s permanent works into the surrounding landscape and urban design context” (Condition 47.1).

Designation Condition 47.2 specifies that the Urban Design DWP:

“shall be developed to ensure that the areas within the designation footprint used during the construction of the City Rail Link are to be restored and the permanent works associated with the CRL are developed in accordance with urban design principles”.

Condition 47.3 requires that:

“The Urban Design DWP shall show how these principles have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded or otherwise to these principles and initiatives”.

CRL designation Conditions 47.2 and 49 set out the urban design and mana whenua principles that inform the development of the public realm.

In addition, a Station Plan is required in accordance with designation Condition 54. Condition 54 sets out design principles and requires that the Urban Design DWP include:

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Figure

BERESFORD SQUARE ENTRANCE

MERCURY LANE ENTRANCE

• The design details of the above ground and below ground elements of Karangahape Station; and

• A description of how the design principles have been used to guide and influence the design.

The Station Plan has been incorporated into this Urban Design DWP, rather than being a standalone document. This approach has been adopted because of the important interrelationship between the design elements of the station and public realm, particularly where they interface at station entrances.

Section 7 of this report sets out a description of how the urban design, mana whenua, and station design principles have been used to guide and influence the design.

As required by the CRL designation conditions (refer Appendix A for relevant designation conditions) this Urban Design DWP has been prepared in consultation with the Karangahape Community and Business Liaison Group (CLG) (Condition 7.5). Mana whenua have been actively involved in developing the design through the design hui and monthly CRL Mana Whenua Forum (Condition 8.3).

The DWP has also been commented on by the Auckland Urban Design Panel (Condition 47.5). The Urban Design DWP has undergone independent peer review (as required by Designation Condition 11) prior to submission to Auckland Council.

A record of consultation, including feedback from the above stakeholders and how this has been responded to, is attached as Appendix B.

Relevant Conditions

Table 1.1 below provides a summary of the relevant CRL designation conditions and indicates where in this document the required information is provided. A full list of the relevant CRL designation conditions are provided in Appendix A.

No. Summary of Condition

Community Liaison Groups

7.4 In addition to the requirements in Condition 5, the purpose of the Groups shall be to:

(d) Provide feedback on the development of the CEMP and DWPS.

7.5 The Requiring Authority will consult with the Groups in respect of the development of the CEMP and DWPs.

Mana whenua Consultation

8.3 The role of the mana whenua forum may include the following:

(a) Developing practical measures to give effect to the principles in the Urban Design DWP (refer to Condition 49);

(c) Input into the preparation of the CEMP and DWPs;

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Section where addressed

A summary of consultation undertaken with the CLG is contained in Section 4.5 of this report and Appendix B.

A summary of consultation undertaken with mana whenua is contained in Section 4.2 of this report and Appendix B.

Table 1.1: Summary of designation conditions relevant to the Urban Design DWP

8.4 The mana whenua forum may provide written advice to the Requiring Authority in relation to any of the above matters. The Requiring Authority must consider this advice and the means by which any suggestions may be incorporated in the City Rail Link project.

Outline Plan Requirements

10.2 Clearly document comments, inputs and recommendations received during consultation processes including explanation of where recommendations have not been incorporated and why.

10.4 Show how the Delivery Work Plan integrates with adjacent CRL works and interrelated activities. This particularly applies where the Urban Design Delivery Work Plan is submitted as a number of plans.

Independent Peer Reviewer

11 The Urban Design Delivery Work Plan must be independently peer reviewed. The purpose of which is to recommend any changes considered necessary to the plan in order to meet the objectives and other requirements of the designation conditions. Comments and inputs received by the Requiring Authority from the peer reviewer must be incorporated, and where they have not, the reasons why not.

Urban Design Principles

47.1 The objective of the Urban Design DWP is to enable the integration of the CRL’s permanent works into the surrounding landscape and urban design context.

47.2 An Urban Design DWP shall be developed to ensure that the areas within the designation footprint used during the construction of the City Rail Link are to be restored and the permanent works associated with the CRL are developed in accordance with urban design principles including:

a) Mana Whenua Principles (refer Condition 49)

b) Movement and Connections

c) Public Realm and Landscape

47.3 The Urban Design DWP shall show how these principles have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded or otherwise to these principles and initiatives.

Auckland Council Urban Design Panel and Community Stakeholder

47.5 Refer the Urban Design DWP to the Auckland Urban Design Panel for comment on the degree to which the Urban Design DWP has appropriately responded to: (a) the principles listed in designation Conditions 47.2 and 49.1 and (b) the degree to which station plans have appropriately responded to the principles in Condition 54.1.

47.6 The Requiring Authority shall (a) provide a record of feedback received and detail how the Urban Design DWP has responded to any feedback received from the Auckland Urban Design Panel (or equivalent entity at that time) and, (b) where they have not, the reasons why (c) provide detail regarding the degree to which the community stakeholder, affected party and affected in proximity

A summary of consultation undertaken is contained in Section 4 of this report.

Section 2.3 provides an overview of how this Urban Design DWP integrates with adjacent projects.

Section 4.10 details the peer review undertaken with the recommendations contained in Appendix B.

The objective of this Urban Design DWP is addressed throughout this report.

Section 7.1, 7.2 and 7.3 detail how the design principles have been used to guide and influence the design of the public realm.

Details of the responses from the Auckland Urban Design Panel on the Urban Design DWP are contained in Section 4.9 and Appendix B.

A summary of consultation undertaken and how feedback has been addressed is contained in Section 4 of this report.

party feedback has been considered and where applicable incorporated into design. Where feedback has not been incorporated, the Requiring Authority shall provide comment as to reasons why the feedback has not been incorporated;

Mitigation Planting Requirements

48.1 The Urban Design DWP shall include any replacement planting proposed to mitigate the adverse effects of tree and vegetation removal from within the designation footprint. It is acknowledged that the mitigation of effects of tree and vegetation removal will be considered in response to the urban design principles of Condition 47.

Mana Whenua Principles

49.1 The Urban Design DWP shall include how mana whenua (see Condition 8) have been engaged with during its development in relation to the implementation and interpretation of the Principles set out under Condition 47, and particularly in relation to the seven mana whenua principles:

i. Mana / Rangatiratanga

ii. Whakapapa

iii. Tohu

iv. Taiao

v. Mauri tu

vi. Mahi toi

vii. Ahi kaa

The Urban Design DWP shall also include summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations.

Specific Area Requirements – Karangahape Station area

51.1 The Urban Design DWP shall include restoration plans showing how the following area to be restored following completion of construction works:

(a) Beresford Square and where surface works have occurred within Pitt Street

(b) Mercury Lane

51.2 The restoration plan shall demonstrate how street upgrades and public realm improvements have been considered. This should include at a minimum:

(a) How the design and construction utilises material palettes, planting schedules and street furniture that are coherent with the surrounding streetscape character.

(b) Methods for street upgrades and public realm improvements

(c) With reference to condition 47.2(c)(ii), in Mercury Lane how either a maximum gradient of 1 in 12 for the footpath and approaches to the Station will be achieved, or the compensatory measures to be introduced to address a steeper grade.

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Details of replacement planting is detailed in Section 6.6, and shown on the drawings in Appendix D.

A summary of engagement undertaken with mana whenua in implementing and interpreting the principles is provided in Section 4.2 and 7.1 of this report and Appendix B.

In addition, narratives gifted by mana whenua are detailed in Sections 3.5

Appendix D

(a) Section 6.4, 6.5 and 6.11.2 and Appendix D

(b) Section 6 and Appendix D

(c) Section 6.11 6

51.3 Final public realm design for Mercury Lane shall include the following features:

(a) The widening of footpaths of both sides of Mercury Lane between Karangahape Road and the station entrance

(b) The forming of a new public laneway between Mercury Lane and East Street

(c) The forming of a raised street surface pedestrian crossing between Cross Street and the station entrance

(d) New street lighting to Mercury Lane; and

(e) Resurfacing of all roadway surfaces affected by the works.

Station Plan Requirements

54.1 The Urban Design DWP shall include a Station Plan which includes the following:

(a) The design details showing both the above ground and below ground elements of the station/s;

(b) How the above ground and below ground design of the stations has taken into account the architectural principles listed in Condition 54(b), including mana whenua principles pursuant to Condition 49;

(c) How the principles listed in Condition 54(b)have been used to guide and influence the design, and how the design has responded, or otherwise, to these principles and initiatives; and

(d) A summary of engagement with mana whenua and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations into station design.

Review and Updates

(a) Section 6.11 and Appendix D

(b) Section 6.11.7 and Appendix D

(c) Section 6.2 Appendix D

(d) Section 6.7 and Appendix D

(e) Appendix D

The Station Plan requirements are contained within the following sections of the report:

(a) Section 5 and Appendix C

(b) Section 7.2 and Section 7.5

(c) Section 7.2 and Section 7.5

(d) Section 3.4, Section 3.5, Section 4.2 and Section 7.2

This Urban Design DWP will be reviewed if there is a material change to the design. Refer to the Karangahape Station Main Works Construction Environmental Management Plan (CEMP1) for further detail on the review and updating process.

Sustainability

The Link Alliance shares CRLL’s objective for the project, which is to set the benchmark for designing, building and operating sustainable infrastructure in New Zealand and to optimise environmental, social, economic, and cultural outcomes over the long term. Optimising outcomes involves more than simply minimising impacts and complying with consent conditions but reflects the ‘quadruple bottom line’.

The context for environmental and sustainability targets for the CRL has been established through a comprehensive review of local and national targets. The Infrastructure Sustainability Council of Australia’s (ISCA) Infrastructure Sustainability (IS) rating scheme1 has been chosen to measure the sustainability performance of the project.

1 Karangahape Station Main Works Construction Environmental Management Plan, prepared by the Link Alliance, dated January 2020, ref CRL-KRD-RME-LKA-PLN-800014

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The project is targeting certified Design and As-built ratings against the IS rating scheme, specifically, an ‘Excellent’ rating. Further details can be found in the Karangahape Station Main Works CEMP.

Structure of Report

The structure of this Urban Design DWP is set out as follows:

• Section 1 – Introduction to the Urban Design DWP, including an overview of the relevant CRL designation conditions;

• Section 2 – Project description, including the design journey and integration with adjacent projects;

• Section 3 – A summary of the design framework that has influenced the design of the Karangahape Station and surrounding public realm;

• Section 4 – Stakeholder engagement that has been undertaken relating to the design of the Karangahape Station and surrounding public realm;

• Section 5 – The design details of the Karangahape Station design;

• Section 6 – The public realm design for the Karangahape Station Precinct;

• Section 7 – How the permanent works respond to the design principles set out in the designation conditions; and

• Section 8 – How the design has taken into consideration the City Centre Master Plan (CCMP).

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2. Project Description

Overview

This Urban Design DWP is for the permanent works associated with the design of Karangahape Station and PRR works within the project area as shown in Figure 2.1 This includes the architectural elements of the station, including the entrance buildings at Mercury Lane and Beresford Square, the service block and ventilation structures.

The extent of the PRR works includes Beresford Square, Pitt Street, Mercury Lane, the western end of Cross Street, the southern lane connecting Mercury Lane with East Street, and tie-ins to Karangahape Road.

Karangahape Station is situated in central Auckland between Aotea and Mt. Eden stations. The new station at Karangahape is split into two entrances, with a northern entrance at Beresford Square and a southern entrance on Mercury Lane. Beresford Square station entrance is expected to be the primary station for the Karangahape Station precinct with an anticipated 60% of passenger usage. Mercury Lane station entrance is the secondary entrance, with projected passenger numbers of 40%.

The Karangahape Station precinct is distinguished by its eclectic mix of uses, intriguing history and historic built form which provides the foundation for an attractive, vibrant cultural precinct, with potential to grow as a densely populated commercial area at the upper end of the city centre. It is noted that Karangahape Road is a frequent bus network, serving the western side of the city centre.

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Figure 2 1: Project area - showing the extent of public realm resinstatement works (red hatched line) and above ground station buildings

The project area (shown in Figure 2.1) largely falls within the Karangahape Road Historic Heritage Area under the Auckland Unitary Plan Operative in Part (AUP). There also a number of a listed heritage buildings under the AUP within the surrounding area, including the Mercury Lane Theatre (adjacent to the Mercury Lane entrance) and the former Pitt Street Fire Station and Hopetoun Alpha (adjacent to the Beresford Square entrance).

The overall theme for the CRL project’s design concept is the Māori Creation Story (refer Section 3.4). The cultural narrative gifted by mana whenua for Karangahape Station is Tāne Mahuta, god of the forest. This has influenced both the station and precinct design as discussed in Section 3.5.

An overview of the design journey and how the design integrates with the Karangahape Station precinct and adjacent projects is described below.

Design Journey

The design of Karangahape Station and public realm reinstatement works has been the subject of ongoing design refinements since the concept design for CRL was first developed. The design has been progressed in collaboration with project partners and stakeholders, including mana whenua, Auckland Transport (AT) and Auckland Council (AC).

As part of the Notice of Requirement (NOR) process to establish the CRL designations, a set of urban design and architectural principles were established (via the Urban Design Framework and Concept Design Report) with the purpose to inform all later stages of design. These principles were incorporated into the designation conditions (discussed in Section 3.2) and have provided the framework for all subsequent design work of the CRL. The CRL designation conditions were confirmed by the Environment Court on 10 November 2015.

The 2012 concept design which supported the NOR was originally based on a 6-car platform design (two sets of 3-car units). Two entrances were proposed for Karangahape Station, with the main entrance to be located at Beresford Square.

The reference design stage in 2016 identified value engineering opportunities and further confirmed the design required for the construction and operation of the CRL project. Further investigations into the staging of the main station entrance construction resulted in a preference for the Mercury Lane entrance to be constructed first as the primary station entrance, with the Beresford Square entrance to be ‘future proofed’ and constructed at a later date if required.

As a consequence, the reference design did not include an entrance at Beresford Square. It also proposed to locate ventilation and emergency station egress within Pitt Street, outside the Auckland Methodist Central Parish, to enable the CRL to continue to operate at the time a future station entrance in Beresford Square was constructed. This required an alteration to CRL Designation 4, which was submitted to Auckland Council in 2017. The alterations to Designation 4 also included an extension to the designation footprint to allow for partial demolition of two buildings at 16 and 18 East Street in an extended Construction Support Area, and temporary canopy removal and reinstatement for buildings in Pitt Street and Mercury Lane. The proposal to locate the ventilation stack and emergency stairs in Pitt Street as part of the alteration to Designation 4 was subsequently removed from the scope during the Environment Court appeal process in September 2018 (due to the decision to build both entrances at the same time as noted below).

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In 2018, to reflect revised Auckland population and passenger growth projections, City Rail Link Limited (CRLL) revised the CRL reference design (based on a ‘6 car’ train station platform design) to enable the station platforms to accommodate 9-car trains. As part of the study undertaken in 2018, regarding the implications of 9-car trains2, it was concluded that for 9-car operations, the increase in potential patronage necessitated the need to construct a second station entrance to the Karangahape Station at Beresford Square.

As a result of feedback received from the Urban Design Panel on the Aotea Station and Mt Eden Station Urban Design DWP, the Sky Element façade at each station now includes a pattern, which readily portrays a mana whenua presence. The Sky Element at Karangahape Station will represent the night sky and our position within the Milky Way (refer Figure 5.5). The pattern was achieved through a collaborative process between the design team and mana whenua artist Reuben Kirkwood and gives the Sky Element with a cultural identity specific to Mt Eden Station. The design was endorsed by the Mana Whenua Forum on the 7th of December.

Integration with Adjacent Works

This section provides an explanation of how the public realm reinstatement will integrate with the rest of the CRL project and interrelated activities.

2.3.1. Mercury Lane Oversite Development

The Mercury Lane entrance building has been designed to allow for an oversite development (OSD) above and adjacent to the entrance. While there is no approved development for this OSD to date, a preliminary design has been prepared by CRLL, which has been used to guide the design of the Mercury Lane entrance. The OSD will be delivered by Eke Panuku.

In this regard the design of the Mercury Lane entrance allows for the loads and structural requirements for a future OSD as well as height restrictions to allow for the OSD above the station entrance. Figure 2.2 and Figure 2.3 shows the proposed OSD surrounding the Mercury Lane entry building. OSD A is proposed on top of the Mercury Lane entry building.

2.2: Cross section of the OSD above and adjacent to the Mercury Lane entrance building

2 Technical Study, Implications of 9-Car Train Operations on CRL Infrastructure, prepared by Aurecon, dated 28 September 2018, Rev 4 (CRL-SYW-ENG-000-RPT-0011).

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Figure

2 3: Location of a proposed future OSD at the Mercury Lane Entrance

2.3.2. Karangahape Road Enhancement

Karangahape Road Enhancements (refer Figure 2.4) is a joint AT and AC Project, completed in June 2021. The aim of the project was to preserve the Road’s unique character, while creating a street environment that supports the local community, creating accessible, people friendly places that meet the needs of a growing population. This includes the future influx of people arriving and departing from Karangahape Station.

The enhancement works included widened footpaths, two rainbow crossings, native planting, separated cycleways on both sides of the street, bike parking, improved bus shelters and bus lanes and rain gardens to filter stormwater. Refer to Section 6.11.2 which details how the PRR works will tie in with this recently completed project.

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Figure

2 4:

Road showing the completed enhancement project (source: LandLab)

Construction Programme

The construction of the above ground buildings are programmed to commence early-2022 at Mercury Lane, and mid-late 2022 at Beresford Square. The PRR works are programmed to commence mid-late 2023.

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Figure

Karangahape

3. Design Framework

Overview

The design of the station and public realm has been guided and influenced by the design principles set out in the CRL designation conditions (addressed in Section 7), as well as a number of high-level strategic documents.

An overall theme for the CRL project design concept has been established in collaboration with mana whenua, being the Mana Whenua Creation Story. The ‘Creation Story’ has led the architectural design of the CRL stations. The public realm design supports this concept by expressing a supporting contextual landscape narrative that gives a sense of place and belonging to the architectural form.

Design Principles

An Urban Design Framework (UDF) for the CRL project (dated 7 August 2012) was prepared by Jasmax and submitted as part of the original NOR. The UDF set the guiding urban design principles for the project and these were in turn incorporated into the CRL designation conditions (Condition 47.2, Condition 49 and Condition 54.1).

The design principles comprise four main categories which are described further below:

• Mana Whenua principles (Condition 49)

• Movement and Connections principles (Condition 47.2(b))

• Public Realm and Landscape principles (Condition 47.2(c))

• Existing Buildings and structures / Station Plan principles (Condition 54.1)

In addition, a Concept Design Report (CDR) prepared by Aurecon (dated 13 August 2012) was submitted with the NOR application, which established architectural design parameters for CRL, being ‘function’, ‘performance’ and ‘personality’. These principles have also been incorporated into the designation conditions and form the three core principles in relation to the station design (Condition 54.1).

These design principles have been used to guide the design and influence the Karangahape Station and the public realm reinstatement of the Karangahape Station Precinct.

3.2.1. Mana Whenua Principles

CRL designation Condition 49 includes seven mana whenua design principles which are relevant to all the CRL stations and PRR works. As stated in the UDF, these principles recognise the opportunity to acknowledge and celebrate the rich Māori pre and post European history that is prevalent in the area of CRL. These principles comprise the following:

• Mana/Rangatiratanga – Authority

• Whakapapa – Names and genealogical connections

• Tohu – The wider cultural landscape

• Taiao – The natural environment

• Mauri tu- Environmental health

• Mahi toi - Creative expression

• Ahi kā – The living presence

The development of these principles drew on principles developed with mana whenua groups as part of the Te Aranga Māori Cultural Landscape Project and in the course of other AT projects. As part of consultation undertaken as part of the CRL NOR application, mana whenua agreed to the principles in July 20123 .

The overall design process and expression has embraced these design principles, as discussed in Section 7 of this report.

3.2.2. Movement and Connections Principles

The CRL designation conditions include eight ‘movement and connection’ design principles which are relevant to the design of the Karangahape Station Precinct.

These design principles provide for station environments which are well connected, easy to identify, with priority given to pedestrian movement. This includes provision for cycle facilities, adequate footpaths and street crossings within the vicinity of stations.

3.2.3. Public Realm and Landscape Principles

The CRL designation conditions include nine ‘public realm and landscape’ design principles which are relevant to the design of the Karangahape Station Precinct.

These design principles provide for high quality station environments, that are safe, universally accessible and coherent with the wider area. This includes the provision for public art and design which fosters local identity and character, and landscape planting.

3.2.4. Existing and New Building Structures / Station Plan Principles

The CRL designation conditions include seven ‘existing and new building structures’ design principles which are relevant to the design of Karangahape Station. These principles form part of the ‘station plan’ requirements, as outlined in Condition 54.1.

These principles largely relate to design of the proposed station buildings, to ensure they are sympathetic to the surrounding built form (including built heritage), include active frontages, and providing a design expression that reflects the local context and cultural identity.

In addition, design principles also include provision for the buildings to provide for mixed use environments, be adaptable to change over time, include weather protection such as canopies and be of high construction quality.

Strategic Documents

The project principles within the UDF were determined by synthesising higher level urban design principles and strategies. At the time of writing the UDF this included the following documents:

• Te Aranga Māori Cultural Landscape Strategy and Mana Whenua / Cultural Landscape Principles & Cultural Landscape Design Approaches, Rau Hoskins (June 2012)

3 CRL Notice of Requirement, Assessment of Effects on the Environment, dated 15 August 2012.

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• New Zealand Urban Design Protocol, Ministry for the Environment, 2005

• Auckland City Council CBD Urban Design Framework (November 2008) Auckland Transport’s Emerging Project Specific Urban Design Principles

• Auckland City Centre Masterplan, 2011 (CCMP)

• Auckland Council Draft “Auckland Design Manual”

• Auckland Transport Code of Practice People + Places + Spaces: A Design Guide for New Zealand, Ministry for the Environment, 2002

• The Auckland Plan, 2012

Since the preparation of the UDF, a number of the above listed documents have been superseded and there are now additional strategies and plans that influence the design of the Karangahape Station and public realm. These include, but are not limited to:

• Auckland Plan 2050

• Auckland City Centre Masterplan, 2020 (CCMP) – see Section 8

• Karangahape Road Plan 2014-2044 – see Section 8

• Auckland Transport’s Urban Street and Road Design Guide;

• Auckland Transport’s Transport Design Manual;

• Auckland Transport’s Roads and Streets Framework;

• Public Art Policy, Auckland Council, 2014

• Auckland Transport’s Accessibility Action Plan, Version 2: 2021-2023

Of particular importance is the CCMP 2020 which is a non-statutory guiding document that sets the high-level vision and strategic direction for Auckland's city centre over the next 20 years An overview of how the Karangahape Station and precinct design aligns with the CCMP (as well as the Karangahape Road Plan) is provided in Section 8 of this Urban Design DWP.

Māori Creation Story

The overall theme for the CRL project’s design concept is the Māori Creation Story of the atua (ancestral deities), Ranginui (the sky father), Papatūānuku (the earth mother) and the emergence of Te Ao Mārama (the natural world) from Te Pō (the darkness) and Te Kore (nothingness) – refer Figure 3.1.

Ranginui and Papatūānuku’s close embrace prevented light from reaching the world and all was in darkness and nothingness. Their Tupuna (offspring), plotted against their parents in order to separate the two and bring light into the world. Their son, Tāne, was responsible for the separation. He lay on his back and pushed his legs against Ranginui. By the separation of Ranginui and Papatūānuku, the world of light and the state of creation came into being (refer Figure 3.1).

The narrative is expressed through four architectural Concept Elements – Sky, Earth, Threshold, and a Fourth Element, Te Whaiao, which together form the overall line wide concept theme for the CRL project. Figure 3.2 illustrates the conceptual arrangement of the four elements, and how this relates to the Wellesley Street building as an example.

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The three unique station locations have also offered the opportunity to contribute an additional layer of cultural narrative into the station designs. The cultural narrative applicable to Karangahape Station is detailed in Sections 3.5. and 3.6.

3.4.1.

Sky Element

The Sky Element represents Ranginui (father sky) and occupies the upper portion of the façade of the Mercury Lane entrance. It is designed to convey and respond to both the physical and mythological qualities of the sky.

The Sky Element creates an ephemeral veil above the primary entrances that responds to the elements (wind, sun and rain). This element changes from day to night to create various ‘moods’ depending on the environmental conditions and night lighting effects. Depth and movement and reflectivity combine to create a dynamic surface, while modulation of the surface through materials, texture and lighting provide further sculptural qualities. At night, the Sky Element reveals lighting effects that represent stars and galaxies and their various deities.

A unique design response based on an overlay of a mana whenua narrative relevant to each station is to be included in the Sky Element. This will provide local identity, create a more obvious Mana whenua presence through the Sky facade and add further mahi toi and personality to the station.

3.4.2. Earth Element

The Earth Element represents Papatūānuku (mother earth) and occupies the lower façade of the Mercury Lane entrance. The Earth Element is an extension of the ground beneath, anchoring the entrance and rising to frame the entrance way while yielding to give and support life.

The Earth Element is an architectural cladding element that represents the realm of Papatūānuku in the creation story myth.

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Figure 3 1: Artists design depicting the Creation Story

3.4.3. Threshold Element

The Threshold Elements are three-dimensional, integrated art element representing aspects of the station’s individual atua (deity) The Threshold Element is a unique marker to each station entrance and an opportunity for cultural and human expression within the City.

3.4.4. Fourth Element

The Fourth Element represents Te Whaiao and appears as a separation between Earth and Sky, as well as common, functional components throughout the stations. A series of common, modular systems provide a consistent architectural background for the further intertwining of specific station narratives and embedded identity.

Te Whaiao represents the realm of Weiao in the Creation Story. From Te Kore (Void), to Te Po (Darkness), to Ki te Whaiao (to the glimmer of dawn), to Ki te Ao-marama (to the bright light of day), and Tihei mauri-ora (there is life). Te Whaiao encompasses all these stages

Fourth Element systems are comprised of various layers of dark, light and translucent materials that offer visible, gradient transitions as customers journey through the station.

The Beresford Square entrance structure is in it’s entirety, is representative of the Fourth Element in this creation story representation, sitting between the earth and the sky.

Figure 3 2: Mercury Lane Building depicting the four elements

Cultural Narrative

The gifted narrative for Karangahape Station is based on Tāne Mahuta, God of the forest. As described in Section 3.4, Tāne Mahuta was responsible for separating Ranginui and Papatūānuku Tāne Mahuta is also the name of Aotearoa’s largest Kauri. Karangahape Ridge, like the majority of Aotearoa, was once covered in native forest. The ridgeline would have been home to the giants of the forest such as Kauri, Totara, Rimu, Rewarewa, aligning with the narrative of Tāne Mahuta. The ridge location around the station was also known as Te Rimu tahi (The Lone Rimu Tree) referring to an ancient Rimu tree that stood in a prominent position at what is now the intersection of Ponsonby Road and Karangahape Road.

The translation of this narrative into the station and public realm design is described below, as well as other gifted narratives which are referenced in the design (as shown in Figure 3 3).

3.5.1. Karangahape Station Design

The station design has been influenced by a number of cultural narratives as described below. Mana Whenua artist Reuben Kirkwood (Ngāi Tai) was appointed to work on this station He has worked on the Threshold Elements, Sky Facade and ventilation structure, in collaboration with the rest of the design team.

Great kauri trees have influenced the station design. The Mercury Lane entrance design recreates the powerful volumes beneath the canopies, filtered light and sinuous sculpted forms which provide a strong spatial composition and memorable experience. The Mercury Lane entrance brings a new gravity to this developing neighbourhood, with an impressive scale entry and threshold experience that references the great kauri forests.

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Figure 3 3: Cultural narratives incorporated into the design (including Mana Whenua artist involvement)

The internal soffit Threshold Element (refer Section 5.2.3) references both the branching arms of the ancient Kauri trees radiating out from the massive trunks to support vast spreading canopies and more particularly the pūpū rangi kauri snail (refer Figure 3.4). Exploring the varying shapes and sizes of the pūpū rangi, kauri snail, these have been arranged to create a rolling, interlinking and seamless pattern.

The external Threshold Element has representativee figures of Ira Atua, representing the celestial realm, and Ira Tangata representing the terrestrial realm. This is described further in Section 5.2.3.

Referencing the Creation Story, expressed in the sky and earth elements at Mercury Lane, Reuben has explored how it can be expressed in the vent structure through the materiality and a visual form with binding and lashing. Refer to Section 5.6 for further detail.

The Beresford Square Threshold Element (Section 5.4.2) is the Kaupapa Māori (values, principles and plans), with the Maramataka as the core reference. Reuben has explored creating a collection of patterns which reference the kōrero of the site, but are readable across the entire project; creating traditional carved patterns as repeatable modules for tesselation. Initial references have explored the texture and geometric patterns in traditional cloaks, creating a unique ‘fabric’ across the project.

Karangahape Station sits within a diverse geological environment, which features distinctively coloured and textured layers of mudstone and Waitematā sandstone. This has influenced the colour chosen for the Earth Element.

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Figure 3 4: Pūpū rangi kauri snail

3 5: Cultural narrative and concept images

3.5.2. Karangahape Station Precinct

The Karangahape Station precinct continues the incorporation of the mana whenua narrative of Tāne Mahuta through use of paving design, native trees and vegetation restoring and enhancing the natural environment. The public realm has responded to the iwi narratives in collaboration with mana whenua through physical works including furniture and paving design This is further discussed in Section 6.

The following items have inspired design resolutions:

• Tāne Mahuta (God of the forest, and birds, father of flora and fauna, plant species)

• Historic native forest inspires paving pattern, and plant species selection

• Tamariki a Tāne – the children of Tāne

• Te Rimu Tahi – The Lone Rimu

One Māori name for the Karangahape Ridge is Te Rimu tahi (The Lone Rimu Tree) referring to an ancient Rimu tree that stood in a prominent position at what is now the intersection of Ponsonby Road and Karangahape Road. The pavement pattern for Beresford Square looks to connect users to the past by drawing inspiration from walking through a forest with large tree canopies overhead creating dappled light on the forest floor, interspersed with small moments of discovery of flora and fauna.

Three differing colours of basalt/granite pavers will be arranged to imitate the dappled light, with specials cut/engraved/finished/moulded with detail of flora or fauna. Details will look to pick up on leaves, barks, seeds, moss, and Nga Tamariki a Tāne, insects, critters, lizards typically found on the forest floor.

Figure

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Figure 3 6: Dappled light on forest floor

Figure 3 7: Interspersed pavers of intrigue

Figure 3 8: Sketches of native flora, scattered pavers with finer grain of detail

4. Consultation and Engagement

Introduction

The design of Karangahape Station and the reinstatement of the surrounding area has been developed in consultation with numerous parties, including the following:

• Mana whenua (CRL project partners)

• Auckland Council and Auckland Transport

• Capital Projects Accessibility Group

• Karangahape Community and Business Liaison Group (CLG)

• Community groups (including the Karangahape Business Association).

The design has also been subject to review and comment by the:

• Auckland Urban Design Panel (UDP) and

• Independent Peer Reviewers (urban design and architecture)

A summary of engagement is provided for each party as follows.

Mana Whenua

A CRL Mana Whenua Forum has been established for the purpose of undertaking kaitiakitanga responsibilities associated with the CRL project. This monthly forum comprises those mana whenua groups who expressed an interest in being involved in the project and its related activities. Eight mana whenua self-identified their interest in CRL and are currently part of the forum. Kaitiaki attending the forum represent iwi groups as follows:

• Te Ākitai Waiohua

• Te Kawerau a Maki

• Ngāti Maru

• Ngāti Paoa

• Ngāi Tai ki Tāmaki

• Ngāti Tamaoho

• Ngāti Te Ata Waioha

• Ngāti Whātua Ōrakei

The Link Alliance continues to work collaboratively with the Kaitiaki through the CRL Mana Whenua Forum. Discussions through the forum regarding the design of the CRL stations and public realm have been ongoing since 2016. An important outcome of this forum is the guidance and endorsement provided by Mana Whenua on the design narrative and how this should be portrayed across the project (as described in Section 3.4 and Section 3.5).

Mana whenua have also been involved in the selection of plant species proposed in the public realm. A short list of species was agreed at the Mana Whenua Forum on the 10th of November 2020. Final decisions regarding tree species will be agreed with mana whenua.

In addition, a separate design hui process has been established from the mana whenua forum members, which specifically focuses on cultural design aspects, providing the ability for greater discussion. These hui also allow for interaction between mana whenua, architects, urban designers

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and mana whenua appointed artists. The design hui began in September 2019 and are ongoing. These occur on a semi-regular basis, depending on the status of the design and key matters to discuss.

In October 2021 a copy of the Urban Design DWP was provided to Mana Whenua Forum members for their comment. No feedback was received suggesting any changes to the design.

It is highlighted here that mana whenua has endorsed all the design elements of Karangahape Station. The Sky Element of the station became the last piece of the station to receive formal endorsement by mana whenua on the 7th of December 2021.

Auckland Council

4.3.1. Regulatory Department

Meetings with Auckland Council’s regulatory team have occurred on a fortnightly basis, keeping the team up to date and seeking feedback on the progression of the Urban Design DWP prior to lodgement. This has included discussions on programme, structure and content of the Urban Design DWP and relevant designation conditions.

In addition, these meetings have often included members from the Urban Design Unit, which has allowed for regular updates and feedback on urban design elements.

4.3.2. Auckland Council Parks Department

Numerous discussions have occurred with Auckland Councils Parks Department regarding tree and shrub planting species proposed. This has resulted in an agreed shortlist of species appropriate in the public realm as part of a meeting held of the 2nd of November 2020. There is intention to seek further support from AC, once the final species have been selected.

In addition, there have been multiple meetings with Auckland Council to discuss the practical issues in meeting the 1:1 replacement tree planting requirement in accordance with CRL designation Condition 55.3(c). These issues relate to insufficient space being available for planting within the designation boundary, given the footprint of the CRL permanent works.

It was agreed at a meeting on the 15th of October 2020 that the Link Alliance will discuss the tree species/vegetation selection, including size and location with AC on a case by case basis in order to satisfy Condition 55.3(c).

4.3.3. Waitematā Local Board

A meeting was held with the Waitematā Local Board on the 1st of December 2020. This included a presentation on the status of the public realm design as well as time for feedback and discussion.

Topics of discussion included the Auckland city centre furniture, the proposed changes to the tree grove at the western end of Beresford Square as a result of public feedback received, planter boxes (and why they weren’t appropriate), electric bike charging points and mana whenua artist involvement.

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A memo was also provided to the Waitematā Local Board on 15th of February 2021. This provided an update on the status of the design and engagement being undertaken as part of the Urban Design DWP.

4.3.4. Council Projects Design Review Panel

The Council Projects Design Review Panel (CPDRP) is an internal design review process for Auckland Council projects. The purpose of the review process is to provide a “one-stop-shop” specialist input to deliver high-quality design outcomes for Council projects. It includes both AT and AC staff, from various areas of Council such as urban design, arboriculture, area planning, Māori design, heritage, maintenance, sustainability and transport.

There have been multiple presentations to the CPDRP which relate to the design of Karangahape Station, as well as the other stations. Of particular relevance is a meeting held on the 7th of December 2020 where a presentation on the public realm design for both Aotea Station and Karangahape Station was given. The recommendations provided by the CPDRP are included in Appendix B along with the Link Alliance response.

4.3.5. Auckland Transport

The PRR design within the road reserves (including Beresford Square, Pitt Street, Mercury Lane and tie ins to existing roads) has been confirmed by AT as the road controlling authority and the agency responsible for public transport.

Extensive consultation has taken place with AT to get approval on public realm elements within the road (eg. parking bays, cycle lanes, bollards and trees in the road reserve) as well as identifying any future AT projects to ensure the PRR design does not preclude these works. For example, proposed bus stops along Pitt Street are yet to be confirmed by AT, however the design has proposed the maximum available pedestrian space, utilising the neighbouring canopies for bus stop covers to future proof AT requirements.

4.3.6. Council’s Public Arts Team

A document was developed with the Council's public arts team, showing a number of public art opportunities at all three stations. After further analysis of the opportunities, the Council’s public arts team decided not to pursue any of them, anywhere, across the project's stations.

Capital Projects Accessibility Group (CPAG)

The Link Alliance team have been meeting consistently with the Capital Projects Accessibility Group (CPAG) over the last 18 months. This includes monthly meetings, presenting updates and seeking feedback on and support for various elements and approaches to the station and station surrounds. CPAG have been well informed on what can be achieved, what constraints the project is working to and what AT is able to support. The design for Karangahape Station is supported by CPAG.

Community and Business Liaison Group

The Karangahape CLG meets at least every three months (in accordance with the CRL designation conditions), which has given the opportunity for Link Alliance to provide regular updates of the project, including station and public realm design.

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A meeting was held with the Karangahape CLG on the 23rd of February 2021 to present on the public realm design. Feedback received from the CLG members is provided in Appendix B.

A further meeting was held with the CLG on the 28th of October 2021, which presented on the station and precinct design. This also included the opportunity to comment of the draft Urban Design Delivery Work Plan. Feedback was sought at the meeting, and through the distribution of the draft document to CLG members. The minutes from the meeting, feedback received on the draft Urban Design DWP, and subsequent responses are included in Appendix B.

City Centre Residents Group

A meeting took place on the 3rd of February 2021 with the CCRG. A presentation on the proposed public realm of the Karangahape Station Precinct was provided and feedback sought. Topics discussed largely focussed on accessibility and streetscape.

CCRG expressed that the proposed design was not meeting any ambitious targets in relation to trees, active modes and amenities. In response, due to a number of constraints, it has not always been possible to achieve over and above minimum requirements (e.g., the number of trees is largely constrained by the availability of room to replant). Around Beresford Square, there is insufficient space between the roof slab and station roof to plant underground.

There was an objection to the amount of parking proposed, particularly around Beresford Square and Mercury Lane drop-offs. It is noted that since this feedback has been received, angled parking proposed adjacent to the tree grove has been removed from the design.

Karangahape Business Association

A meeting took place with the Karangahape Business Association on the 17th of December 2020, to present on the public realm design. There was a request for public art around the ventilation building area. Art treatment on the ventilation building is proposed, as discussed in Section 5.6.

Other Community Consultation

4.8.1.

Beresford Square Design

From 30th September to 30th of October 2020, the Link Alliance ran a series of consultation sessions to gather feedback on the public realm for Beresford Square (at Stage A design). This included 10 separate meetings, with feedback received from more than 50 people. This also included feedback received via an online form. Refer to Appendix B for a summary of the main themes raised and responses from the Link Alliance. This summary was sent out to those who participated. It was considered necessary to do this early phase of engagement on Beresford Square specifically, as this station entrance was not part of the reference design stage when previous engagement took place. This early engagement phase provided valuable feedback, resulting in some changes to the design. In particular, the proposed tree grove received negative feedback, noting that it would invite antisocial behaviour and could be potentially dangerous. The tree grove shape and location has been amended, to not provide a space for people to gather, as well as including vehicle tracking to enable accessible parking space on Beresford Square to be provided.

It was also raised by a number of community members that greater consideration needs to given to the drop off area behind the station, to ensure access to private property and minimise queuing. Subsequently, the drop off area has been enlarged to better cater for this.

In addition, there was strong support for art around the station entrance and ventilation building.

4.8.2. Stage B Design

Three meetings were held (18th, 23rd and 25th of March 2021) with the Karangahape community, providing an update on the Stage B public realm design. This provided the opportunity for the public to ask questions on the design and provide feedback.

The main feedback received from this process are summarised as follows:

Beresford Square:

• Lack of a covered area from the station to the service block.

• There needs to be more greenery.

• Parking beside the grove area should be removed.

• Lighting is important, especially to deter anti-social activity.

• There needs to be a return of loading bays for delivery vehicles.

• Toilets should have showers and day lockers.

• Preference for more drop-off zones than parking.

Mercury Lane

• Built heritage needs to be considered regarding the design of the station building so it fits within the area.

• There are not enough service bays in Mercury Lane.

• The cycle lane on Mercury Lane was not needed due to the new two-way cycleway on East Street.

• The stepped approach to the station entrance was well received as was removing the cycleway to widen the footpath.

Auckland Urban Design Panel

The evolving design of Karangahape Station and surrounding public realm reinstatement was presented to the UDP on three separate occasions. Recommendations from the Panel, and subsequent responses from AT (previously responsible for the CRL project) and more recently CRLL, are recorded in Appendix B. Building on earlier presentations in November 2014 and October 2016, and October 2020 a briefing session took place on the 19th of October 2021 prior to the draft Urban Design DWP presentation on the 2nd of November 2021. The UDP feedback is provided in Appendix B.

Independent Peer Review

Following the collation of feedback and responses provided to the parties listed above, the Urban Design DWP was submitted for independent peer review. The feedback and responses to this review have been collated into the tables provided in Appendix B

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5. Karangahape Station Plan

Overview

Karangahape Station is an underground station comprised of mined tunnel sections accommodating the two separate platforms. These are accessible by two station entries to respond to different passenger catchments areas. Karangahape Station is made up of the Mercury Lane entrance, Beresford Square entrance, service block, a ventilation structure, linking adits and MC20 platform and MC30 platform (refer Figure 5.1 and Figure 5.2).

The Mercury Lane entry is located south of Karangahape Road bordering the west side of Mercury Lane. It consists of three levels above ground and four main levels below ground. The Beresford Square entry is located north of Karangahape Road bordering the west side of Pitt Street. The shaft consists of six levels below ground and at ground level there is the entrance enclosure, service block and ventilation structure.

The design of Karangahape Station includes the need to meet functional requirements to operate and maintain a railway station. This includes but is not limited to design requirements associated with rail systems space proofing, tunnel ventilation, installation and replacement of equipment, fire and life safety, security, maintenance, and waste management. In addition, the station buildings have been sized to fit within site constraints that have been defined by property lines and construction off-sets.

Figure 5 1: Overview of Karangahape Station

Karangahape Station is space proofed to grant universal access for passengers around the public areas, including public toilets and egress routes. Additionally, accessible routes are fully integrated with station passenger flows to ensure inclusion of all patrons Crime Prevention Through Environmental Design (CPTED) principles have been implemented in the precinct and station design4

Beresford Square station entrance is expected to be the primary station for the Karangahape Station precinct with an anticipated 60% of passenger usage. Mercury Lane station entrance is the secondary entrance, with projected passenger numbers of 40%. Pedestrian modelling has been undertaken to ensure that the station design meets passenger space planning requirements5 . This has been assessed using LEGION dynamic pedestrian microsimulation models for the AM and PM peak 15-minute demand during normal operations as well as other operational scenarios (including degrading operations and evacuation) Anticipated pedestrian numbers during peak times are shown in Table 5.1 below. This is based on a 9-car capacity, and a train frequency of 24 per hour in each direction.

4 An independent CPTED review has been undertaken for the station design – CPTED Review for City Rail Link Design Karangahape Station, prepared by Peake Design Ltd, dated 25 August 2021.

5 Karangahape Station, Pedestrian Modelling Report for Architecture Main Works – Stage B, prepared by the Link Alliance, Rev B01, dated 3rd November 2020

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Figure 5.2: Karangahape Station platform overview

Table 5.1: Karangahape Station demand summary

Mercury Lane Building

5.2.1. Overview

The Mercury Lane entrance buildings consists of three levels above ground. The front part of the station building houses the Level 0 concourse and public facilities, including retail spaces. L1, L2 and below ground levels accommodate plant and service spaces. Chillers are located on L2 allowing for external ventilation and air intake. The station roof is steel pitched at five degrees above a concrete deck. The tunnel ventilation shaft, clad in horizontal steel cladding is located to the north west corner, to minimise the visual impact from Mercury Lane and Cross Street at ground level.

The Mercury Lane retail outlet space is light filled, highly visible and on the street edge. The use of glass offers views through the retail unit area from Cross Street, Mercury Lane through into the Level 0 concourse and main entry. The southern façade wraps along the new laneway around the whole retail unit; creating a frameless glazed unit. With porch, stairs and other built-in seating to the street edge, retail space and station entry foyer.

The arrangement of the concourse allows for direct sightlines from Cross Street and Karangahape Road. Additionally, the location of the open concourse provides an active frontage towards the new pedestrian laneway south of the building

Once within the Mercury Lane concourse, customers can purchase tickets at the ticket vending machines or from the ticket windows, located adjacent to the gate lines, to the north of the concourse. From here, platforms are reached through three flights of escalators and / or a glazed passenger lift (refer Figure 5.4).

Figure 5.3: Mercury Lane Entrance – East Elevation

5.4: Mercury Lane, Passenger circulation diagram

5.2.2. Station Building Design

The station entrance incorporates the systemwide themes of Sky, Earth and Fourth Element, with the unique Threshold Element within the entry.

The exterior earth element precast concrete façade rises out of the ground on the north east corner of the station entrance and south facade. The internal Threshold Element pūpū rangi (kauri snails) sit over the gateline, extending to the front elevation Threshold Element, which extends externally to Level 2 welcoming the passengers into the station. It also provides protection from the 45-degree rain path mitigating the need for an external canopy. The Threshold Element is further described in Section 5.2.3. Ticket vending machines, ticket windows and drinking fountains are located within the Level 0 concourse within the ‘Fourth Element’ black cladding.

The earth element is formed from 180mm thick textured precast panels. These continue down past the ground line so that the ‘Earth Element’ appears connected to the ground. The colour of the Earth Element (CON-101) was selected from comparing the samples against Waitemata Sandstone, to choose a colour oxide mix. This was presented to the Mana Whenua Forum on 6th July 2021 and has been endorsed.

Frameless glazing extends along the southern elevation and wraps around to the east façade incorporating the retail unit. The Sky Element is a textured, ephemeral veil that changes in

Figure

appearance when viewed from various vantage points. This element is anodised aluminium and has three colour variations and reflectance levels to express the variations in the sky.

As part of the feedback provided by the UDP on the Aotea and Mount Eden Stations, changes have been made to the Sky Element at all stations to better establish patterning that carries a site specific mana whenua narrative. The design for Karangahape Station (refer Figure 5.5) represents the night sky and our position within the Milky Way. The design was endorsed by the Mana Whenua Forum on the 7th of December 2021.

5.2.3. Mercury Lane Threshold Element

The Threshold Element is a large levitating mass wedged between the Sky and Earth Elements. The Threshold has a significant presence on the street frontage. The carved facade hangs low creating a powerful presence on entry. The interior ceiling creates a natural amphitheatre and can be used to dramatically shape light. During the day it is naturally lit with light bouncing off the ground plane. At night the experience is dramatic with a slow dynamic light tracking over the surface, showcasing the volume, sculpting and revealing form. The Threshold is made of two separate elements which have been designed by mana whenua artist Reuben Kirkwood.

Mercury Lane East Threshold Entrance

The narrative and design for the vertical face of the Threshold Element, aligns sky element design and narrative. Figure 5.6 shows the sketches which represent the two figures Ira Atua, representing the celestial realm, and Ira Tangata representing the terrestrial realm.

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Figure 5 5: Mercury Lane entry view (streetscape details are represented in Section 6)

5 6: Sketch by Reuben Kirkwood defining the placement of the figures representing Ira Atua and Ira Tangata

The ‘back texture’ takes reference from traditional carving, creating a base for the figures to be located on top. A repeating 1m x 1m pattern is rotated and mirrored, to create a consistent pattern. Figure 5.7 shows the chevron setting out, showing the transition between the precast joints.

Figure 5 7: Rationale and setting out of back texture

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Figure

The precast panel joints align to the Sky Element lightweight concrete above, however the panels are independent as they are in different planes. Structurally the panels are tied together, and therefore seismic joints have been incorporated into the design. The design of the ‘back texture’ allows the precast joints to be hidden, (refer Figure 5 8) creating a uniform design. The colour of oxide of the panels aligns to the lightweight concrete behind the sky element.

Mercury Lane Internal Soffit Threshold

Reuben Kirkwood has developed the narrative of the references to the branching arms of the ancient Kauri trees radiating out from the massive trunks to support vast spreading canopies. In the Level 0 Concourse this creates an illusion of height, within a deep underground station. Rather than focusing on the literal interpretation, Reuben has explored the references to the pūpū rangi kauri snail, to create a soffit pattern which mirrors real carving techniques. The pūpū rangi dwell high up in the Kauri tree as well as the forest floor. The pūpū rangi whilst on tree trunks can create a whistling noise through the bush when they face their shell into the wind. The shell of the pūpū rangi is a delicate equiangular spiral, made up of the Fibonacci sequence.

Exploring the varying shapes and sizes of the pūpū rangi, these can be arranged to create a rolling, interlinking pattern, which can be seamless. This process creates height, texture and variation. The ribs along the spiral, which give the structure of the shell, can be translated into the threshold structure and composition. Figure 5 9 shows Reuben’s sketches, showing the alignment of the snails, and height to be achieved; this was used for the scale of the three snails.

The colour of the material of the threshold element, looks to reference the colour of natural whale bone / teeth; this will create a natural softer colour against the fourth element black cladding. The material section is shown in Figure 5.10.

Figure 5 8: Materiality and depth of texture to Precast panels

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Figure 5.9: Sketch by Reuben Kirkwood showing the position and proportion of the 'snails'

Figure 5 10: Materiality of the threshold element in the soffit of L0 Concourse

Mercury Lane Concourse

The concourse provides the transition from the external to internal. To the north the Earth Element wraps into the concourse; transitioning to the shadow box cladding assembly, to provide a consistent finish throughout the concourse. It integrates passenger elements, advertising and discreetly provides public toilets access. To the south, the frameless glazing continues for the façade treatment of the retail unit, to allow visual links through the retail, concourse and streetscape.

Sitting under the dramatic Threshold Element; passengers access the paid concourse via the ticket gates at Level 0; directly accessible from street level. The lift sits centrally in the space and splits the standard gates and wide aisle. The glazing of the lift does not extend to the threshold element, to allow separation between the two elements. From the paid concourse the glazed public lift, provides direct access to Level B6 (platform).

The shaft creates a visual and physical connection between the L0 Concourse and Level B6 (platform). The space provides daylight to the underground station areas, through the glazed southern façade. The size is determined by the space-proofing of the vertical transport – lift and escalators.

The shaft is lined in a porcelain cladding system in linear bands, with expressed horizontal and vertical joints, incorporating acoustic perforations. Transparent materials are maximised, such as glazed lift and balustrades to maintain visual links throughout the shaft.

Figure 5 11: Mercury Lane concourse

Beresford Square Entrance

The Beresford Square lightweight entrance provides access to the light filled concourse at Level B2, which provides passenger access to the platform. From concourse at Level B2, customers reach the platforms at Level B6 through a single-flight escalator and / or a glazed passenger lift (refer Figure 5 14).

Set back from Pitt Street, the entrance creates an open centre to Beresford Square maximising the natural light into the station and visibly connecting the entrance to the urban realm. This is achieved through the height of the canopy and the glazed sides of the building.

Figure 5 12: View from the shaft from Level B2

Figure 5 13: Beresford Square Entrance - East elevation

In addition to the station entrance, there is a service block to the west of the entrance, and a ventilation structure that sits within the public realm. These are described in Section 5.5 and Section 5.6 respectively. The location and size of these buildings within Beresford Square have been dictated by the below ground station and functional requirements and are centralised within the square, offset from adjacent buildings

In addition, terraced seating outside the entrance provides the required open area for the stair pressurisation air intake for the station. The design allows for air flow into the hidden vents as well as meeting maintenance requirements. The design of the seating is described in Section 6.10.2

Figure 5 14: Beresford Square, Passenger circulation diagram

5.4.1. Station Building Design

The entry translates the networkwide theme of the Fourth Element, and the canopy is lifted by glazed walls, incorporating a Threshold Element inspired by Kaupapa Māori (refer Section 5.4.2).

The entrance has been sensitively designed to complement the surrounding urban environment of Beresford Square The bulk and location of this building is the smallest size it can be based on the functional constraints

The station entry shelter comprises of a basalt clad plinth wrapping round the three elevations, both internally and externally; with unitised glazing above to the underside of the canopy. The underside of the canopy height is set to 5m to allow separation between the lift overrun and the canopy above and allow daylight into the concourse below. It also ensures the canopy does not compete with the canopies of existing buildings The canopy has a common detailing to the three other stations to create a consistent and recognisable architectural language.

Services are reticulated through the corner columns, to minimise obstructions in the glazing system and remove visible services. The four corner columns contain the downpipes, which allows the roof gutters depth to be reduced.

The Fourth Element theme is experienced as customers journey through the Beresford Square entry shaft, with a gradient transition through layers of light and dark. This starts at the entry with glass walls on dark basalt clad upstand, then down to concourse via light porcelain clad walls, through to concourse with shadowbox and again through light porcelain panels as it descends through to light Glass Reinforced Concrete cladding at platform level.

Figure 5 15: Beresford Square Station Overview

Figure 5 16: Beresford Square Entrance view

5.4.2. Threshold Element

The Beresford Square Threshold Element is the Kaupapa Māori (values, principles and plans). Reuben has explored creating a collection of patterns which reference the kōrero of the site, but are readable across the entire project; creating traditional carved patterns as repeatable modules for tessellation. The mahi references maramataka.

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Figure 5 17: Images representing materiality and placement. 1. View from L0 entrance to B2 concourse. 2. View from B2 concourse towards L0 Entrance. 3. View from B2 Concourse looking up towards threshold element

Beresford Square Service Block

The service block is located to the rear of the station entrance, which includes a façade treatment to align it to the entrance building and narrative on the site On the east elevation overlooking the entrance building is a retail unit. This incorporates a glazed façade and 2m wide canopy to maximise the retail unit’s flexibility and interaction with the plaza in front (refer Figure 5 18).

A glazed canopy above protects the entrance and northern glazing. To the west, the base of the building is clad in basalt to represent the earth element and aligns to the station entrance building.

Beresford Square Ventilation Structure

The location of the ventilation structure included a design study by the urban realm and architecture teams to determine the most appropriate location. The location chosen on the northern side of Beresford Square was considered more appropriate for the movement of pedestrians through Beresford Square from Pitt Street, the visibility of the structure from Karangahape Road for station wayfinding, alignment with architecture, and scale and bulk massing near the station entrance.

Reuben

has developed the kōrero and explored the conceptual 3D massing of the vent structure. Referencing the Creation Story, expressed in the sky and earth elements at Mercury

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Figure 5 18: Service block materiality

Figure 5.19: Alternative vent location (left) vs the chosen vent location (right)

Artist

Kirkwood

Lane, Reuben has explored how it can be expressed in the ventilation structure through the materiality and a visual form.

The structure is solid, responding to the function and context of the structure. This has a ‘relief’ pattern; achieved through using the carving process, where you start with a solid block, then carve out sections; removing the skin to reveal the shape. The pattern is seamless representing lashings, bindings the exhaust vent. Single threads, shown as deep rebates, arranged in taimana, diamonds, create features on each elevation. The material will be flat panelised precast panel, off-form concrete with chamfered edges. The precast will have 8% to 10% charcoal oxide to represent the ‘galaxy look, Te Po or the night and darkness’

Beresford Square Concourse

The concourse level is located on Level B2 which is accessible from the single-flight escalators or the lift from street level through to Level B2. The concourse emerges from under the Threshold Element with a 180-degree turn, via the ticket vending machines, to a 7.95m (to the underside of the threshold element) high space. It prioritises long, clear sight lines and creates simple and visible links between the entry shelter and the concourse and minimises the amount of wayfinding information required. The finishes from the Level 0 entrance to Level B2 concourse continue the rhythm of the Mercury Lane shaft and Beresford Square shaft.

Located in a 15.95m high space, under the horizontal stainless-steel clad props; passengers access the paid concourse via the central ticket gates. These are at a 45-degree angle to aide in passenger interchange to the escalators to platform. The lift is located north of the ticket gates, creating a strong vertical link between the Level 0 entrance and B2 Concourse. Ticket windows are located south of the ticket gates adjacent to the manual gate. The shadow box finish provides a consistent finish, integrating servicing, creating advertising opportunities, providing public toilet access and wayfinding.

From the paid concourse, at the east end, the glazed public lift, provides direct access to Level B6 (platform).

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Figure 5 20: Image of the ventillation structure (left) and sketch of the texture to be applied to the precast (right)

The Beresford Square shaft is similar to Mercury Lane, with escalators extending from B2 concourse to Level B6 (Platform). This 23.5m high by 5.8m wide space provides the transition from the shaft to the arrival adit at Level B6. The size is determined by the space-proofing of the vertical transport –lift and escalators.

Exposed concrete shear wall columns extend through the space, transforming into blade columns at Level B2, in reference to Mercury Lane shaft. Stainless steel-clad circular props traverse horizontally; expressing the structural elements. An open balcony at Level B2, with a glass balustrade, provides visual connection through the space. A consistent architectural finish of the porcelain cladding system in linear bands, with expressed horizontal and vertical joints and acoustic perforations is used.

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Figure 5.21: B2 concourse view along unpaid concourse

Figure 5 22: Beresford Square shaft to Level B6 Platform

Platforms

There are two north-south oriented active platform tunnels located at Karangahape Station, to the east MC30 platform and to the west MC20 platform. Both platforms achieve the requirement of an active platform length of 203m. The length of the platform tunnels is also defined by the required connections and damper locations for the TVS systems. MC30 and MC20 platforms are accessed from the station shafts or through cross adits. Additional egress routes have been provided at the platform ends.

The mined and tunnelled volumes are lined with curved GRC wall panels reflecting the arched profile. Ceilings consist of curved battens incorporating an acoustic layer behind, aligning to the finishes in the station shafts; enabling access and maintenance to services. Junctions between platforms and adits are curved to enable smooth pedestrian flows between areas. Lighting is integrated between the ceiling battens and within the signage band.

Station plant rooms, egress access, MEFH and Facilities Maintenance rooms have been accommodated within the station shafts and within the cross adits.

Figure 5 23: Platform and cross adit locations

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Figure 5 24: Typical platform arrangement

Figure 5 25: Mercury Lane Level B6; view to adit A2 and MC30 platform

Public Facilities

Five public toilets comprising of two unisex accessible and three standard unisex, have been provided at Mercury Lane. These toilets are located on the paid side of the gateline and are directly opposite the gatelines.

Four public toilets comprising of two unisex accessible and two standard unisex, have been provided at Beresford Square. These toilets are located on Level B2 Concourse, on the paid side of the gateline and are close to the ticket gate line and public lift. The arrangement and quantity are informed by detailed calculations and consultation with AT.

The public toilets open directly into a 3m wide lobby onto the concourse. This provides privacy from the passing passengers but maintains visibility for CPTED.

Additionally, two public toilets are provided at Beresford Square L0 Entrance in the service block, to the west, replacing the public toilets which were previously located in Beresford Square. Utilities and services to these toilets are separate from the station functions.

Accessibility

Karangahape Station is space proofed to grant universal access for passengers around the public areas, including public toilets and egress routes. Additionally, accessible routes are fully integrated with station passenger flows to ensure inclusion of all patrons.

The focus has been on the space provision for the accessible routes and facilities, namely, lifts, gate lines, accessible toilets, refuge zones, etc. These space provisions have been developed to align with NZS 4121, Design for Access and Mobility - Buildings and Associated Facilities, NZ/AS 1428.4 Design for access and mobility Part 4: Tactile indicators (DOORS 8010) and DM05 1.2.

Figure 5 26: Beresford Square Level B6 - Access to Adit A4 from Lift V03

Station staff areas have been made accessible as per NZS 4121. Section 118 of the Building Act 2004 requires that” all new public buildings must make reasonable and adequate provision to enable disabled people to visit or work in those buildings, and to carry out normal activities and processes within them.”

For the public BoH egress stairs, a single fully NZS4121 complaint accessible stair is provided in the station to comply with NZBC (Stair G80 / G81). The other public egress stairs are provided with all the same feature

Signage and Wayfinding

Karangahape station has been designed based on the principles of intuitive wayfinding. There are clear visual connections between the entrance, concourses, adits and platforms, as well as on the platforms to the vertical transport elements.

A robust passenger wayfinding system in compliance with AT’s TDM, the requirements of KiwiRail, and in consultation with mana whenua has been developed. This includes static directional signage, location and amenity identification signage and positioning of real time information system. Signage will be in English and te reo Māori.

Way-finding signage will be installed at key locations within the station, including at entrances, gate lines, escalators and lifts and along the island platform. Where possible signage has been minimised, grouped and integrated into cladding zones to reduce visual clutter.

Highly visible station identification at the station entrances will ensure customers can confirm the station on approach and reduce directional signage around the entrance.

6. Public Realm Design

Overview

The public realm design of the Karangahape Station Precinct is described in this chapter and should be read in conjunction with the drawings provided in Appendix D.

The public realm works extend along Mercury Lane, the west end of Cross Street, the new southern lane connecting Mercury Lane with East Street, Beresford Square, Pitt Street, and tie-ins to Karangahape Road.

The design connects both station entrances to Karangahape Road, creating a strong nodal point along this established city destination.

Section 6.2 to Section 6.7 of this Urban Design DWP provide an overview of the public realm elements that are applicable to the whole Karangahape Station Precinct. Specific design elements are described further in Sections 6.8 to 6.10.

Road and Transport Environment

The road layout discussed in this chapter has been confirmed by AT as the road controlling authority and the agency responsible for public transport.

The following road layout and parking arrangements are noted:

• A contra-flow single cycle lane will be provided on the western side of Mercury Lane, which will terminate at the intersection with Karangahape Road;

• Parallel parking bays will be located on the eastern side of Mercury Lane (providing two station maintenance car parks and a P5 loading zone);

• A single parking bay provides the required mobility space for an accessible pick up / drop outside the Mercury Lane entrance;

• Four drop off/pick up bays are located to the south of the Mercury Lane station entrance on the western side of the road;

• A raised street surface pedestrian crossing with a 75mm high kerb will be located in front of the Mercury Lane station entrance;

• An open pedestrian mall has been created on Beresford Square, from Pitt Street to Samoa House Lane that prioritises accessible pedestrian/passenger movement to existing street networks. The pedestrian mall will be formalised by AT;

• An accessible pick up/drop off car park at-grade with the adjoining basalt sett strip provides access to Beresford Square from the western edge of the services/retail building;

• A mid-block crossing will be provided on Pitt Street.

Figure 6.1 and 6.2 provide an overview of vehicle and pedestrian movement around the Karangahape Station precinct based on the PRR design

Figure 6 1: Vehicle and pedestrian movement surrounding the Beresford Square station entrance and beyond

Figure 6 2: Vehicle and pedestrian movement surrounding the Mercury Lane station entrance and beyond

Pedestrian Environment

As noted in Section 6.2, Beresford Square will be formalised as a pedestrian mall from Pitt Street to Samoa House Lane that prioritises accessible pedestrian/passenger movement to existing street networks (reefer Figure 6.1). A raised street surface pedestrian crossing with a 75mm high kerb will be located in front of the Mercury Lane station entrance, whilst a mid-block crossing will be provided on Pitt Street.

Pedestrian modelling has been undertaken by the Link Alliance (memo dated 14 July 2021). This modelling has assessed the Fruin Level of Service (LoS) and ATCOP minimum requirements, including at the station entrances and along footpaths. The assessment has been based on achieving Fruin LoS C for the average minute in the AM and PM peak 15 minutes. The modelling undertaken is based on the average demand to/from the station, which is extracted from the LEGION dynamic pedestrian microsimulation models for AM and PM peak normal operations.

Generous footpath widths are provided around the station entrances. The Beresford Square entrance is set within a pedestrian mall. The Mercury Lane station entrance has between a 2.6-5m wide footpath, adjacent to the entrance planters. The modelling has demonstrated that the station entrances have sufficient width to achieve Fruin LoS C during peak periods.

In all instances a compliant pedestrian through route is achieved with the ATCOP specified 3% max crossfall and where additional cross section width occurs and it is spatially appropriate, street furniture configurations will supplement the pedestrian environment.

Paving

The design and construction of the reinstated streetscape will be coherent with the public realm reinstatement of the Aotea Station Precinct continuing the CRL aesthetic

The general paving arrangements for Karangahape Station Precinct are shown in Figure 6.3 below, with further detail provided in the drawing set in Appendix D. This includes the use of Stone Setts, Flagstone Paving, Terrazo Paving, tactile ground indicators, basalt heritage mats (refer Figure 6.3), resin bound decorative aggregate surfacing and concrete.

Details of bespoke paving proposed around the station entrances are detailed in Section 6.9.1 and 6.10.5.

Figure 6 3: Illustrative paving materials palette

Street Furniture

Well considered, designed and well-placed street furniture is an essential component of good quality streets. Street furniture includes rubbish bins, lighting structures, bike racks and benches/seating.

Using the Auckland city centre suite of street furniture, which is a range of AT approved amenities, creates a language that is synonymous with the public realm works around Britomart, Aotea and Karangahape Stations.

All street furniture will be provided within the ‘furniture zone’ adjacent to the kerb and clear of pedestrian through-routes. Plans of the location of proposed furniture are provided in Appendix D.

6.5.1.

Seating

Seating is a key component in supporting the function of streets through place-making and movement networks.

Seating is proposed at the three pause points located along Mercury Lane, with informal seating opporunities provided by the planters at the Mercury Lane entrance and the furniture atop the inground vent at Beresford Square. These are discussed further in subsequent sections.

6.5.2.

Cycle Racks

Well located, safe and secure bicycle parking is an important factor in encouraging more people to cycle. City centre style cycle racks are provided in two locations as set out below for a total of 20 racks (40 spaces):

• Southern alleyway adjacent to the Mercury Lane Entrance – 10 racks (20 spaces)

• Western façade of Beresford Square Entrance - 10 racks (20 spaces)

The number of locations of the cycle racks has been determined by Auckland Transport. The cycle racks are conveniently located adjacent to station entrances, and highly visible whilst not impacting on the flexibility of the spaces. In addition, there will be space proofing allowance for four E-bike charging stations in the future alongside the cycle racks. Refer to Figure 6.3 for a typical example of the bike rack.

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Figure 6 4: Heritage mat to indicate heritage elements

6.5.3. Rubbish Bin

Three city centre suite twin bins (such as that shown in Figure 6.5) is proposed to be provided within the Karangahape Station precinct area.

6.5.4. Bollards

Removeable traffic bollards will be provided within pavements adjacent to station entrances and buildings. This is to prevent errant vehicles mounting the kerb and colliding with the station building envelope, as well as creating pedestrian safety zones. Bollards will have a maximum spacing of 1500mm and will be implemented to AT standards.

Landscaping

Street trees and other planting in the public realm are valuable streetscape elements. Landscape planting creates visual cohesion through creation of character areas, further enhancing the corridor.

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Figure 6 5: City centre style (Sheffield style) cycle racks

Figure 6 6: Auckland CBD’ style litter bin

Due to the urban environment, including location of underground services and the underground station structures, there are limited opportunities for planting within the Karangahape Station Precinct. However, effort has been made to replant as many trees as possible within the precinct.

Shortlisted species that have been selected following presentations to AC and mana whenua are appropriate to conditions, maintenance regime and chosen to support the narrative both geographically and conceptually.

The design includes provision of 13 trees to be planted6 ,

• Two Rimu (Dacrydium cupressinum) and Three Rewarewa (Knightia excelsa) at the Beresford Square tree grove

• One Titoki (Alectyron excelsa) on the eastern side of Mercury Lane

• Two Mamuku (Cyathea medullaris) and two Wheki ponga (Dicksonia fibrosa) at the Mercury Lane entrance

• Three Titoki (Alectyron excelsa) are proposed within the Mercury Lane pause points (to be agreed with Auckland Council)

Specimen tree planting is to all be minimum 400L grade. It is expected that all tree species will be eco-sourced from within the Auckland Ecological Region. Formal tree pits are proposed due to the numerous services proximate and to ensure the long-term integrity of structures and pavements is maintained. These will feature an automated irrigation system to support manual deep watering in tree establishment and over periods of drought.

Mixed native shrub planting is to all be minimum 3L grade and planted at 500mm centres (4 plants/m²). Species selection will be site specific for the particular environmental conditions encountered and will seek to reduce on-going maintenance beyond the contract maintenance period.

All planting areas are to have a minimum of 400mm depth good quality topsoil. Opportunity is to be explored for re-use of ‘site won’ topsoil. Laboratory testing for quality will be necessary with amelioration as required to ensure the long-term health and survivability of all plant species. All planting areas to have a minimum 100mm depth good quality mulch, or similar alternative as appropriate to location and application.

The final selection of species has been agreed with mana whenua and AC.

Lighting, Security and Surveillance

The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments. This includes:

• Sufficient lighting at night

• Passive surveillance by other users

6 A minimum 1:1 replacement ratio is required as mitigation by CRL designation 55 (Trees and Vegetation Delivery Work Plan). The Karangahape Station precinct provides 13 of the 126 trees required to be replaced as part of the CRL project. Alternative locations are being investigated regarding the additional replacement trees required to meet the designation condition. This includes within other parts of the CRL designation as well as outside the CRL designation. Approval will be sought from Auckland Council regarding alternative locations outside the CRL designation.

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• Wide and unobstructed footpaths with continuity (i.e., no blind spots)

• Video surveillance

A CPTED review7 has been completed on the public realm design.

Street lighting will provide for an adequately illuminated environment which is safe and comfortable for road users and pedestrians at night.

Street lighting will be designed to comply with the following standards:

• AS/NZS11581 All parts

• AT ‘Street Lighting Technical Design Manual’ Version 1_12/01/17

• NZ Transport Agency Specification ‘M30’ August 2014.

• AT Code of Practice for Street Lighting

Street lighting will be sufficient to meet CCTV illumination needs. The street lighting design has considered the principles of ‘Crime Prevention through Environmental Design’ (CPTED) to facilitate pedestrian security and amenity. Implementing CPTED principles within the design reduces crime against people and property. It also provides pedestrians with a sense of security and safety, as well as visibility for the illumination of signage and way finding.

Wayfinding Signage

Wayfinding signage will be in accordance with AT’s Transport Design Manual (TDM) standards and will be installed at key locations within areas of streetscape reinstatement. This includes at key decision points on the major approach routes, or transitional areas. Wayfinding signage will direct the public to key public transport facilities (train, bus routes and cycleways). Signage will be in English and te reo Māori.

The CRL precinct signage will consist of a systemwide suite of products approved by AT. The sign product designs are derived from the products developed for the Downtown Programme project. Select products have been developed further to suit the CRL precincts. This includes the station identification pylon, which adapts the standard AT identification beacon to suit stations in dense urban environments with limited space.

Wayfinding signage will include directional information, maps and symbols/pictograms as appropriate to the signage typology, purpose and location. Wayfinding signage will be attached to appropriate structures or comprise free-standing signage in appropriate locations.

Refer to drawings in Appendix D which include the sign typologies and allocations for the precinct (ref CRL-SYW-SWF-LKA-DRG-100001 – 10006 and CRL-KRD-SWF-LKA-DRG-110001-110008).

7 CPTED Review for City Rail Link Design: C03 Karangahape Precinct, prepared by Peake Design Ltd, dated June 2021.

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Figure 6 7: Examples of wayfinding signage proposed in the Karangahape Station precinct

Pitt Street

Pitt Street is to be reinstated following the construction of the Beresford Square station entrance. The reinstatement will include remarking the road lanes, establishing a mid-block pedestrian crossing, realigning the western kerbline to increase road width and relocating street pole lighting. The western footpath will be reinstated with granite/basalt paving connecting to the Beresford Square pedestrian mall around the station entrance, and threshold paving setts connect to existing footpath treatment to the north and south.

Pitt Street is to be populated with regulatory traffic signage, lighting poles, signals and other roading infrastructure.

A long bollard line runs parallel to the carriageway from 61 Pitt St to 59 Pitt St separating the Pitt Street footpath from the Beresford Square pedestrian mall. This alignment creates a large pedestrian safety zone in front of the station entrance, while still providing a 4.9m wide footpath along Pitt Street.

Street furniture elements to be installed on Pitt Street include:

• Auckland CBD style Twin Bin

• 150mm diameter, Bully Boy S6 Bollards at 1500mm centres are used to protect the station fabric and pedestrian mall.

• A mode identification sign with integrated pedestrian blades to direct pedestrians to the station entrance (refer Figure 6 7).

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Beresford Square

The station entrance at Beresford Square provides an accessible connection to and from the main pedestrian route of Karangahape Road, and a secondary western connection to Beresford Square and Hopetoun Street, where the accessible pick up/ drop off parking is located. An open pedestrian mall has been created around the central station entrance from Pitt Street to Samoa House Lane that prioritises accessible pedestrian/passenger movement to existing street networks.

The pedestrian mall is paved with granite/bluestone feature paving in alignment with the mana whenua gifted Tāne Mahuta narrative (refer Section 6.9.1). Furniture aligning with the southern wall of the station entrance provides a cap to the stair pressurisation intake (refer Section 6.9.2). The location ensures the main pedestrian movement between the entrance and Karangahape Road is uninterrupted. An exhaust ventilation structure sits in the north eastern corner of the square alongside Pitt Street (refer Section 5.6)

To assist with pedestrian navigation a ‘Gateway Plinth’ (S.105C) (Figure 6 7) is proposed in the outside the station entrance alongside the furniture and lighting to declutter the street environment, allowing space for passengers to use the maps without causing congestion in the main pedestrian flow

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Figure 6 8: Beresford Square – general arrangement

6.10.1.

Paving

The paving pattern of Beresford Square has been inspired by the Tāne Mahuta narrative (described in Section 3.5). The physical design of pavement, furniture and spatial arrangement look to evoke the following imagery and stories. These were the subject of a Mana Whenua design hui (27th October 2020), where they received full endorsement.

Three differing colours of basalt/granite pavers will be arranged to imitate the dappled light, with specials cut/engraved/finished/moulded with detail of flora or fauna. The paving design continues to be developed to ensure the narrative of the paving is highlighted. Through ongoing coordination with CPAG and the Blind Low Vision NZ team, the distribution of light / medium / dark pavers have been modified for a more user friendly environment and development of different textures has been undertaken to provide better slip resistance.

Key pedestrian movements to and from the station largely connect to Karangahape Road and Pitt Street, with ancillary movements connecting to Beresford Square and Hopetoun Street. The frequency of passenger movements will be indicated in the paving pattern through lighter pavers, imitating a well-worn path through a forest floor where foliage has been tamped. The lighter paving treatment intuitively leads the passengers to and from the station entrance. Darker paving will be located around physical elements like existing buildings, vent shaft, furniture line, station entrance and retail/services building where pedestrian movement is limited, representing canopy shadows from large trees.

Figure 6 9: Render of Beresford Square showing the station entrance (eastern end)

A basalt heritage mat (refer Figure 6 4) will be set outside 1 Beresford Square – the historic Central Fire Station, to inform public of the city’s history

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Figure 6 10: Indicative paving treatment to intimate path through forest.

Figure 6 11: Beresford Square paving narrative

6.10.2. Beresford Square Seating

Curving and irregular forms contrast against the linear paving design and brings an element of softness and playfulness to the Beresford Square entry. Terraced seating provides opportunities to observe from an elevated outlook and alcoves in the curved form provide small pockets for people to congregate. Below the undulating terraces hides a functional requirement for stair pressurisation intake vents access and maintenance to these vents will be carefully considered.

Materiality of the seating has been chosen to ensure the venting openness requirements are met, achieves long term maintenance requirements and to reinforce the design intention to create a soft and inviting curved form. Purpleheart timber has been nominated for the horizontal seating and vertical faces of the top tiers which is consistent for seating elsewhere in the precinct and performs well for this function and in this environment. Timber is also warm to touch and considerably more comfortable and inviting to sit on. The bottom terrace is made of perforated aluminium panels to be powder coated in warm golden hues. Perforation patterns have been informed by the Tane mahuta narrative of the Karangahape Station precinct and aims to support the existing paving narrative of light dappling through the overhead tree canopy. The horizontal seating surfaces holds no reference to any cultural narrative which is aligned with respect for Māori tīkanga (traditional customs). Nighttime use and visual interest of the seating element will be further enhanced with integrated warm white lighting that illuminates the perforated pattern on to the immediate surrounding paving enhancing the dappling effect of the perforations.

The Beresford Square seating component will not only hide the required functional venting use but also provide a functional seating element and offer some softness and warmth into the space.

Figure 6 12: Design of the terraced seating outside the station entrance

6.10.3. Beresford Square Service Block

The service/retail block on the western edge of Beresford Square creates an outdoor space between the western edge of the station box building of 9m. Feature paving is utilised to draw pedestrians into the retail spill out space and cycle racks. Light poles either side of the space help with activation of the space and provide the required light levels.

Ten Sheffield cycle racks with a capacity of 20 cycles are implemented along the western façade of the station entrance providing visual connection to the entrance, and ease of access for users. For commuter cyclists the zone provided allows for CCTV surveillance of stored bikes, and space to lock and secure bikes out of the main pedestrian zone.

Figure 6 13: Public realm reinstatment adjcant to the Beresford Square Retail/services building – Refer to CRL-KRD-URBLKA-DRG-140001 C00

Feature paving will be continued in this ‘active zone’ to draw people to the retail space and cycle rack location. The granite/basalt paving in this zone west of the station box western façade is 80mm thick to deal with the vehicular movements that will occur to the retained private vehicular accesses to 1, 16-18 Beresford Square and Samoa house. Vehicles will access the pedestrian mall through the western access from Beresford Square either side of the retail/services building, through use of automated retractable bollards. Bully Boy S6 bollards are arranged in alignment with the western building façade of the retail/services building at 1.5m centres.

There is provision for heavy asset laydown areas to the north and west of the retail/services building The station rubbish collection is located along the western façade within the 1.2m pavement to kerb edge and will be placed and removed by private collection outside of station operation hours.

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An accessible pick up/drop off car park at-grade with the adjoining basalt sett strip provides access to Beresford Square from the western edge of the services/retail building. The accessible space is 2.4 m wide by 5.4 m long and is provided with a hatched exclusion zone of 1.1 m on the side of the space and a 2.4 m zone at the back of the space. The 1.4m wide 95x95mm basalt sett strip acts as a visual and textural delineation from the asphalt carriageway and signifies the start of the pedestrian mall.

6.10.4. Tree Grove

The proposed station substructure and underground utility location within Beresford Square eliminate any opportunity to plant specimen trees within the pedestrian mall. Through in-depth investigation, the western edge of Beresford Square has been identified as an area of preference to add additional value to the public realm by providing greenery.

The proposed tree grove provides a physical and visual termination of Beresford Square, whilst providing a green frontage to western edge of the square guiding users to the station.

The tree grove design has been developed after taking on board comments of concern from AT, AC, and the local community. Earlier versions of the design including parking adjacent to the grove. This has been removed due to safety concerns raised by AT and the grove has been shortened in length. The new arrangement has created a central planted island that provides for all the required vehicle tracking and achieves a lush green entrance to the station.

The new design incorporates a raised table that is flush with the surrounding footpaths, to enable a high-quality accessible parking space to be provided next to the services/retail building.

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Figure 6 14: Beresford Square (western end) looking towards the service building with the tree grove on the right

6 15: Tree grove plan view – Refer to CRL-KRD-URB-LKA-DRG-141001 C00

Two Rimu (Dacrydium cupressinum) and three Rewarewa (Knightia excelsa) are proposed within the tree grove based on feedback received from the Mana Whenua Design Hui on the 15th of December. Rewarewa flower in spring which produces an irresistible nectar to Tui and bellbirds. Increased bird activity aligns with the Tāne Mahuta narrative and with Mana Whenua principle of Taiao. Hui members were specifically supportive of planting Rimu in the tree grove respecting the former name of the Karangahape ridgeline and to be a focal point of the planting. It was mentioned Rimu should be planted with species they are typically found with.

Underplanting proposed (also supported by Mana Whenua) includes the following shortlisted species: Dwarf Flax - Phormium cookianum; Rengarenga lily - Arthropodium cirratum; Coprosma repens ‘Poor Knights’; Remuremu - Selliera radicans Astelia Sp.; Mikoikoi - Libertia grandiflora and Panakenake - Pratia angulate.

Figure

Mercury Lane

The extent of the PRR works at the Mercury Lane end is showing in Figure 6.16 below. This includes Mercury Lane, the west end of Cross Street, the new southern lane connecting Mercury Lane with East Street, and tie-ins to Karangahape Road.

Generous footpath widths are provided along Mercury Lane. There is one instance where a short portion of the eastern footpath is reduced to 2.3m due to the curve in Mercury Lane. The ATCOP specified 3% max crossfall is achieved along all footpath sections.

Mercury Lane is to be populated with lighting poles, regulatory traffic signage, signals and other roading infrastructure These locations have been reviewed to optimise placement of all elements and declutter the street environment where possible

Street furniture elements used on Mercury Lane include:

• Two Auckland CBD style Twin bins; one on either side of the street

• Bespoke pause spots spaced equidistant on the western side of the lane

• 150mm diameter, Bully Boy S6 Bollards at 1500mm centres provide protection to the station entrance.

To assist with pedestrian navigation a ‘Gateway Plinth’ (S.105C) is proposed at the Karangahape Road/Mercury Lane intersection on the eastern footpath, allowing space for passengers to use the wayfinding information without causing congestion in the main pedestrian flow A second ‘Gateway Plinth’ (S.105C) is proposed in the pedestrian footpath in front of the retail building. Pedestrian blade (S.107D) will be attached to the streetlight directing pedestrians to/from the station entrance to/from the East Street connection laneway. Refer to Figure 6.7 for examples of these signs.

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Figure 6 16: Mercury lane – general arrangement

6.11.1. Mercury Lane Pedestrian Paving

The paving intent for Mercury Lane continues from the paving typologies at Beresford Square (refer Section 6.10.1).

Stone Setts are used as threshold pavers connecting the terrazzo paving from the Karangahape Road enhancement works and signify the start of the dappled light paving pattern. These paving setts will also be used as a makeup strip against existing building edges to accommodate level change, façade deviations and incorporation of drainage devices where required.

A mix of flagstone pavers create the feature paving elevating the street aesthetic and is used on the western footpath from the threshold sett paving at Karangahape Road leading pedestrians to the station entrance. The stone paving selected is also used in the Aotea and Britomart precincts, developing a system wide aesthetic and connection the stations throughout Auckland.

The feature paving carries the same narrative as the Beresford Square paving of dappled light through the forest for continuity of the Karangahape Station precinct.

Basalt heritage mats (refer Figure 6 4) are to be set outside heritage buildings to inform the public of the city’s history. This includes 9 Mercury Lane (Mercury Theatre) and 5 Mercury Lane (H.B Building).

Auckland heritage style kerbs are used along the length of Mercury Lane and terminate at the raised table. This is in accordance with the existing characteristics of the precinct and allows for reuse of existing stone uplifted from the street. A stone heritage kerb typology delineates the pedestrian footpath and mobility pick up/drop off from the exposed aggregate concrete raised table. This assists with wayfinding along the edge of the carriageway.

6.11.2. Mercury Lane and Karangahape Road Intersection

The northern end of Mercury Lane ties into the recently completed Karangahape Road Enhancement works through use of the same paving materials. The proposed contra-flow cycle lane on the

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Figure 6 17: Mercury Lane Feature paving

western edge of Mercury Lane will terminate at the intersection where it adjoins the newly constructed kerbline. Basalt paving setts will be used as threshold between the terrazzo paving and flagstone paving. The colour of the main flagstone paver references the aesthetic of the reinstated terrazzo paving of Karangahape Road

6.11.3. Mercury Lane Pause Spots

Three pause spots in the western footpath have been designed to accommodate seating and planting whilst working with the steep gradient, providing a place to rest. The pause spots will alter in height due to the topography. The low side of the planter will be 350-400mm high, whilst the high side of the planter will be between 550-600mm high. Paused spots are 1.4m by 4.9m long.

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Figure 6.18: Northern end of Mercury lane – Refer to CRL-KRD-URB-LKA-DRG-142001 C00A

a pause point in the

The top portion of the pause spots have a seat back to face users away from the 1.5m wide cycle lane that runs up to Karangahape Rd. The pause spots allow for the required 2.4m wide throughroute defined by ATCOP and achieve Fruin Los C.

The 2% crossfall toward the kerbline on Mercury Lane’s western footpath will direct surface water into the corner of the pause spots, which would create a catchment of water. Implementation of a drainage channel at the base of the furniture can help passively irrigate the tree pits or connect to the road stormwater system.

Three Titoki (Alectyron excelsa) are proposed within the Mercury Lane pause points (to be agreed with Auckland Council) This is only on the provision that tree pits in this location is possible (an investigation of subterranean utilities is still to take place)

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Figure 6 19: Mercury Lane pause spot

Figure 6.20: Mercury Lane facing south, showing

western footpath

Pause spots will also be planted with a native underplanting mix, which was confirmed by mana whenua on the 15th of December.

The short-listed species (Figure 6 21) are listed below:

• Wharawhara - Astelia banksii

• Mikokoi - Libertia grandiflora

• Petipeti - Lomaria discolour

• Remuremu - Selliera radicans

• Taupata - Coprosma repens 'Poor Knights'

Figure 6 21: Shortlisted species at the pause points

6.11.4.

Mercury Lane Pick up and Drop off

A single parking bay provides the required mobility space for an accessible pick up / drop off route to the Mercury Lane station entrance as it affords a direct path to the ramp access and accessible ticket gate line.

A line of S6 BullyBoy bollards spaced at 1500mm centres delineate the park and carriageway from the footpath, creating a pedestrian safety zone in front of the station entrance. Removable bollards are used alongside the accessible park to allow crane access for maintenance of the station assets.

Four drop off/pick up bays are located to the south of the Mercury Lane station entrance on the western side of the road. The parking bay is a 2.1 m deep indented parallel parking bay with 150mm high heritage kerb, that allows for two (2) x 6.0 m long and two (2) x 5.0 m long parking spaces.

Refer to drawings in Appendix D - CRL-KRD-URB-LKA-DRG-140002 C00, CRL-KRD-URB-LKA-DRG142003 C00, and CRL-KRD-URB-LKA-DRG-142005 C00

6.11.5.

Mercury Lane Station Forecourt

The station has key interfaces with Mercury Lane and the new East Street connection to the south of the station. Spatially the forecourt area prioritises key pedestrian movements and connects these to existing street and pedestrian routes as seamlessly as the topography and spatial constraints allow. It also establishes a clear hierarchy of ancillary spaces that support pedestrian movement. Incorporating integrated seating and moments for self-orientation with cues from signage and way finding, all in a manner that will not impede peak pedestrian flows.

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The main entrance terrace to the station provides two routes of connection divided by a large single planter box. The northern side of the entrance is the ramp access providing the widest route (3.84m from station façade to planter box), which can accommodate more than the highest projected peak pedestrian flows and provides universal access to the station entrance from the start of the raised planter. The footpath from the planter to the accessible pick up/ drop off kerb line has been graded slightly to provide a more manageable slope. Planters at station entrance are arranged to create rhythm to entrance whilst mitigating existing topography and creating accessible entry points, and informal seating opportunities.

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Figure 6 22: Mercury Lane Station entrance (showing the East Street connection)

Figure 6 23: Mercury Lane station entrance (looking north)

A 3.1m wide accessible central staircase with stainless steel handrails either side is set back from the front of the planters and provides a secondary access to the station entrance. The additional connection for passengers and will help alleviate any congestion from the main ramp entrance with +20% rail passenger demand. A central planter mitigates the drop between the station entrance and the retail space and aligns with the internal stepping of the station. Four specimen tree ferns with native underplanting provide green interest to the station entrance touching on the Tāne Mahuta narrative. Informal seating opportunities are created by the planter and offer an area for retail patrons to sit and interact.

6 24: Shortlisted species for the entrance planters

The retail space sits below the main entrance in the south-eastern corner and has two means of connection from the street, a 2.1m wide accessible ramp to the north and a 2m wide accessible staircase. A 5m long planter with two specimen tree ferns and native underplanting separates the two entries and provides informal seating opportunities to Mercury Lane.

The pavement design for the Mercury Lane station forecourt aligns with the dappled forest light narrative for Beresford Square station entrance that was presented at a Mana Whenua design hui (27th October 2020), where it received full endorsement.

As per the Beresford Square paving design there will be three different colours of basalt/granite paving used to express the forest floor with dappled light, moments of discovery and pedestrian movements. The paving outside the station entrance will integrate the narrative with the planter boxes, native tree and plant species and internal station paving creating a holistic design.

Strips of 400mm wide Basalt sett pavers are used as threshold pavers where paver directions change and where paving adjoins existing footpath, this threshold approach will be used precinct wide.

6.11.6.

Universal Access Strategy

The primary access off Mercury Lane is provisioned with a 1:20 footpath, with crossfall of 2%. This ties into Mercury Lane footpath, which has approx. 10% longitudinal fall due to the topography of the local area.

Entrance stairs provide tactile arrangement in accordance with NZTA RTS-14 requirements for hazard identification and tactile cues for partially sighted. The stair arrangement has been optimised

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Figure

by being split in two by raised planters for both the main entrance and retail to ensure that disappearing steps do not occur, therefore removing this hazard from the environment.

6.11.7. Southern Lane – East Street Connection

The new southern lane adjoining the station provides a connection between Mercury lane and East Street providing access for residents of neighbouring developments, pedestrians and cyclists. Three light poles are proposed along the southern edge of the laneway closest to Mercury Lane and two light poles on the northern edge of the laneway on the East Street side providing required lux levels, ensuring surveillance and user safety.

Ten Sheffield cycle racks, with a capacity for 20 cycles are provided along the east street connection starting outside the retail space providing visual connection to the entrance, and ease of access for users. Bike and e-scooter use in the CBD has rapidly increased and as a result footpath and building entrances have become littered with scooters and bikes. The East Street connection could be used as a designated space allowing for end of journey near the station entry, without devices being discarded in key pedestrian through routes.

The design of the southern lane has applied CPTED principles, including:

• Sufficient lighting at night

• Passive surveillance by other users as well as visual surveillance from the retail area and passenger movement inside the station

• Providing quality non-slip pavement

In addition, the OSD development will provide additional passive surveillance in the future.

7. Response to Design Principles

Introduction

In summary, the urban design and station plan principles embedded in the designation conditions are the:

• Mana Whenua principles (Condition 49)

• Movement and Connections principles (Condition 47.2(b))

• Public Realm and Landscape principles (Condition 47.2(c)) and

• Station design principles (Condition 54.1)

In accordance with CRL Condition 47.3, and 54.1(c), this chapter of the Urban Design DWP describes how the permanent works respond to the design principles set out in the designation conditions. This includes how these principles have been used to guide and influence the design, and how the design has responded, or otherwise, to the principles and initiatives.

Mana Whenua Principles

Condition 49 of the CRL designation conditions sets out the seven Mana Whenua principles. These are listed in Table 7.1 below, along with a response regarding how they have guided and influenced the design of the permanent works. This relates to both the station design and public realm works in accordance with Condition 47.2(a) and 54.1(b)(xiii).

As the original local authorities of Tamaki Makaurau, Iwi require high level Treaty based relationships with all key stakeholders including the Requiring Authority and Auckland Council which recognise their Tangata Whenua status in order to fulfil their roles as kaitiaki. Such partnership relationships can then inform

While there are no specific relationships at governance and management level within the Link Alliance, there are processes in place as part of the wider CRL project that enable rangatiratanga to be exercised. The governance relationships between Iwi and CRLL continue to evolve.

A CRL Mana Whenua Forum has been established for the purpose of undertaking kaitiakitanga responsibilities associated with the CRL project. This monthly forum comprises those mana whenua groups who expressed an interest in being involved in the project and its related activities. Eight mana whenua self-identified their interest in CRL and are currently part of the forum.

Table 7.1: Design Response to Mana Whenua Principles

engagement with AT / Council at all levels including direct involvement with design consortia. Relationships are required at governance and senior management levels. Such relationships are a precursorto actualising the other 6 principles.

A CRL Mana Whenua Forum has been established for the purpose of undertaking kaitiakitanga responsibilities associated with the CRL project. This monthly forum comprises those mana whenua groups who expressed an interest in being involved in the project and its related activities. Eight mana whenua self-identified their interest in CRL and are currently part of the forum.

Regular (monthly) meetings with Mana Whenua have been, and continue to be, held by way of the CRL Mana Whenua Forum. This is an open forum that covers any and all aspects of the CRL project. This includes to discuss, develop, critique and approve aspects of the public realm and architectural design of the stations. In addition, a design hui has been established which specifically focuses on design aspects of the three stations and surrounding public realm. These meetings also allow for interaction between Mana Whenua, architects, urban designers and Mana Whenua appointed artists.

The CRL Mana Whenua Forum and Design Hui includes kaitiaki from self-elected Iwi to engage with the Link Alliance about all CRL related activities. This enables the kaitiaki to go back to their constituents and rangatira and provides the opportunity to provide feedback and express their mana.

In addition, the project has engaged Iwi artists to provide design inputs into each of the station’s mandated design elements.

Details of the engagement undertaken with mana whenua via the forums and design hui mentioned above are discussed further in Section 4.2.

49.1

(a)

(ii) Whakapapa

Names and genealogical connections– reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the most appropriate names are identified to develop design, interpretation and artistic responses.

Through discussions with Mana Whenua, appropriate naming and genealogical conventions for much of the surrounding precinct have been followed, where possible.

A name for the new train station Karanga-a-hape has been gifted by the CRL Mana Whenua Forum and endorsed at each governance level for each Iwi. Support for undertaking a formal naming process for this station is currently sitting with Auckland Transport to agree. The name will then need to be consulted on through the NZ Geographic Board process before being confirmed.

49.1

(a) (iii) Tohu

Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices.

49.1

(a) (iv) Taiao

Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) –promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites.

49.1 (a) (v) Mauri tū

Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site – in particular focusing on the quality of wai /

The design of the PRR seeks to acknowledge tohu (including the great kauri trees, that once dominated the ridge line). Through several hui with Mana Whenua, Link Alliance has sought to reference the kauri tree and the forest surrounds within the design. This has manifested in paving designs that reference dappled lighting on the forest floor around Tane Mahuta, ventilation seating solutions that take inspiration from the organic spaces of the kauri seeds. Tree and plant species have also been selected with Mana Whenua and the Auckland Council urban forester to ensure ‘right tree right place’ strategy whilst choosing appropriate species that connect with the land. Reduction in massing of the entrance and service buildings in Beresford Square have sought to maximise the views to the west.

A number of opportunities have been explored to bring natural landscape elements into the public realm.

Where possible garden beds have been implemented to improve pervious surfaces and aid in softening the public realm. Native specimen tree and vegetation species will be utilised, exclusively, in line with historical ecologies, and a ‘right tree right place’ mentality. Mana Whenua support the use of native trees and final decisions regarding tree species have been agreed with Mana Whenua.

Tāne Mahuta narrative will be expressed through native plant species selection promoting bird and insect life and representation of Tamariki a Tāne to be expressed with paving design, plant selection, furniture and embellishment

The opportunity to express Te Rimu Tahi, through planting of large Rimu tree/s in grove area has been incorporated in the design. In addition, three Rewarewa (Knightia excelsa) are proposed within the tree grove based on feedback received from the Mana Whenua Design Hui on the 15th of December. Rewarewa flower in spring which produces an irresistible nectar to Tui and bellbirds. Increased bird activity aligns with the Tāne Mahuta narrative and with Mana Whenua principle of Taiao. Hui members were specifically supportive of planting Rimu in the tree grove respecting the former name of the Karangahape ridgeline and to be a focal point of the planting (refer Section 6.10.4).

Big forest trees, including Ponga and Titoki are proposed at Mercury Lane.

The design includes the establishment of 10 trees within the Karangahape Station Precinct. Native specimen tree and vegetation species will be utilised exclusively, in line with historical ecologies, and a ‘right tree right place’ philosophy. Mana Whenua support the use of native trees and final decisions regarding tree species will be agreed with Mana Whenua.

water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encountered should be carefully treated with Mana whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works.

49.1 (a) (vi) Mahi toi

Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art.

49.1 (a) (vii) Ahi kaa

Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi-kaa and kaitiaki roles in and around the CRL route and new station precincts.

Where planters have been created, under-story or companion planting to specimen trees to reflect the intrinsic earth connections of all living vegetation will be established.

The quality of the materials used is also an important aspect of mauri tu. Re-use of materials and the use of locally sourced material (such as timber/stone) aids in maintaining the local essence and the mauri of an area. It is proposed to re-use basalt (karā) boulders from elsewhere on the CRL project and these will be re-purposed as informal seating, vehicle deterrents and sculptural elements.

The Māori Creation Story (Te Ao Marama) is represented in the architectural treatment of the primary station entrance designs, public realm interior station linings and secondary station components. This is through four architectural Concept Elements – Sky Element / Ranginui (father sky), Earth Element / Papatūānuku (mother earth), Threshold Element / Atua (specific to each station deity), Fourth Element / Te Kore (to the glimmer of dawn) which form the line-wide theme for the CRL project.

The Threshold Element is a unique marker to each station and an opportunity for cultural and human expression within the city.

In addition, design changes have recently been made to the Sky Element to incorporate a pattern which represents the night sky and our position within the Milky Way (refer Section 5.2.2). This has been designed in collaboration with Mana Whenua artist, Reuben Kirkwood and was endorsed by the Mana Whenua Forum on the 7th of December. This pattern will be unique to Karangahape Station. This further adds to the personality and identity of the station through the representation of the Sky Element, as well as a greater expression of mahi toi.

In earlier consultation with Mana Whenua, the pūrakau / narratives gifted for the Karangahape Station precinct was that of Tāne Mahuta, atua of the forest. Continued engagement with Mana Whenua has supported the narratives use for paving design, spatial arrangement and urban realm features.

Sculptural locally sourced karā (basalt) is to be included as informal seating and vehicle deterrents.

Artistic involvement and engagement is being progressed to incorporate Ahi kā outcomes for project design and installation.

Project wide, ongoing opportunities for Mana Whenua to exercise kaitiakitanga are being identified. Mana Whenua have an ongoing presence attending the CRL Mana Whenua Forum and Design Hui in relation to the Ahi kā outcomes for the whole of CRL.

Urban Design Principles- Movement and Connections

Condition 47.2 (b) of the CRL designation conditions sets out the Movement and Connections design principles. These are listed below in Table 7.2, along with a response regarding how they have guided and influenced the design of the public realm works.

47.2

(b)

(i) Existing Networks

Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure

47.2

(b) (ii) Entrance Location

Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.

The public realm design will change the function of the existing street networks by making them more pedestrianorientated and safer for active transport modes.

The Beresford Square station entrance (refer Section 5.4) and service/retail building (refer Section 5.5) sit centrally in a new pedestrian mall away from the surrounding historic buildings. This entrance location will greatly increase pedestrian numbers in the new space having a positive impact on the surrounding businesses.

The Mercury Lane station entrance will also have a positive impact on the existing street network and surrounding businesses. The widening of footpaths and raised table outside the station entrance improves the pedestrian experience of the street and creates a safer urban environment. Details are included in Section 6.10.

The Beresford Square and Mercury Lane station entrances are conveniently located either side of the popular Karangahape Road. Landscape furniture has been located away from these entrances to allow for open and legible access. The design around station entrances includes bespoke paving design, softscape design and cycle rack stations which provide passive wayfinding cues to the station entrances.

At Beresford Square the entrance canopy is orientated towards Pitt Street and a large counter-lever signifying the entrance. At Mercury lane, the vertical Threshold Element signifies the entrance below, sandwiched between the sky and earth element.

Table 7.2: Design Response to Movement and Connections Principles

47.2

(b) (iii) Intuitive Orientation

The location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network.

Both entrances, continue the bespoke urban realm paving design into the station to the entrance mat, to create a seamless transition. Station signs, and AT guidance wayfinding have been located at the entrances and in the precinct to clearly define the entrances at Beresford Square and Mercury Lane.

The station design embodies intuitive wayfinding, reducing the reliance on signage and visual clutter (refer Section 5.11). The station has been designed with clear entry and exit points to aid orientation. For example, the Beresford Square entrance has been designed to enhance passive wayfinding through largely being a glass structure (refer Section 5.4.1).

The design and location of structures makes them clearly visible on approach, with entrances accessible from a number of locations – Beresford Square, Pitt Street, Mercury Lane, Cross St and East St through the new accessway.

Landscape furniture has been located away from entrances to allow for open and legible access. The design has also concentrated detailing around the station entrances (bespoke paving design / softscape designs / cycle rack stations etc). This helps to identify the presence of station entrances on approach. Intuitive orientation is supported by wayfinding as described in Section 6.8.

47.2

(b) (iv) Way Finding

Coherent signage should be utilised to aid intuitive orientation and way finding.

Way finding signage will be in accordance with AT’s Transport Design Manual (TDM) standard and will be installed at key locations within the station and areas of streetscape reinstatement. A hierarchy of wayfinding signage will be located around the station entrances, intersections and bike stations. This includes gateway plinths which will provided outside the station entrances (refer Section 6.10 and 6.11).

Wayfinding within the station will also comply with the requirements of KiwiRail, providing a robust passenger wayfinding system. This includes static directional signage, location and amenity identification signage and positioning of real time information system.

Refer to Section 5.11 and 6.8 for further information regarding wayfinding signage proposed.

47.2

(b) (v)

Mode Integration

Spatial integration with bus stops as well as kiss and ride should be facilitated where possible without imposing on the quality of public realm.

47.2

(b) (vi)

Bicycle Parking

Appropriate numbers of safe bicycle storage or parking should be provided in each station environment.

47.2

(b)

(vii) Street Crossings

Safe pedestrian street crossings shall be provided in the immediate vicinity of station entrances to the extent practicable. The provision of level street crossings is preferable over any grade separated solutions.

47.2

(b) (viii) Footpaths

Footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations.

Two accessible pick up/drop off spaces are integrated into the public realm, with one space on Beresford Square next to the service/retail building, and one at the Mercury Lane entrance (refer Section 6.2).

Proposed bus stops along Pitt Street are yet to be confirmed by AT, however the design has proposed the maximum available pedestrian space, utilising the neighbouring canopies for bus stop covers to future proof AT requirements (refer Section 4.3.5).

It is noted that Karangahape Road is on the frequent bus network serving much of the western side of the city centre, which further supports mode integration.

Bicycle parking is provided as part of the public realm design and is described in Section 6.4.2. This includes a total of 20 racks/ for 40 bike spaces adjacent to station entrances. Four of which shall have outlets for electric bikes to powerup at.

The footpath areas are organised into movement and furniture / equipment zones with street equipment focused within the furniture / equipment zones. This arrangement minimises the conflict between pedestrian movements and stationery features.

It is noted that there are no intersections within the scope of works.

A mid-block crossing will be provided on Pitt Street for provision of safe crossing, for those moving north. A raised table crossing point with a 75mm high kerb is located in front of the Mercury Lane station entrance.

Generous footpath widths are provided around the station entrances ensuring safe movement of pedestrians entering and exiting the station (refer Section 6.3).

The Beresford Square entrance is set within a pedestrian mall. The Mercury Lane station entrance has between a 2.6-5m wide footpaths, adjacent to the entrance planters. It is also noted that Condition 51.3(1) requires the widening of footpaths on both sides of Mercury Lane between Karangahape Road and the station entrance which has been achieved (refer Section 6.11 and drawing sheet 140002).

In all instances a compliant pedestrian through route is achieved with the ATCOP specified 3% max crossfall and where additional cross section width occurs and it is spatially appropriate, street furniture configurations will supplement the pedestrian environment.

Urban Design Principles - Public Realm and Landscape

Condition 47.2 (C) of the CRL designation conditions sets out the Public Realm and Landscape design principles. These are listed in below in Table 7.3, along with a response regarding how they have guided and influenced the design of the public realm works.

7.3: Design Response to Public Realm and Landscape Principles

The footpath widths have been tested against pedestrian flow projections and meet the criteria set for the project. Ref Public Realm and Landscape Design Principle Design Response

47.2 (c) (i)

Existing Streetscape

Structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space.

Karangahape Station entrances have been designed sympathetically to the surrounding environment. The largest of the structures is the three-storey Mercury Lane building (refer Section 5.2). Noting that this is significantly smaller in scale than a possible Oversite Development (OSD) that could be built, directly above and adjacent (refer Section 2.3.1).

Beresford Square entrance building (refer Section 5.4.1) has been designed to be as small as possible, with the canopy set back from the adjacent existing canopies. Consideration has been taken on orientation and location, to minimise overshading to adjacent properties, however these are already shaded by the existing canopies.

The station entrances are conveniently located, sitting adjacent to the main pedestrian through flow of Karangahape Road.

The air intake vent at Beresford Square has been designed as a low-level seating arrangement promoting interaction (refer Section 6.10.2). The Beresford Square ventilation structure (refer Section 5.6) has been designed to be as small as possible, based on functionality and buildability. It will be utilised as a wayfinding column and sculptural object. Both items contribute to the existing environment and add to the station narrative of Tāne Mahuta.

Table

47.2

(c) (ii) Universal Access

Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces).

47.2 (c) (iii) Safe Environments

Structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths.

Universally accessible step free access is provided for the Mercury Lane entrance, in conjunction with steps that comply with NZS4121. Precinct access routes are constrained by Auckland topography, which beyond the immediate Mercury Lane station entrance creates access routes that do not comply with all universal access passenger profiles. Generous entrance stairs provide a tactile arrangement in accordance with NZTA requirements for hazard identification and tactile cues for partially sighted. The stair arrangement has been offset from the back of footpath to ensure that disappearing steps do not occur, therefore reducing this hazard form the environment. (Refer Section 6.11.6).

Tactile surface ground indicators will be placed at all intersections and crossing points.

Beresford Square station entrance is accessible for all customers. This is provided via a lift at the entrance.

Surfaces within and outside the station are smooth and meet slip resistance requirements. A ticket window within the station will be located at a lower height to provide for universal access.

The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments (refer Section 6.7). This includes:

• Sufficient lighting at night

• Passive surveillance by other users

• Wide and unobstructed footpaths with continuity (i.e., no blind spots)

• Video surveillance

A CPTED review has been undertaken for the PRR design (prepared by Peake Design Ltd dated June 2021).

The station design has also applied CPTED principles which includes the following at interfaces with public realm:

• The two retail outlets located in the station facing onto Mercury Lane and the new Beresford Square plaza; activating the space and encouraging social interaction.

• The Mercury Lane entrance is wide and open to the street, allowing unobstructed views into the station from the street.

• The glazed entrance shelter at Beresford Square creates visibility through the urban precinct and allows for passive surveillance.

47.2 (c) (iv) Reinstated Surfaces

The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area.

47.2 (c) (v) Station Plazas

The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area.

47.2 (c) (vi) Public Art

Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana whenua cultural narratives, history, art and particular traits of the local community.

A CPTED review has been undertaken for the station design (prepared by Peake Design Ltd, dated 25 August 2021).

The northern end of Mercury Lane ties into the recently completed Karangahape Road Enhancement works. The proposed contra-flow cycle lane on the western edge of Mercury Lane will terminate at the intersection where it adjoins the newly constructed kerbline The colour of the main flagstone paver references the aesthetic of the reinstated terrazzo paving of Karangahape Road (refer Section 6.10.2).

The Karangahape Station forecourts are coherent with the wider area as they utilise a similar material palette for paving, furniture and planting. Paving detailing is bespoke around the stations and transitions into adjacent footpath paving to provide intuitive connection.

Three differing colours of basalt/granite pavers will be arranged to imitate the dappled light, with specials cut/engraved/finished/moulded with detail of flora or fauna. The paving design continues to be developed to ensure the narrative of the paving is highlighted. Through ongoing coordination with CPAG and the Blind Low Vision NZ team, the distribution of light / medium / dark pavers have been modified for a more user friendly environment and development of different textures has been undertaken to provide better slip resistance.

Refer Section 6.10.1 and 6.11.5 for further detail.

A document was developed with the Council's public arts team, showing a number of public art opportunities at all three stations. After further analysis of the opportunities, the Council’s public arts team decided not to pursue any of them, anywhere, across the project's stations (refer Section 4.3.6).

The project has focussed on Mana Whenua cultural narratives in the development of the design of the station. The project has engaged iwi artists to provide design inputs into each of the station’s mandated design elements. This includes the Beresford Square ventilation structure, both the station entrances and thresholds. Opportunity remains for local identity of today to be portrayed through art in the station surrounds, via others, once the station works have completed.

Landscape Planting

Plant species used in station environments and/or as part of landscape plantings should consider the

The specimen tree species proposed are New Zealand natives, eco-sourced from the Auckland Region. Trees will be planted at a suitably robust size to meet the requirements of Auckland Transport. Tree species have been agreed with Mana Whenua and Auckland Council arborists to achieve a ‘right tree-right place’ selection that incorporates

opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana whenua cultural narratives.

47.2 (c) (viii) Entrances within the

Road Reserve

Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage.

47.2 (c) (ix) Utility Structures

Above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated with other buildings.

cultural narrative. Tree specimens will be selected with approval from asset owners. All trees and vegetation have been agreed with Mana Whenua.

Refer to Section 6.6 and Section 6.10.4 for further detail regarding landscaping.

The Beresford Square entrance will be located in the road reserve. However, this is to become a pedestrian mall (as agreed by AT), with restricted vehicle access (refer Section 6.2 and 6.9).

47.2 (c) (x)

Where landscape planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g. vehicle parking and access requirements).

The ventilation structures at Beresford Square will be integrated into the new streetscape through paving pattern, furniture placement and lighting:

- The intake vent at has been designed as a low-level seating arrangement promoting interaction (refer Section 6.10.2).

- The exhaust vent is utilised as a wayfinding column and sculptural object (refer Section 5.6)

Both items contribute to the existing environment and add to the station narrative of Tāne Mahuta.

It is noted that a fire inlet panel has been incorporated within the Mercury Lane building façade (refer Figure 5.3) to avoid any negative impact on the public realm.

This principle is not applicable to this Urban Design DWP. There is no landscape planting affected by construction works on private properties.

Station Plan Principles

Condition 54.1(b) of the CRL designation conditions sets out the Station Plan design principles. These are listed in below in Table 7.4, along with a response regarding how they have guided and influenced the design of Karangahape Station. It is noted that a response to the mana whenua principles (which addresses both public realm and station design) is provided in Table 7.1.

54.1

(b)

(i)

Overarching - stations should achieve a successful and memorable transport experience.

Karangahape Station will achieve a successful and memorable transport experience through a balanced design response, based on the core architectural principles of function, performance and personality (described below) which are bound together. The station architecture balances these core principles and integrates them into a legible whole.

The station design promotes efficient, safe and user-friendly passenger movement patterns for all users, sustainable design outcomes, and a design that contributes to the local context, whilst having a consistent line wide approach.

54.1

(b)

(ii)

Function - stations will provide safe, functional and clear transport solutions.

Karangahape Station meets the following functional requirements, including safe design, station integration, and consideration of patrons, staff, and maintenance:

• FUNCTIONAL – well planned station footprints that optimise passenger comfort, satisfaction and safety.

• SAFETY - Safe and secure spaces that avoid hidden and difficult to monitor areas and that include good visual links and strong passive surveillance with clear legible signage.

• SEAMLESS - A cohesive and linked network which is easy to understand and navigate; integrates different transport modes, providing direct connections and easy transitions.

• UNIVERSALLY INCLUSIVE - Main access routes are obvious and accessible to all members of the community, whether able bodied or mobility impaired, without barriers of differentiation.

• WALKABLE - Support pedestrian links across transport corridors, pathways and usable public space around major roads and railway reservations.

Table 7.4: Response to Station Plan Principles

54.1 (b) (iii)

Performance - stations will provide a credible, sustainable design outcome that responds to climate, site and social economics.

The station architectural design promotes credible, sustainable design outcomes. The project targets a sustainability ISCA Excellent Rating and Carbon Reduction in the context of climate change:

• DURABLE - Finishes that are easy to maintain and will age gracefully without the need for premature replacement

• OPERABLE - Capable of being operated efficiently with the minimum practical human intervention under normal and disrupted operating conditions

• MAINTAINABLE - Capable of being maintained as necessary without untoward disruption to station operations

• SUSTAINABILITY - The station design has been developed to achieve the CRL project sustainability requirements and design initiatives (e.g., reduction in waste materials and energy and water use).

54.1 (b) (iv)

Personality - stations will provide an expression that contributes to their context and local identity and will respond to an appropriate network wide identity.

The consistent line wide approach developed for the CRL has Mana Whenua principles at its heart, aiming to create distinctly Tamaki Makaurau / Aotearoa architectural identity. A common CRL treatment is implemented across the three stations, with unique local stories interwoven at each location. The stations employ the common approach to line wide systems and elements, with a common material palette defining the CRL stations (refer Section 3.4)

The station designs have site specific expressions that reflect, respond, and contribute to their context and place. This is represented in particular through the Threshold Elements as a unique marker to each station and an opportunity for cultural and human expression within the city. The unique pattern within the Sky Element will also add to the station’s identity and personality.

Materials have been selected to compliment and express the narratives, and truly engage with the creation story; materials refer to the locality/geology of the stations, and ground them within their immediate and wider historical, and cultural context. These considerations enhance a sense of place, helping to reinforce and anchor the cultural narratives intertwined throughout.

As discussed in Section 3.5, this is reflected throughout the architecture of the station. The public realm design has drawn from the Aotea Station Precinct material palette to ensure an appropriate network wide identity, whilst allowing for bespoke elements specific to the local area.

54.1 (b) (v)

Existing and New Building Structures.

Formatting error in condition set, as agreed with Council. Responses to ‘existing and new building structures’ are addressed in 54.1(b)(vi) to (xii).

54.1

(b) (vi) Built Heritage:

• Where built heritage is required for City Rail Link station requirements, adaptive reuse strategies should be considered to preserve the building’s role in establishing the streetscape and urban character.

• The development of new buildings and structures should minimise impact on, and disturbance of, Built heritage listed by Heritage New Zealand or the Auckland Council District Plan that play a significant role in establishing the streetscape and urban character of the local area.

54.1 (b) (vii) Bulk, Scale and Massing:

• Bulk, scale and massing of structures resulting from the City Rail Link (station buildings in particular) should be sympathetic with the surrounding built urban form.

• Karangahape Road station building(s) should be sensitively designed so as to contribute positively and to complement the good public realm and urban form qualities that currently exist in this area of Karangahape Road, Pitt Street and the upper end of Beresford Street.

Mercury Lane building alignment considers the Mercury Lane Theatre to the north. The north eastern corner of the building aligns to the Mercury Lane Theatre façade; this creates a continuous streetscape.

The design of the buildings within Beresford Square entrance are dictated by the below ground structure. This locates the service block, entrance and vent structure. We have designed these structures to be as efficient as possible, to minimise the impact in the urban realm and within Beresford Square. The design of the entrance is a simple, glazed structure in order to respect the adjacent heritage buildings which are in close proximity.

The Beresford Square Entrance canopy north and south profile is set back from the existing canopies beside it. The canopies are also positioned higher than the existing canopies of adjacent buildings to allow natural light in, and allowing for a vertical separation between building canopies. The size of the entrance is as small as possible whilst maintaining weather protection to the entrance from the east, north & south. Consideration was given to different design options, however a simple design aligned with the Fourth Element narrative was viewed as the most appropriate in accordance to this design principle, in order to respect the heritage buildings that make up Beresford Square.

The service block has a similar rationale, with the tunnel ventilation shaft dictating the location and mass of the structure. Regarding relationship to the existing buildings, by maintaining the distance from the buildings, and designing these elements to be as small as possible, this would not impact the reading of the building. The existing access way is maintained, so as not to encroach or affect the existing facade.

Bulk, scale and massing of structures resulting from the CRL station buildings are sympathetic with the surrounding built urban form. The largest of the structures is the three-storey Mercury Lane building, noting that this is significantly smaller in scale than the future OSD development that will be directly above and adjacent. Beresford Square buildings are small single level structures, easily integrating within the surrounding public realm.

The intake vent at Beresford Square has been designed as a low-level seating arrangement promoting interaction. The exhaust vent has been designed to be as small as possible, based on functionality and buildability. It will be utilised as a wayfinding column and sculptural object. Both items contribute to the existing environment and add to the station narrative of Tāne Mahuta.

54.1 (b) (viii)

Active Frontage – Structures resulting from the City Rail Link should present an active frontage towards public spaces like streets, squares, pedestrian walkways or station plaza areas provided that this doesn’t conflict with the operation requirements of the station. Where no active frontage is proposed, an explanation of the reasons shall be outlined in the Urban Design DWP.

Actives frontages are provided by the Karangahape design:

• Mercury Lane building accommodates the southern entry to the station with active frontages to Mercury Lane and on the southern façade.

• Mercury Lane entrance is wide and open to the street, allowing unobstructed views into the station from the street. A glazed retail outlet unit in the southern eastern corner and glazed southern façade provide visibility and connection to the public spaces.

• The retail outlet within Mercury Lane building has been strategically located adjacent to the entrance to offer maximum visibility to approaching passengers and provide ease of access, without impeding passenger flow. The retail unit has been located to enhance precinct reactivation, with open views across the unit onto the forecourt, improving CPTED.

• The fully glazed entrance shelter in Beresford Square characterises the northern access from Pitt Street.

• It creates visibility through the urban precinct and allows for passive surveillance.

• The retail outlet at Beresford Square is located within the service block, this is to contribute to the activation of the plaza between the two buildings. Glazed facades to the north and east, create visibility to the precinct.

54.1

(b)

(ix)

Weather Protection – Where practicable, station entrances should provide some weather protection along their frontage (e.g. verandahs, awnings, canopies etc.) and these should be considered as part of the design.

54.1 (b) (x)

Adaptability – The design of structures resulting from the City Rail Link should be able to adapt to change over time (e.g. change of uses, innovations in technology etc.) where reasonably practicable and anticipate opportunities (e.g. additional entrances) that may become possible in the future. The station design should not inhibit wider development opportunities (e.g. above or around

Mercury Lane entrance has weather protection by the overhang of the vertical threshold element. The height of the entrance creates protection from the 45 degree rain angle.

Beresford Square entrance building canopy east projection extends, to provide weather protection from the 45 degree rain angle.

At the service block there is a glass canopy to the east and north. The eastern canopy provides protection to the entrance. The canopy is designed to be walkable, providing easy access to the top side for maintenance and cleaning of the glass and the gutter housed adjacent to the façade.

The station design incorporates the requirements of the OSD located above and beside Mercury Lane station entrance building as discussed in Section 2.3.1.

Karangahape Station has been designed to cater for future patronage demand. In 2018, to reflect revised Auckland population and passenger growth projections, CRLL revised the CRL reference design (based on a ‘6 car’ train station platform design) to enable the station platforms to accommodate 9-car trains (refer Section 2.2).

54.1 (b)

(xi)

station entrances).

Identity – The design of the station entrances should provide an expression that reflects their respective context and local cultural identity. They could reflect, respond and/or interpret local characteristics like natural or Mana Whenua heritage, history, art, particular traits of the local community and unique architectural and urban forms of the area.

Working closely with mana whenua, the stations and their surrounds have been designed in partnership to reflect specific Tāmaki Makaurau narratives special to each station environment. This is described in detail in Section 3.5. The design philosophy of the Karangahape Station draws on the narrative of Tāne Mahuta, God of the forest and the location of the station on Karangahape Ridge. The ridgeline would have been home to the giants of the forest such as Kauri, Totara, Rimu, Rewarewa, aligning with the narrative of Tāne Mahuta.

The station’s identity is expressed through the Threshold Elements which is a unique marker to each station and an opportunity for cultural and human expression within the city. The unique pattern within the Sky Element will also add to the station’s identity and personality.

Materials have been selected to compliment and express these narratives, which includes the use of materials relevant to the locality/geology of the area, grounding them within their immediate and wider historical, and cultural context.

54.1 (b) (xii) Construction Quality – The design and construction of structures resulting from the City Rail Link (station buildings in particular) should be of a quality that lasts over time. Materials should be selected that are highly durable, elegant and vandal resistant where they come into contact with patrons.

Materials selected are highly durable, timeless, elegant, vandal resistant (up to 2.5m above finished floor level, where they come into contact with patrons). Simple, modular systems allow architectural expression while maintaining consistency, efficiency and replace-ability. Where possible, materials have also been selected with a forward-thinking approach to sustainability. The following has been considered in relation to material selection for Karangahape Station:

• Life-cycle cost

• Environmental performance (inc. embodied energy, VOC’s, production by-product hazards, low waste)

• A preference for local manufacturing

• Modular design and design for disassembly

• Local availability/procurement.

• Design life

• Ease of cleaning, repair and available spare parts

• Ease of inspection (where frequent use required)

• Civic quality

• Durable/robust/vandal resistant (inc. anti- treatment)

All materials and finishes and standards of workmanship shall be resilient for the environmental conditions that are reasonably expected to be encountered during the design life. All materials and finishes are resistant to discoloration, leaching, mould growth, corrosion and deterioration due to weathering and UV light.

Mana Whenua Principles – see Condition 49. Response has been provided in Table 7.1.

54.1 (b) (xiii)

8. Strategic Documents

The Karangahape Road Plan 2014-2044

The purpose of the Karangahape Road Plan is to provide a clear planning framework to guide how the area could grow and change over the next 30 years. The CRL has been identified as a significant catalyst for revitalising the area, including providing high quality public transport.

The Plan identifies six key moves, with Key Move 6 being, “Promote the CRL station at Karangahape Road as the catalyst for new investment and growth in the area”. The Plan has prioritised actions and outcomes with the delivery of the CRL and new train station in the Karangahape Road area.

The proposed CRL and train station will have a positive impact on the future development and growth of the Karangahape Road area. It provides an opportunity to improve the Karangahape Road area for all people living, working, and investing in the area, as well as visitors to the area. The Plan provides a unique opportunity to transform Karangahape Road and maximise the opportunities available for development by the city centre land use zone in the Auckland Unitary Plan (AUP) surrounding the new train station.

City Centre Master Plan

The CCMP is a non-statutory guiding document that sets the high-level vision and strategic direction for Auckland's city centre over the next 20 years It applies the Auckland Plan to the city centre through ten outcomes, to be delivered through eight transformational moves and Access for Everyone (A4E)

The CCMP identifies the CRL project as vital to the transformation of the city centre with particular emphasis on the two new stations providing for increased growth and development within 800m of the new stations. The CCMP further identifies the Karangahape Road as a quarter and recommends that a detailed quarter plan is needed to ensure the area accommodates high quality growth, while protecting its heritage and keeping the edge and ‘grit’ for which the area is known. The Karangahape Road Plan has been developed in response to the CCMP and the local opportunities it identifies.

An overview of how the Karangahape Station aligns with the ten outcomes of the CCMP is provided below.

Table 8.1: Response to the ‘ten outcomes’ of the CCMP CCMP

Outcome 1: Tāmaki Makaurau - Our place in the world

Tāmaki Makaurau / Auckland's city centre is a place where we actively recognise and celebrate our historic heritage as a driver of positive change and placemaking.

Outcome 2: Connected City Centre

The city centre in Tāmaki Makaurau / Auckland should have safe, healthy and sustainable travel

Refer to response in Transformational Move 1’ Māori Outcomes’ (Section 8.3.1)

The construction of CRL supports this outcome, by providing a sustainable travel option.

options both inwards and outwards. This will improve people’s access and choice of transport modes.

Outcome 3: Accessible and inclusive city centre

This outcome focuses on an accessible and inclusive city centre. We want a city centre that is welcoming to all in Tāmaki Makaurau.

Outcome 4: Green city centre

This outcome is about restoring our biodiversity and ecological systems (Mauri Tu). Doing this will deliver a healthy and happy city centre in Tāmaki Makaurau.

Outcome 5: Public life

Public space or realm is the glue that holds the city centre together, the canvas for public life. It needs to work well for everyone who spends time in Tāmaki Makaurau. This outcome aims to for everyone in the city centre to feel safe and comfortable, and experience enjoyment.

Outcome 6: Residential city centre neighbourhoods

Auckland’s city centre is an increasingly popular place to live. As the city centre population grows and matures, this outcome shapes the city centre’s public realm, housing supply and social infrastructure to deliver a highly liveable city centre.

Outcome 7: Quality built form

This outcome aims to deliver a well-designed and planned city centre. It links the City Centre Masterplan and Waterfront Plan to Auckland's statutory planning and design tools.

Outcome 8: Heritage defined city centre

We want to increase understanding, protection and conservation of city centre heritage places, landscapes and stories. Our city centre should actively recognise and celebrate Auckland’s historic heritage as a driver of positive change and placemaking.

Outcome 9: Sustainable city centre

This outcome aims to shape our approach to transport, air quality, water quality and climate change in the city centre. It focuses on the Auckland

Page 94 | Karangahape Station and Public Realm Reinstatement

The design of the station and public realm has been designed to be universally accessible.

Refer to Section 7.4 – response to principle

47.2(c)(ii) Universal Access

The Capital Projects Accessibility Group have been actively engaged throughout the design process.

Refer to Section 7.2 – response to principle 49.1(a)(v) Mauri tū

Beresford Square and the Mercury Lane entrance will provide a space outside the station entry for people to sit and enjoy the space. This has been designed in accordance with CPTED.

Not applicable to the CRL Karangahape Station

The Karangahape Station and precinct has been thoughtfully designed, in line with the CRL designation principles.

Refer to Section 7.5 – response to principle 54.1(b)(xii) Construction quality, with regard to meeting the goal of developments that are of exceptional design quality.

Refer to Section 7.5 – response to principle 54.1(b)(vi) Built Heritage, with regard to how the design of the station has taken into account existing built heritage.

The construction of CRL is helping towards the goal of zero-emissions in the city centre. In addition, the reuse of materials has occurred where possible. This includes the reuse of basalt for bespoke seating and over ordered paving from the C1 contract.

Climate Action Framework and Outcome 5 of the Auckland Plan 2050.

Outcome 10: Prosperous city centre

This outcome sets out practical ways to develop the city centre so it can continue to thrive as an economic centre and cater for the needs of our diverse population. The city centre will enable business and urban development, and deliver a globally-competitive quality of life within a flourishing economy.

Access for Everyone

The CRL has been identified as a significant catalyst for revitalising the area, including providing high quality public transport. The CCMP identifies the CRL project as vital to the transformation of the city centre providing for increased growth and development within 800m of the new stations

A4E is a coordinated response that manages Auckland's city centre transport needs by:

• limiting motorised through-traffic

• prioritising access to city centre destinations

• creating new spaces

• improving access for servicing, freight and delivery

• favouring public transport, walking and cycling.

The design of the Karangahape Station Precinct has prioritised public transport and active modes. Streets have been designed to minimise conflict between modes and provide comfort, safety and accessibility. This has been done through:

• Maximising footpath widths and minimising clutter on the footpaths;

• Providing seating along walking routes and cycle racks and spaces for scooters near station entries; and

• Providing no general parking spaces on the street, with some loading/service spaces only

Transformational moves

8.4.1.

Māori Outcomes

• The Auckland Plan 2050 Māori Identity and Wellbeing outcome states that a thriving Māori identity is Auckland's point of difference in the world.

• This transformational move anticipates a range of interventions and systemic changes to bring mana whenua presence, Māori identity and life into the city centre and waterfront.

• It confirms the role and function of this area as the traditional gateway and origin point of Auckland/ Tāmaki Makaurau.

The CRL is leading the way in delivering on this transformational move. The project has already been recognised internationally for the design and how it has been developed in partnership with Mana Whenua, and as result readily reflects the Māori culture in its architecture.

Working closely with Mana Whenua, the stations and their surrounds have been designed in partnership to reflect specific Tāmaki Makaurau narratives special to each station, as well as more universal narrative across all the stations. Wayfinding signage within the station and within the precinct will be provided in both English and te reo Māori.

Page 95 | Karangahape Station and Public Realm Reinstatement

Mana whenua have suggested the station be named Karanga-ā-hape. Supporting this name would respond to the Māori names for spaces, features and developments outcomes sought in the CCMP.

8.4.2. Transit orientated development

The vision of this transformational move includes achieving the following:

• Developing bustling hubs centred on rapid transport nodes (eg CRL)

• Creating high quality, highly accessible public realm connecting public transport passengers with city centre streets

As stated in the CCMP, Auckland's city centre connectivity is being transformed by rapid transit. CRL stations at Britomart (downtown), Aotea Quarter (midtown), Karangahape Road (uptown), Mt Eden and Dominion Road Junction (city fringe) will become key development areas.

The design of the Karangahape Station Precinct provides a high quality, highly accessible public realm. This is achieved through the following, in line with the CCMP:

• Wider footpaths to create higher capacity and more generous walking environment.

• More space for safe and pleasant waiting zones for passengers using buses.

• Mobility access and local property access allowed.

• Space for street trees, planting, seating and other place-making elements.

• Bike parking at transit stops for ease of first/last mile trips.

Appendix A: Relevant CRL Conditions

Ref

Condition 7 - Community Liaison Groups

7.4 In addition to the requirements in Condition 5, the purpose of the Groups shall be to:

d. Provide feedback on the development of the CEMP and DWPS.

7.5 The Requiring Authority will consult with the Group in respect of the development of the CEMP and DWPs.

Condition 8 - Mana Whenua Consultation

8.3 The role of the mana whenua forum may include the following:

a. Developing practical measures to give effect to the principles in the Urban Design DWP (refer to Condition 49);

c. Input into the preparation of the CEMP and DWPs;

8.4 The mana whenua forum may provide written advice to the Requiring Authority in relation to any of the above matters. The Requiring Authority must consider this advice and the means by which any suggestions may be incorporated in the City Rail Link project.

Condition 10 – Outline Plan Requirements

10.2 The plans listed in Condition 10.1 above must clearly document the comments and inputs received by the Requiring Authority during its consultation with stakeholders, affected parties and affected in proximity parties, and any recommendations received as part of the Independent Peer Review Panel process (where applicable), along with a clear explanation of where any affected party comments or peer review recommendations have not been incorporated, and the reasons why not.

10.4 These plans should clearly show how the part integrates with adjacent City Rail Link construction works and interrelated activities. This particularly applies where the Urban Design DWP is submitted as a number of plans.

Condition 11 – Independent Peer Review of CEMP and DWPs

11.1 Prior to submitting the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) to Auckland Council for the construction of the City Rail Link, the Requiring Authority shall engage suitably qualified independent specialists agreed to by Auckland Council to form an Independent Peer Review Panel. The purpose of the Independent Peer Review Panel is to undertake a peer review of the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) and provide recommendations on whether changes are required to those plans in order to meet the objective and other requirements of these conditions.

11.2 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with condition 39) must clearly document the comments and inputs received by the Requiring Authority during

Section 4.5 And Appendix B

Section 4.5 And Appendix B

Section 4.2 and Section 7.2

Section 4.2 and Section 7.2

Section 4.2

Section 4 and Appendix B

Section 2.3

Section 4.10 and Appendix B

Appendix B

its consultation with stakeholders, affected parties and affected in proximity parties, along with a clear explanation of where any comments have not been incorporated, and the reasons why not. This information must be included on the CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) provided to both the independent peer reviewer and Auckland Council as part of this condition.

11.3 The CEMP, DWPs, SSCNMPs and SSCVMPs (other than those prepared in accordance with Condition 39) submitted to Auckland Council shall demonstrate how the recommendations from the independent peer reviewers have been incorporated, and, where they have not, the reasons why not.

Condition 47 - Urban Design Principles

47.1 The objective of the Urban Design DWP is to enable the integration of the CRL’s permanent works into the surrounding landscape and urban design context.

47.2 An Urban Design DWP shall be developed to ensure that the areas within the designation footprint used during the construction of the City Rail Link are to be restored and the permanent works associated with the CRL are developed in accordance with urban design principles. The following Principles from the Urban Design Framework submitted as part of the Notice of Requirement documents will be used to inform the Urban Design and Landscape Plan:

a. Mana Whenua Principles – see Condition 49;

b. Movement and Connections

i. Existing Networks - Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure.

ii. Entrance Location - Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.

iii. Intuitive Orientation - The location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network.

iv. Way Finding - Coherent signage should be utilised to aid intuitive orientation and way finding.

v. Mode Integration - Spatial integration with bus stops as well as kiss and ride should be facilitated where possible without imposing on the quality of public realm.

vi. Bicycle Parking – Appropriate numbers of safe bicycle storage or parking should be provided in each station environment.

vii. Street Crossings - Safe pedestrian street crossings shall be provided in the immediate vicinity of station entrances to the extent practicable. The provision of level street crossings is preferable over any grade separated solutions.

Appendix B

This document

This document

Section 7.2

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

Section 7.3

viii. Footpaths – Footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations.

c. Public Realm and Landscape –

i. Existing Streetscape – Structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space.

ii. Universal Access - Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces).

iii. Safe Environments - Structures resulting from the CRL should promote safe environment. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths.

iv. Reinstated Surfaces - The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area.

v. Station Plazas - The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area.

vi. Public Art - Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana Whenua cultural narratives history, art and particular traits of the local community.

vii. Landscape Planting – Plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana Whenua cultural narratives.

viii. Entrances within the Road Reserve - Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage.

ix. Utility Structures - Above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated with other buildings.

Section 7.3

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

Section 7.4

x. Where landscapes planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g. vehicle parking and access requirements). NA

47.3 The Urban Design DWP shall show how these principles have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded or otherwise to these principles and initiatives.

Section 7

47.5 The Requiring Authority shall request the Auckland Council to refer the Urban Design DWP to the Auckland Urban Design Panel (or other equivalent entity (if any) at that time) and invite the Auckland Urban Design Panel to comment on:

a. The degree to which the Urban Design DWP has appropriately responded to the principles listed in 47.2 and 49.1;

b. The degree to which station plans have appropriately responded to the principles listed in Condition 54.1

47.6 As part of the Urban Design DWP submitted, the Requiring Authority shall:

a. Provide a record of feedback received from the Auckland Urban Design Panel (or equivalent entity at that time);

b. Provide detail of how the Urban Design DWP has responded to any feedback received from the Auckland Urban Design Panel (or equivalent entity at that time) and, where they have not, the reasons why;

c. Provide detail regarding the degree to which the community stakeholder, affected party and affected in proximity party feedback has been considered and where applicable incorporated into design. Where feedback has not been incorporated, the Requiring Authority shall provide comment as to reasons why the feedback has not been incorporated;

d. The information set out in (a), (b) and (c) above must be included in the Urban Design DWP submitted to both the independent peer reviewer and Auckland Council as part of the Outline Plan.

Condition

48 - Mitigation Planting Requirement

48.1 The Urban Design DWP shall include any replacement planting proposed to mitigate the adverse effects of tree and vegetation removal from within the designation footprint. It is acknowledged that the mitigation of effects of tree and vegetation removal will be considered in response to the urban design principles of Condition 47.

Section 4.9 and Appendix B

Section 4.9 and Appendix B

Section 4.9 and Appendix B

Appendix B

Appendix B

Section 4 and Appendix B

Noted

Section 6.6

Condition 49 - Engagement with Mana Whenua and Mana Whenua Principles

49.1 The Urban Design DWP shall include:

a. How mana whenua (see Condition 8) have been engaged with during its development in relation to the implementation and interpretation of the Principles set out under Condition 47, and particularly in relation to the mana whenua principles set out below:

i. Mana / Rangatiratanga – As the original local authorities of Tamaki Makaurau, Iwi require high level Treaty based relationships with all key stakeholders including the Requiring Authority and Auckland Council which recognise their Tangata Whenua status in order to fulfil their roles as kaitiaki. Such partnership relationships can then inform engagement with AT / Council at all levels including direct involvement with design consortia. Relationships are required at governance and senior management levels. Such relationships are a precursor to actualising the other 6 principles.

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Section 4.2 and Section 7.2

Section 7.2

ii. Whakapapa – Names and genealogical connections– reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the most appropriate names are identified to develop design, interpretation and artistic responses.

iii. Tohu – Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices.

iv. Taiao – Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) – promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites.

v. Mauri tu - Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site - in particular focusing on the quality of wai /water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encounters should be carefully treated with Mana Whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works.

vi. Mahi toi – Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art.

vii. Ahi kaa – Need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi- kaa and kaitiaki roles in and around the CRL route and new station precincts; and

b. A summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations. The summary must include a clear explanation of where any comments have not been incorporated and the reasons why not. The summary must be included in the Urban Design DWP submitted to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan.

Condition 51 - Specific Area Requirements: Karangahape Station area

51.1 For this designation the Urban Design DWP shall include restoration plans (showing how the following are to be restored following completion of the City Rail Link construction works):

a. Beresford Square and Street including where surface works have occurred within Pitt Street; and

b. Mercury Lane.

51.2 The restoration plan for this designation shall demonstrate how street upgrades and public realm improvements have been

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Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 7.2

Section 4.2 and Section 7.2

Appendix D

Appendix D

51.3

considered when Beresford Street, Pitt Street and Mercury Lane are reinstated. This should include as a minimum:

a. How the design and construction utilises material palettes, planting schedules and street furniture that are coherent with the surrounding streetscape character.

b. Methods for street upgrades and public realm improvements.

c. With reference to condition 47.2(c)(ii), in Mercury Lane how either a maximum gradient of 1 in 12 for the footpath and approaches to the Station will be achieved, or the compensatory measures to be introduced to address a steeper grade. The number and location of any pause points to improve accessibility should be identified, taking into account other users of the footpath.

Final public realm design for Mercury Lane shall include the following features:

a. The widening of footpaths of both sides of Mercury Lane between Karangahape Road and the station entrance including the provision of level pause points at intervals within the paved areas with seats and soft landscaping;

b. The forming of a new public laneway between Mercury Lane and East Street, beside the southern edge of the station entrance building;

c. The forming of a raised street surface pedestrian crossing between Cross Street and the station entrance;

d. New street lighting to Mercury Lane; and

Section 6.4, 6.5 and 6.11.2 and Appendix D

Section 6 and Appendix D

Section 6.11.6

Section 6.11 and Appendix D

Section 6.11.7 and Appendix D

Section 6.2 and Appendix D

Section 6.7 and Appendix D

e. Resurfacing of all roadway surfaces affected by the works. Appendix D

Condition 54: Station Plan Requirements

54.1 The Urban Design DWP shall include a Station Plan/s (report and design plan/s as required) and include the following:

a. The design details showing both the above ground and below ground elements of the station/s;

b. How the above ground and below ground design of the stations has taken into account the following principles:

i. Overarching - stations should achieve a successful and memorable transport experience.

ii. Function - stations will provide safe, functional and clear transport solutions.

iii. Performance - stations will provide a credible, sustainable design outcome that responds to climate, site and social economics.

iv. Personality - stations will provide an expression that contributes to their context and local identity and will respond to an appropriate network wide identity.

v. Existing and New Building Structures.

vi. Built Heritage:

• Where built heritage is required for City Rail Link station requirements, adaptive reuse strategies should be considered to

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Section 5 and Appendix C

Section 5 and Appendix C

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

preserve the building’s role in establishing the streetscape and urban character.

• The development of new buildings and structures should minimise impact on, and disturbance of, Built heritage listed by Heritage New Zealand or the Auckland Council District Plan that play a significant role in establishing the streetscape and urban character of the local area.

vii. Bulk, Scale and Massing:

• Bulk, scale and massing of structures resulting from the City Rail Link (station buildings in particular) should be sympathetic with the surrounding built urban form.

• Aotea Station building frontages should correspond with the road reserve boundary unless a specific station plaza area is intended.

• Karangahape Road station building(s) should be sensitively designed so as to contribute positively and to complement the good public realm and urban form qualities that currently exist in this area of Karangahape Road, Pitt Street and the upper end of Beresford Street.

• The redevelopment of land acquired for the Mt Eden Station provides the opportunity for a continuous active building frontage to correspond with the road reserve boundary, providing:

- This does not conflict with the operation requirements of the station; or

- Unless a specific station plaza area is intended.

viii. Active Frontage – Structures resulting from the City Rail Link should present an active frontage towards public spaces like streets, squares, pedestrian walkways or station plaza areas provided that this doesn’t conflict with the operation requirements of the station. Where no active frontage is proposed, an explanation of the reasons shall be outlined in the Urban Design DWP.

ix. Weather Protection – Where practicable, station entrances should provide some weather protection along their frontage (e.g. verandahs, awnings, canopies etc.) and these should be considered as part of the design.

x. Adaptability – The design of structures resulting from the City Rail Link should be able to adapt to change over time (e.g. change of uses, innovations in technology etc.) where reasonably practicable and anticipate opportunities (e.g. additional entrances) that may become possible in the future. The station design should not inhibit wider development opportunities (e.g. above or around station entrances).

xi. Identity – The design of the station entrances should provide an expression that reflects their respective context and local cultural identity. They could reflect, respond and/or interpret local characteristics like natural or Mana Whenua heritage, history, art, particular traits of the local community and unique architectural and urban forms of the area.

xii. Construction Quality – The design and construction of structures resulting from the City Rail Link (station buildings in particular) should be of a quality that lasts over time. Materials should be

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Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

Section 7.5

selected that are highly durable, elegant and vandal resistant where they come into contact with patrons.

xiii. Mana Whenua Principles – see Condition 49.

c. How these principles have been used to guide and influence the design, and how the design has responded, or otherwise, to these principles and initiatives; and

d. A summary of the engagement with mana whenua (see Condition 15) and identification of where design has incorporated the mana whenua principles and other mana whenua aspirations into station design. The summary must include a clear explanation of where any comments have not been incorporated and the reasons why not. The summary must be included in the Urban Design DWP submitted to both the Independent Peer Review Panel and Auckland Council as part of the Outline Plan.

Section 7.2

Section 7.2 and Section 7.5

Section 7.2 and Section 7.5

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Appendix B: Record of Engagement

Table 1: Urban Design Panel – Feedback from November 2014, October 2016 and October 2020

Meeting Details Review Comments /Recommendations

Project: Beresford Square

Location: 35 Albert Street

Date: 27 November 2014

Time: 12-5pm

Members: Ian Munro, Rachel de Lambert, Rewi Thompson, Nigel Richards and Pip Cheshire

Mana Whenua Design Principles:

The applicant is congratulated for giving due recognition to the recently developed Te Nga Ara principles. However, the panel recognises that the design is not yet resolved and notes that:

• Each reference proposed must be explored and translated appropriately;

• Each cultural reference must be consistent throughout the station precinct (both above and below ground);

• The panel cautions that too many references, or references that are applied too literally, may diminish the strength of the messages being communicated;

• Cultural references should be integral to the design rather than applied to it; and

• Auckland is a multi-cultural community and therefore any Maori references should be integrated with other cultural references.

Movement & Connections

• The approach to Pitt Street proposed does not achieve the level of pedestrian and cycle priority that such a high-profile and significant public transport node demands.

• The panel expects further development of the public transport / bus / taxi / ‘Kiss and Ride’ arrangements.

• The panel encourages a reconsideration of the Poynton Terrace fire truck access/ solid median.

• The panel remains unclear on the relationship between a possible pedestrian crossing on Pitt Street and the adjacent K’Rd Barnes Dance. The pedestrian experience between the station entrance and K’Rd must be integrated.

Response

A response to the recommendations were provided to the UDP on the 9th of January 2015. The responses provided were as follows:

Movement & Connections

• Improving ped / cycle priority in Pitt Street – allocation of space within the street section is highly contested. We are working to resolve this by looking comprehensively at the street and public realm together in this area – this includes the vents, skylights and transformers.

• Too many pedestrian crossings Pitt Street – we agree and plan to remove the ped crossing immediately facing the station

• Pitt St Median – this is a requirement of NZ Fire Service - specifically in front of Poynton Terrace. Therefore this will need to be retained

Existing and new buildings / structures

• Providing Mercury Lane Entrance from Day 1 –there is no current budget for this element, therefore this will remain as a future proofed option only

• Roof canopy / entrance building – we will continue to develop our design in terms of relationship to existing building and minimising blank or inactive frontage

• Retail uses – we aim to improve activity within the station building and the proposed retail unit will be kept.

Journey between street level and platform

Public Realm and Landscape

• The panel acknowledges the applicant’s statement that the landscape design is yet to be advanced and it therefore offers no comment.

• The panel considers that the design shown for Pitt Street and Beresford Square has not been approached from the point of view of enhancing Auckland’s public realm. At this point, engineering requirements appear to be the design driver. In particular, the air vents, transformers and sky-lights dominate the aboveground experience. The panel recommends that a specific design exercise looking at Beresford Square, the station entry structure, and Pitt Street (extending to K’Rd) as a single high-profile public space is necessary.

Existing and New Buildings / Structures

• The panel supports the principle of designing the Beresford Street entrance as the station’s celebratory public main entry and the Mercury Lane (future) entry as a secondary entrance integrated with a new building.

• The panel considers there would be benefit in establishing access to the Mercury Lane entrance from day one.

• The panel is not convinced that the proposed Beresford Street roof canopy and building is currently appropriate for the following reasons:

- Incomplete interpretation and expression of the metaphor

- Too literal interpretation of the metaphor

- Relationship to context (built character)

- The proposal currently dominates Beresford Square and marginalises the spaces to either side.

• The panel recommends that the regeneration of the Beresford precinct would be better served by

• We disagree with the points made regarding the customer journey –we believe the architecture will result in a memorable experience

Project: Reference Design for Aotea, Karangahape and Mt Eden Stations

Location: 135 Albert Street

Date: 6 October 2016

Time: 9am-4pm

Members: Ian Munro, Rachel de Lambert, Jon Rennie and Rewi Thompson

reinforcing existing retail tenancies rather than providing one within the building.

• Notwithstanding the above, the panel does not support the degree of inactive and solid edge on the south side of the Beresford Station building.

The Journey between Street Level and Platform

• The panel considers that the access solution is currently based on engineering efficiency rather than designed to give a memorable place-specific experience.

• The panel considers that further work is required to develop a quality experience and recommends that to be comfortable and successful the route between street level and platforms needs to be a carefully considered journey including:

- Avoiding sudden changes in direction (e.g. the journey should be more fluid);

- A welcoming, generous, safe and accessible space;

- Recognition of the subterranean geomorphology through design and artistic expression;

- Avoiding spatial monotony by varying the width, height and depth of paces; and

- Be as short, direct and convenient as possible.

Overall Project

• The Panel is at this stage unable to offer full support on account of the level of further and detailed design resolution still to occur. The Panel signals its interest in ongoing involvement through to design completion.

• The project is a wonderful opportunity to express and identify our culture for the city of Auckland and to use the creation story of Papatuanuku and Ranginui. This is supported, provided that it is appropriated in a holistic way including the supporting elements of their children i.e Ruaumoko or Tāne etc.

• The Panel notes that in the earlier presentations made to it, the applicant emphasised the importance of the

A response to the recommendations were provided to the UDP on the 30th of November 2016. The responses provided were as follows:

• We accept the Panel reluctance to offer full support for the project at this preliminary stage of design work (40%) although we have heard no issues arising that seem to have given the Panel any real concerns on the design. We have already negotiated with the Council urban design team to include further Panel sessions going forward as the City Rail Link design progresses through concept development, developed design and into detail design.

• We agree with and appreciate the support of the Panel that this project is a wonderful opportunity to express and identify our culture for the city of Auckland [and visitors] and to use the creation story of

diversity between the station locations and their conditions. This appears to have changed through the course of the presentations without clear justification. The Panel considers there is strength in reflecting the different geomorphological condition of each site in the station building. The Panel is comfortable with the principle of some form of commonality between the station buildings, but considers that at this time there is insufficient differentiation between the stations. For example, the use of the same earth material, palette and finish across the three stations despite three very different geological conditions.

• The Panel notes that the station buildings and their curtilage will require a number of detailed design elements such as canopies, bollards and bike stands. These have the potential to cumulatively undermine the clarity of the design, the Panel recommends that these are integrated to reinforce the story. The Panel is not supportive of the extension of the station design language through to small scale accessory buildings e.g vent shafts. The Panel recommends a different approach be taken.

Karangahape Station

• The Panel does not support the current expression and location of the emergency egress and the TVS Shaft and considers that it detracts from rather than complements the urban environment. Regardless of location, these structures should have a different architectural language to the main station building. As previously stated, the Panel would prefer such elements to be incorporated into buildings on the edge of the street/lane.

• The Panel is supportive of the incorporation of the fold in the station building following the Mercury Lane bend however considers that as designed the lower southern part of the building appears to fall away. The Panel recommends further investigation of how the

Papatuanuku and Ranginui [as a core part of that expression.] So long as it is treated in a holistic way to include supporting elements of their children [at the relevant stations as described by the Mana Whenua.]

• We continue to emphasize the importance of diversity between the stations and agree that our renders and reference design documentation will need to be tweaked to better reflect differences in the earth element (the geomorphology), the thresholds (the expressive art response pertaining to each station’s atua) and the sky element of the entrance buildings.

• We thank the Panel for the suggesting we make the infrastructure elements that are not the station entry buildings a 4th element rather than trying to force the creation story in the same way as the multi storeyed buildings. We have already started to examine this further and feel it is a better outcome in design, wayfinding and place making across the City Rail link.

• Design of canopies will be built into the design of buildings; bike stand requirements will be as advised through Auckland Transport and are likely to be a standard response, with the bollards yet to be determined but were security is required possibly also be standard that is tried, tested and proven.

A response to the recommendations were provided to the UDP on the 30th of November 2016. The responses provided were as follows:

• As previously noted the external infrastructure elements not part of the station building are being progressed as a 4th design element.

• Further work is being undertaken as to the final possible locations within the street environment of the emergency stairs and vent.

• Further design evaluation of how the station building addresses the street edge and the over site development is part of the final reference design review underway now.

• The Mercury Lane Street layout will be mandated as part of the reference design material to the contract bidders. As is the design for the lane to east street.

Project: Beresford Square

Location: 135 Albert Street

Date: 1 October 2020

Time: 1.30-5pm

Members: Ian Munro, Will Tresher, Lucy Tukua, Jon Rennie

building is grounded at this point and how the sky elements connect to it.

• As discussed with the Aotea Station, the positioning and design of structural columns and other elements need further refinement and reconciliation with the overall concept

• The Panel considers that the public open space environment of Mercury Lane should be confirmed as should the design of the future laneway to East Street. The Panel would support removal of the kiss and ride spaces and requires the prioritisation of pedestrians over vehicle crossings.

• The Panel strongly considers that the design of the station must include parameters for any future over building including that it should be recessed / set back to a building line consistent with that shown to the Panel.

Narrative and Design Strategy

The proposal is in need of a clear rationale and narrative setting out the following:

• The cultural narrative and role in shaping the proposed built form and public space outcome.

• The existing context of the neighbourhood.

• The technical constraints that must be accommodated.

• The vision for Beresford Square and the former street as a public space.

• The above and below ground relationship of this portal with the Mercury Lane portal in terms of use, significance and destination.

No formal response on record

• The role of the Beresford Station structures as part of the above.

• The rationale for whether one or multiple structures is desirable.

• The operational outcomes for the street/space in terms of pedestrian volumes, flow and movement.

• The relationship with adjacent buildings, retail or other supporting uses, and their built heritage sensitivity.

• Supporting descriptive analysis explaining how each proposed space and structure will be used. For example, when the Panel considered the Precinct Properties development between Britomart Square and Albert Street, information on pedestrian levels of service and the appropriate width of the pedestrian linkage that has been created was provided.

When considering the above, the Panel recommends that the applicant places as highest priority a recognition that this portal will occupy the centre of a public street and be the primary address for this station. A high standard of design quality of the built structures and open spaces reflecting these is essential.

Feedback on Concept Presented

Notwithstanding the Panel’s uncertainty of the design rationale, and based on what was presented, the Panel is not supportive of the current approach. In particular, the following elements were of concern:

• The lack of resolution of whether the station portal building is a landmark in its own right or a subordinate occupant of the street.

• The use of bollards generally but in particular separating the Pitt Street footpath from the entry plaza.

• The design rationale for the proposed trees in the Grove and its purpose as an open space.

• The configuration and size of the Grove, the drop off area and private property access lanes.

• The service block in its entirety.

• The sequence of standalone / poorly integrated structures and spaces and how they act as a whole.

• The edge conditions created along each side of the portal building facing the adjacent properties (the need for eaves and the role of the plinth).

Table 2. Urban Design Panel – Feedback from November 2021 on Draft Urban Design DWP

Review Comments /Recommendations Response Introduction

The Panel thanks the Applicant for its presentation. The Panel also thanks the Applicant for the time and effort taken in briefing the Panel and providing information ahead of the Panel session.

There are many aspects of this part of the project that the Panel supports. For simplicity, the comments below represent those areas where the Panel is not in agreement that an acceptable outcome has been achieved.

The Panel also refers to previous station comments in terms of commercial signage placed in the station or its buildings. These apply equally to this station.

CRLL thanks the UDP for their review and comments.

The role of the UDP in relation to reviewing this Urban Design DWP is set out in Condition 47.5, which specifically directs the Panel to comment on ‘the degree to which the DWP appropriately responds to the principles listed in Conditions 47.2, 49.1 and 54.1’. We note, that by and large, the Panel’s comments more directly address matters of design and design outcome, and do not address the degree to which the DWP appropriately responds to the principles listed in these conditions. In this regard, while the panel has taken the time to comment on the opportunities that they see for design enhancement, the comments largely do not relate back to the designation conditions or relevant design principles or their requirements (except for some of the comments made by Lucy Tukua on mana whenua principles).

In essence, the urban design principles (Condition 47.2), the mana whenua principles (Condition 49.1), and the Station Plan principles (Condition 54.1) establish a framework to guide and influence the design. The DWP is required to show how the principles have been used in this regard, and how the design has responded or otherwise to the principles. Importantly, the principles do not define or prescribe specific design outcomes. The Link Alliance is of the view that the principles have been used to guide and influence the design and the DWP appropriately responds to the requirements of the designation conditions.

Review Comments /Recommendations Response

Accordingly, our response below addresses both the Panel’s observations on the design, and how the matters required under the designation conditions apply and how these have been addressed through the design development process (where applicable).

We note the previous comments from the panel on commercial signage (that that commercial signage across platform walls and panels would be unacceptable and that commercial signage should be limited to platform-level walls behind the train setdowns). In response to this, commercial signage is not considered to form part of the Urban Design DWP (i.e., not relevant to the designation conditions). Any commercial signage within the building will need to meet ATs requirements.

Mercury Station

The Panel considers the ground plane at the retail kiosk, including the planters in front of it, are cluttered and result from the placement of the store and its public access. The Panel suggests that consideration be given to placing the retail kiosk entrance on the laneway, both to help activate it, and simplify the movement paths in front of the building’s front. This would allow simplification and consolidation of the landscaping structures.

Response on designation conditions:

Responses to the relevant design principles are addressed below.

Condition

54.(b)(viii)

Active Frontage – the retail outlet has been strategically located adjacent to the entrance to offer maximum visibility to approaching passengers and provide ease of access, without impeding passenger flow. The retail unit has been located to enhance precinct reactivation, with open views across the unit onto the forecourt, improving CPTED. It is also noted that the glazed retail unit located in the south-east corner provides visibility and connection to the laneway.

Condition 47.2(b)(i) Existing Networks – Mercury Lane station entrance will have a positive impact on the existing street network and surrounding businesses. The widening of footpaths and raised table outside the station entrance improves the pedestrian experience of the street and creates a safer urban environment. It is noted that pedestrian modelling has been undertaken to ensure spaces outside entrances are sufficient for expected patronage, as well as consultation with CPAG to ensure accessibility requirements are met.

Response on design matters:

Relocating the retail kiosk entrance on the laneway is not possible for the following fundamental reasons:

- From a functional and structural perspective, there is a very large structural perimeter beam to the laneway surrounding the four-level escalator void which is integral to the overall station structure.

- The retail floor level would need to be lowered by almost 2metres, resulting in the escalators not fitting as the headroom is compromised.

- Changing the retail entrance to be accessed from the laneway would require an all-encompassing redesign of the mercury lane station building.

In terms of the threshold feature, the Panel supports the iwi narrative proposed and considers that the scale of the chevron pattern be sufficient that it can be readily seen and appreciated by pedestrians on the far side of the street. The Panel also considers that given the

Noted. These comments will be discussed with the mana whenua artist. It is also noted that the Threshold Element is a collaborative art/design piece, and not a piece of public art.

Review Comments /Recommendations Response

narrative, the sculpture should be physically carved and then turned directly into a mould. This would give it a more authentic standing as a work of art.

The Panel appreciates the insight given into the on-going development that is occurring to the sky element and supports this. The Panel is however concerned that whatever the final design reached, the recess of the Over Station Development (OSD) behind the building has significantly reduced over time and there is a risk that unless the base of that building is visually integrated so as to complement that feature it will not be successful. This may require some form of management of the design of the OSD.

In terms of the service lane access and emergency exit, the Panel considers that any gate should be a designed object that complements the architecture of the station building, and not be a generic ‘off the shelf’ barrier.

Mercury Public Realm

The Panel is not supportive of the dog-leg that has been introduced. Given the narrow width of this space, the dog-leg is a compromising outcome.

The Panel suggests that consideration be given to better integration of the laneway into the OSD and whether it might be more successful as a roofed arcade.

The Panel is very supportive of the organic, timber look and feel of the vent / seating design in Beresford Square. By comparison, the seats and planters in front of the Mercury Station seem austere.

The Panel recommends integrating the two station buildings through the public realm and to that end the style and aesthetic of the Beresford Square seats should be used in Mercury Lane.

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Noted, however this is outside of the Link Alliance scope. The panels feedback will be passed onto Eke Panuku.

Noted. The gate is a bespoke design for the station and compliments the architecture of the station.

The ‘dog leg’ is a reflection of the existing property boundary east of the laneway. Discussions are occurring around the possibility of straightening the property line. However, this not part of the scope of the Urban Design DWP.

Noted, however the integration of the laneway into the OSD is outside of the scope of the DWP.

Response on designation conditions:

The Panels comment relating to the Mercury Lane seating and planters are a design preference, and do not comment on how the design has/has not responded to the design principles. The most relevant design principle would be 47.2(c)(i) existing streetscape, where “structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space”. It is considered the current design of the pause points and planters appropriately responds to this principle.

This noted, the opportunity identified by the Panel is being further explored, as described below.

Response on design matters:

Review Comments /Recommendations Response

The pylon signage proposed visually clutters and does not flatter this space.

The Panel is strongly opposed to this structure including its design and scale. The Panel sees no compelling narrative to justify its extent of occupation of this street, and how severely it closes-in the two sides of the street. The Panel is in particular not supportive of its scale and side / rear eaves. The Panel suggests that a more artistic and expressive alternative be considered such as:

Pause points on Mercury Lane are being revisited to better fit the later development of the Beresford Square timber seating. Outside the station, timber seating is also being investigated in line with Beresford Square and Aotea timber seating.

These items will be resolved before submission of the DWP to Council.

Noted. Signage location has been agreed with AT and is consistent with their approach of pylon signage around the stations.

Response on designation conditions:

It is noted that in the presentation to the Panel, information was provided on the site constraints and the justification for the size of the entrance building. Details of this are explained below in the design response.

Condition 54.1(b) of the CRL designation conditions sets out the Station Plan design principles. These are listed in Table 7.4 of the DWP, along with a response regarding how they have guided and influenced the design of Karangahape Station CRLL and the Link Alliance are of the view that the principles have been used to guide and influence the design and the DWP appropriately responds to the requirements of the designation conditions.

In relation to the comments by the Panel, of particular relevance are the following station plan principles:

Condition 54.1(b)(vi)

Built Heritage.

The Beresford Square entrance canopy north and south profile is set back from the existing canopies beside it. The canopies are also positioned higher than the existing canopies of adjacent buildings to allow natural light in and allowing for a vertical separation between building canopies. The size of the entrance is as small as possible whilst maintaining weather protection to the entrance from the east, north & south. The entrance is largely glazed, which also helps to compliment the surrounding heritage buildings. Consideration was given to different design options, however a design aligned with the Fourth Element narrative was viewed as the most appropriate in accordance to this design principle, in order to respect the heritage buildings that make up Beresford Square.

Condition

54.1(b)(vii)

Bulk, Scale and Massing

The Beresford Square entrance is a small single level structure, easily integrating within the surrounding public realm. The size of the entrance is as small as possible whilst maintaining weather protection and other functional requirements.

Condition 54.1(b)(ix)

Weather Protection

Entrances should provide some weather protection along their frontage which the design achieves.

Beresford Station

Review Comments /Recommendations Response

Response on design matters:

The Beresford Square entrance building extent of occupation of this street, scale and fixed location is not based on a narrative but functional constraints determined by the following:

• Fundamental parameters such as the CRL Mandated Design Constraints, tunnel/rail alignment, services, minimum dimensions of escalators and lifts, tunnel ventilation, egress, public toilets, retail, waste collection designation boundary, Pitt St and adjacent properties proximity and access

• The entrance height to the east is dictated by the lift overrun fitting within the height of the canopy roof.

• Keeping the canopy at its current height allows views to the distance through and beyond service block and the existing buildings.

• Side canopies are required to the north & south to provide the required rain protection. Removing these would require extending the facade by approximately 5m to both sides to the eastern edge of the canopy and results in the loss of the cantilever. This also impacts the useable circulation with the square.

- Retaining the existing front width but then tapering its width as it recedes to the back, so as to finish with a width similar to the separate kiosk (thus integrating the two buildings together).

- Slope the building so it is low at its rear and ramping upwards to the front, with the front eave integrated as a projecting roof feature that also visually emphasises the building as a wedge rising out of the ground and expressing its public entrance.

Tapering rear of building would clash with escalator clearances to the south side. This would reduce the natural light into the concourse, reduce the visibility of the concourse from the surface, reduce the connection, reduce the mana whenua threshold, eliminating its presence. In our view, tapering the rear of the entrance building to match the width of the separate kiosk does not integrate the two buildings, both metaphorically or visually.

- Additional internal daylighting should be via skylights, not unnecessary building height.

Sloping the entrance roof to the rear will create a ‘second’ back end to the two structures and presents a solid roof from the western entrance to BSQ (drop-off), obscuring the intuitive wayfinding of the entrance. In addition, a sloping the roof reduces the distant view corridor from the entrance past the service block and between the existing buildings.

Further to above, reducing height to the rear would result in a dark entrance to the concourse below due to reduced levels of natural light penetrating the building. Ultimately, a sloping roof introduces a much darker environment and unnecessary CPTED issues to the covered laneways beside the existing buildings.

We have employed the use of consistent panes of glass to reduce maintenance and replacement costs. Tapering the building and roof would create irregular glass panes and thereby increase maintenance and replacement costs.

A skylight was proposed however this was removed as part of value engineering. The skylight over the escalator is difficult to maintain without significant unnecessary expense. The removal of the skylight was deemed acceptable due to the height and extent of vertical glazing transmitting light into the escalator void.

Review Comments /Recommendations Response

The narrative, mana whenua artist inputs, and design response for the Beresford station entrance including its design, scale and artistic expression has been endorsed by mana whenua.

Beresford Public Realm

The Panel is not opposed to the vent in front of the station building but considers it should have a grander sculptural aspect. As a part of this the Panel recommends that the vent be rotated so that its geometry reflects, and addresses, the street axis rather than the station building axis.

Response on designation conditions:

The Panels recommendation on the vent is a design preference and does not comment how the design has/has not responded to the relevant design principles. The most relevant design principle in this instance would be 47.2(c)(ix) utility structures

“Above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on public realm..”.

As outlined below the suggested change of rotating the vent is not viewed as a good urban design outcome and therefore it would not strengthen the response to the above-mentioned design principle. Also as mentioned below, it would also have a greater adverse effect on adjacent heritage buildings, which does not appropriately respond to design principle 54.1(b) (vi)

Built Heritage, “The development of new buildings and structures should minimise impact on, and disturbance of, Built heritage listed by Heritage New Zealand or the Auckland Council District Plan that play a significant role in establishing the streetscape and urban character of the local area”.

Response on design matters:

Functional engineering constraints determine the location and scale of the vent. Through exhaustive coordination to meet multiple requirements, the vent is located in the only location it can be. The air exhaust opening in the slab cannot move to the north due to the diaphragm wall. The air exhaust opening cannot move to the south, due to clearance required to the access opening to the south therefore the vent opening position is fixed.

The vent is aligned to the street within Beresford Square. The current alignment creates a marker within the view corridors of Pitt St and Karangahape Rd.

Rotating the vent finish to align with Pitt St would increase the footprint of the shaft and reduce usable area in the square. We do not believe this is a desirable outcome.

Rotating would increase the shaft footprint, require additional internal lining to reduce free air area, and increase external lining – all of which is cost-prohibitive. In addition, rotating the vent would also block the access to the south and increasing the height would visually block the adjacent heritage buildings. We do not believe this is a desirable outcome.

The Panel is not supportive of the placement and rigidity of the bollard line. The Panel sees no reason why these

The placement of the bollards is an AT directive as the road controlling authority. These comments will be passed onto AT. When installing bollards, a single alignment is preferred by partially sighted members of the community.

Review Comments /Recommendations Response

could not take on an alignment that if more expressive, or why it could not be pushed closer to the street line.

Forest Narrative – ground plane

The Panel considers that the forest narrative for the paving design holds promise but is currently insufficiently identifiable compared to a more generic randomised pattern of paving colours. The Panel recommends further development of this element so that it incorporates a more expressive and obvious reference to the Aotearoa bush floor for users to engage with.

Te Aranga Design Principles

As discussed at the Panel session Panel Member, Lucy Tukua, was absent for personal reasons. It was agreed that Ms. Tukua would be asked to provide her comments on the station, including in relation to the Council's Te Aranga Design Principles, separately.

Conclusion

The Panel understands that unless referred back by Council officers, this will be the final meeting of the CRL project. This has been a long journey for what will be a transformative project that future generations will benefit from.

The Panel, including those members that have come and gone, and in particular memory of the late Rewi Thompson, wishes to express its gratitude to the many hard-working staff, consultants, stakeholders and mana whenua representatives that have so tirelessly worked on this project.

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The alignment is along the property boundary, which provides a consistent width of the footpath, and reduces the number of bollards required.

Response on designation conditions:

The Panels comment relates to a design preference, rather than how the design has/has not responded to the design principles. There are not considered to be any design principles of direct relevance to this recommendation. As noted below the design and reference to Tāne Mahuta narrative is supported by the Mana Whenua Forum.

Response on design matters:

Noted.

Paving also focuses on densities around landscape components and highlight a ‘sweep’ around into the station entrance for intuitive wayfinding. Honed accent pavers will be strategically located to provide a dappled lighting effect on the plaza area where appropriate. This design has been presented to the Mana Whenua Forum and was found to be acceptable. Further optimisation of the design is ongoing to ensure best result.

These are addressed further below.

We thank the Panel for their feedback and input into the CRL project over the years.

Review Comments /Recommendations Response

Feedback from Lucy Tukua

MANA AND WHAKAPAPA: as Te Aranga principles, it is concerning that the matter of naming has not yet after so many years been affirmed. I see in the literature that there are various names being touted and this is not mana and neither is it supporting the principle of whakapapa. A commitment needs to be made to support Mana Whenua in addressing this immediately. The name espouses the identity and narrative and it is difficult to comprehend it remains incomplete. I would recommend that the name Karanga ā-Hape provide the overarching name for the station and that both Mercury and Beresford adopt names from this with the rationale that Hape did not karanga from the southern foot of the ridge.

For all stations where the SKY ELEMENT is present, it would bode well to have back lighting where possible to further enhance that notion particularly at night.

Generally there is an absence of TE REO across all the stations and should be provided for as is also another commitment to the Te Aranga Principles. I’m unsure if there is a commitment to a bilingual component and would be surprised if there isn’t. It needs to be dusted off.

With regards to wayfinding and in particular expressing the narrative, it would have been helpful to have had a clear appreciation of how these would be communicated for each station given the amount of effort and time by all parties committed to this kaupapa. How do we give respect to those histories and voices?

Recommendations - Mercury Lane

As detailed in the DWP, the name Karanga ā hape has been endorsed by the Mana Whenua Forum for Karangahape Station. Support for undertaking a formal naming process for this station is currently sitting with Auckland Transport to agree. The name will then need to be consulted on through the NZ Geographic Board process before being confirmed.

There is no back lighting proposed behind the Sky Element façade. However, there is architectural lighting of the façade.

The Link Alliance is of the view that the design has appropriately responded to the mana whenua principles as addressed in Section 7.4 of the DWP. Importantly, the Link Alliance has worked closely with the Mana Whenua Forum throughout the design journey to ensure the mana whenua principles have been achieved in the design outcome. An important outcome of this Forum is the guidance and endorsement provided by Mana Whenua on the design narrative and how this should be portrayed across the project.

Wayfinding signage will be in English and te reo Māori.

Communication of the cultural narratives is supported; however, this is outside of scope of the Urban Design DWP (i.e., not required by the designation conditions. Conditions relating to signage specifically relate to aiding intuitive origination and way finding as addressed in the DWP).

Review Comments /Recommendations Response

The earth element requires a more rough-hewn look that is more in line with what it is trying to depict, i.e. Papatūānuku particularly given there is no cultural design/mahi toi element here to emphasise this intention

With regards to the exterior threshold element and the privilege of having ngā ira tangata me ira atua mahi toi, it would feel more appropriate to either have these extended out from the façade or the chevron patterns removed from behind them to enable them to stand in their own mana and give stronger presence along with potentially a colour contrast.

The interior threshold element will require tie in to the relationship to kauri as would be lost on most and just look like garden snail. No disrespect intended.

Recommendations – Beresford Square

Beresford square entrance, I am not sure that this looks like ‘no other in the world’. The original concept design provided below gives a sense of place. I believe we do Hape and his Kaitiaki, Kaiwhare a disservice. This is a high point along this ridge and potentially where the call to his people took place upon their arrival. It is currently devoid of that narrative and attributes to the name. In response to the question in the cover sheet at 6.a, I do not believe that there is clear expression of the respective Mana Whenua cultural design principles. In the DWP 3.5.1 it states, “.. with an impressive scale and entry and threshold experience that references the great kauri forests” however from a cultural design perspective it fails to deliver.

Why does the vent shaft necessarily need to be just a box-like structure when the design being applied is

The Earth Element forms part of network wide identity of the stations and has been jointly designed by mana whenua and the design team. The colour of the Earth Element-CON-101 was selected from comparing the samples against Waitemata Sandstone, to choose a colour oxide mix. The final proposed Earth Element was presented to the Mana Whenua Forum on 6th July 2021 and has been endorsed

This element has been developed by mana whenua artist Reuben Kirkwood in collaboration with the architects, with the full support of mana whenua. This element has been endorsed by mana whenua.

This element has been developed by mana whenua artist Reuben Kirkwood in collaboration with the architects, with the full support of mana whenua. This element has been endorsed by mana whenua.

It is noted that the text in Section 3.5.1 relates to the Mercury Lane entrance, not Beresford Square. This was however not clear in the document and has now been updated.

The korero of Hape has not influenced the final design of Beresford Square. However, the narratives chosen were developed through the design journey with mana whenua and mana whenua artist Reuben Kirkwood.

The simplicity of the building and its materiality are direct reference to the Fourth Element as part of the wider system approach.

The Link Alliance is of the view that the design has appropriately responded to the mana whenua principles as addressed in Section 7 of the DWP. Importantly, the Link Alliance has worked closely with the Mana Whenua Forum throughout the design journey, which has included the endorsement of the Karangahape Station design.

The vent needs to perform as vent structure and is the minimum size it can be to function as required. Any additional form making would increase the footprint, which we don’t consider to be appropriate. The architects and Reuben worked in collaboration with the engineers to reach the desired outcome. The size, shape, materiality and patterning of the vent is

Review Comments /Recommendations Response

thoughtful and evocative? Consideration of a form that might enhance this design should be further explored especially as the DWP notes that the design ‘lends it to be expressed as a kaitiaki’.

Tane Mahuta narrative evokes the ngāhere / bush setting of which there is little visibility and therefore provision for more ‘greening’ including enhancement of paving design being engraved and moulded etc, particularly given there is more potential at this site.

considered to be an appropriate expression for this place. The design has been endorsed by the Mana Whenua Forum. It is noted that the text “lends it to be expressed as a kaitiaki” has now been deleted from the DWP. This was at a point in time where the design referenced Hape which it no longer does. The vent will form as a wayfinding column and sculptural object, designed to minimise any negative effect on the public realm, pursuant to design principle 47.2(c)(ix) utility structures.

Paving design is being developed / optimised In response to mana whenua design principle 49.1(a)(iv) Taiao, the design has sought to maximise where possible softscape (where relevant native species have been chosen), including inclusion of planters to Mercury Lane and a tree grove to the back of Beresford Square.

Meeting Details Review Comments /Recommendations

Topic: Public Realm

Location: 4A Cross Street

Date: 23rd of February 2021

Time: 5pm

Topic: Urban Design DWP

Location: TEAMS

Date: 28th of October 2021

Time: 3pm

• Work so far good, designer should continue

• Like pedestrian walkways on both sides of Beresford Square with improved outdoor dining

• Concern for how dark Samoa House Lane is. Will further CCTV and other security considerations will be made for that area? Is there consideration to add lighting as the public toilet will be located near the lane and we all know the activity that goes on there. This will be a dangerous area if there is no lighting.

• Request for further Stage B engagement with KBA

Please keep in mind whatever you put on Beresford Square is outside our bedroom windows and we don't have double glazing. How will you stop the homeless living in the green grove? How will you stop anti social behaviour happening in the green grove? How will you stop anti social behaviour, noise and rubbish happening with the public toilets? How will you stop the skateboarding kids late at night?how will you stop the drunks sitting in their cars playing loud music into the early hours of the morning? We really really need car parks on Beresford square as we used to have a few car parks and they were always used,

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Response

Comments are noted This is outside the scope of the project. These matters should be raised with AT. Noted

Unfortunately we cannot control peoples actions, however, the public realm design has applied CPTED principles in order to promote safe environments. This includes for example that there is sufficient lighting at night to deter antisocial behaviour.

Also, based on community feedback the deign of the tree grove was amended so as to not as to not provide a space for people to gather.

Table 3. Karangahape CLG

where will mum and dad park when they visit? where will my tradesman park when he comes for a fix up?

On the whole, while I am perhaps not exactly excited about the look and feel of the proposed development, because some aspects I like, others not I think the design is basically fine. The functionality (accessibility, safety etc) seems good as far as I can tell, and that is what really affects the most, our every day experience when using the facility.

It is great to see all the effort being put in to have as much greenery as possible and appropriate native species.

I think a lot of the design work such as build material and paving, that references nature and is in neutral colours seems like it will be appealing.

As I said, I think a lot of effort seems to be going into making the station functionally successful, so that is positive.

I personally find the aesthetics of the building at the Mercury lane entrance unattractive but at least it is fairly unassuming given its size.

Seeking to confirm that council serviced waste collection bins (for businesses in Beresford Square) can be left on the Western side of the Beresford Service Building (between the road and services building) during council collection times. Regarding bollards at Western side of Beresford square, need to ensure that the automatic bollard system will allow access to existing carpark for 4, 6, 12, 16, 18 Beresford square tenants and contractors 24/7. Can this connect to building owner access control system so tenants/contactors access can be granted via BMS/access control system?

Many thanks, it’s exciting to see the images and it all starting to come to life.

The removal of car parks is an AT decision. It is noted that AT are proposed carparking further down Beresford Square towards Hopetoun, however this is outside the scope of this DWP.

Feedback is noted.

This is outside of scope of the DWP but will be followed up with AT.

Heritage Pavers specifically in Appendix D - the plans show these only on the Mercury Station side. We request that as a listed heritage building, George Courts be given the same treatment as the Theatre and Fire station etc

Tree placement in Mercury Lane We request further engagement before finalising location of additional tree(s) alongside our building, to ensure it doesn't impede building access - for example the only way removal trucks can access our building is via our 2 Mercury Lane pedestrian entrance.

There is the same treatment either side of Mercury Lane, however on the Cross Street intersection, concrete paving is installed as this is considered temporary and will have permeant installation when cross street is developed in the future (outside of DWP scope).

Paving treatment at corner of Mercury and Cross street - this should flow seamless to the end of our building - we have noted this before

We request further direct engagement on detailed pavement design this is so we can ensure any downpipes drain into the street and not across the pavement

Existing tree - we suggest this area at the top of the Lane as an additional pause spot

There will be no further engagement. But please note the location of the tree has been placed to allow continue access to all entries into/out of George Court. We assume when stating removal trucks can access building via 2 Mercury Lane entrance you are referring to the people who are entering the building, not the truck As such the parking provided on Mercury Lane in the new design will continue to allow this service/process to occur.

The scope of the DWP does not extend as far as the George Court building does. It is noted that the works on Cross Street, are tie in works to Mercury Lane and therefore do not need to extend from the intersection.

All existing downpipes will be taken into account and will drain below the footpath finished surface out to the gutter and not across the footpath.

Additional pause spot is not located in the reference design and therefore budget not allocated for additional assets. The MLA / KRD / Pitt Street intersection (outside of DWP reinstatement works) is already tight in terms of pedestrian analysis so this space may be needed for spill over in peak times.

Safety/security - Mercury Lane is a hot-spot for drug dealing and drug use, post bar closing fights and other anti-social behaviour. We would like to understand what, if any, measures are being put in place through design to ensure the new station entrance and alleyway do not exacerbate this, in particular when the station is closed at night. The issues are most noticeable between about midnight and 7.30am - worst between 3am and 6am.

The public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments. This includes: sufficient lighting at night, passive surveillance by other users, wide and unobstructed footpaths with continuity and video surveillance and line of sight ensured across the reinstatement scope of works

We would like to request further direct engagement on the intended placement of the rubbish bins this is so we can ensure they are not placed directly outside or immediately adjacent to the main residents lobby entrance on Mercury Lane.

Table 4: Capital Projects Design Review Panel

Meeting Details

Location: 135 Albert Street

Date: 7 December 2020

Time: 2pm-3.30pm

Review Comments /Recommendations

1. Te Aranga Design Principles – Context & Character

The panel expressed its appreciation for the ongoing positive relationship with mana whenua; the commitment to integrate their values and principles into the built environment; and the engagement of Iwi artist. However, the panel noted that specific opportunities need to be identified on how mana whenua values can be reflected in the design beyond symbolism. In particular,

• Opportunities need to be identified for how form and expression can articulate outcomes for the city through narrative, while integrating wellbeing, sustainable elements and environmental outcomes

• Use of correct names for stations and consistency in the application be it the mana whenua or English names.

• The opportunity to honour the story of Karanga-aHape in the design expression for universal access.

2. Stakeholder Engagement

The panel has identified a number of areas for ongoing engagement and consultation to ensure the best possible design outcomes for this 100-year project. These include,

• CPAG and reference to Accessibility Audit Framework

- Rail (Auckland Transport, 2019)

• CCS Disability Action Group and other stakeholders to ensure fit for purpose

This is outside of the scope of the Urban Design DWP, but this will be followed up with AT

Response

The project has worked in a partnership with Mana Whenua and opportunities to bring narratives into the station design have been agreed.

Auckland Transport is now working through a process of network wide station naming. This includes the CRLL station names that have been gifted by Mana Whenua.

Noted.

The design has developed in consultation with these groups and in accordance with the documents listed.

• The Karanga-ā-hape Road plan of 2014

• Auckland Council Transport Strategy

• Roads and Streets Framework (RASF)

• Access for Everyone (A4E)

• Expert involvement for Te Reo integration in wayfinding

3. Accessibility

All journeys to /from CRL stations start and end with walking or wheeling. The panel sees the provision of universal access as imperative in ensuring that the journeys are safe and accessible for all users. The panel recommends further resolution and ongoing review of details for the following design aspects:

• Legibility and wayfinding to the two entrances of Karanga-ā-hape Station.

• Distance from accessible pick-up /drop-off to station entrance, the quality of accessible route, and the accessible parking provision.

• Provision of an adult change facility at ground level as this is the only location reported to have sufficient space to accommodate this.

4. Crime Prevention Through Environmental Design (CPTED)

The panel has identified following concerns for further consideration to address CPTED related issues:

• Location of cycle parking to the rear of the main station entrance.

• Separate toilet block away from the main station entrance that has the potential to increase CPTED issues particularly for people using accessible toilets.

• Behavioural issues associated with shared toilets.

This is being developed by the specialist wayfinding team. Wayfinding approach has been consulted with CPAG and AT in particular to ensure best practice is achieved.

Distance to drop off has been agreed and it is very short, safe legible, universal access grade connection.

There will be no adult change facility. There was never a requirement for this, and the space was never created to provide such a facility. Adult change facilities are something that needs to be further explored by Council as part of any wider strategy for provision of public facilities.

CPTED audit has signed off the proposal. Lighting, wayfinding, active edges and CCTV all contributing to increased safety.

5. Heritage

The heritage specialist has commended the decision to remove the ventilation shaft to the east of Pitt Street and the approach to do a feature small shaft in front of the old gas building. Additional recommendations are noted as below:

• Reconsideration of the scale of the proposed main structure canopies which dominate the more human scale of the existing canopies.

• Reuse of kerbstones in the area.

• Removal of retail within station buildings in favour of such uses being located within heritage buildings to contribute to their ongoing maintenance.

In particular, the panel notes that the removal of retail would increase the size and useability of the space between the two station structures, bring more light into the space, improve visibility of the facing heritage buildings, support the surrounding retail and contribute to reducing CPTED related issues

6. Landscaping/Trees

Regarding the landscape strategy, the panel suggests that the north bound bus stop on Pitt Street is positioned away from the three Pohutukawa trees. To the west, the proposed grove is kept clear of parking and vehicle manoeuvring.

7. Art and Culture

The panel considers the integration of public art /mana whenua narrative on the eastern ventilation shaft to integrate as positive. However, the panel notes that the durability and maintenance should also be at the forefront when delivering unique public art

8. Public realm

The panel considers that broader contextual integration is required for public realm and station design in addition to recognising significant drivers discussed above. The panel considers that the presentation did not adequately cover the contextual setting and analysis associated with the proposed

The structures are as small as they can be to fit all the required elements and functions for the station. Canopy for the main entrance has been set above the surrounding canopies and eave is curved to allow more light into the space and under the neighbouring canopies of existing buildings.

We are reusing kerb stones.

Trees are not affected by Pitt Street bus stops. Beresford Grove is well set back from parking and manoeuvring.

Noted – this has been taken into consideration

Wayfinding includes te-reo as appropriate and as part of the standardising of a bi-lingual approach to signage.

Cycle parking is provided at the level dictated by AT.

open space /plaza strategy; station buildings, amenities, and their distribution; pedestrian /cycle movements and connections; and other general vehicle movements. The panel recommends further consideration for the following aspects of the station design:

• Clear and coherent ‘Te Reo’ based wayfinding

• Appropriate number of cycle parking

• Safe area for pick-up /drop-off access that does not intersect with through traffic

• Location and design of ventilators, in particular the scale of western ventilator need to ensure it does not negatively impact on the available open space / public realm.

• Achieve a positive public access at the western end of Beresford Square while maintaining access to surrounding properties.

• Reconsider the public carparking as part of the grove against Auckland Transport’s Parking Strategy.

Mercury Lane Entrance

The A4E strategy anticipates Mercury Lane to function as a low traffic neighbourhood, potentially minimising the traffic between Upper Queen Street and Mercury lane. In this regard, the panel welcomes the proposed cycle route up Mercury Lane from the station to Karanga-ā-hape Road. In addition,

• The Link Alliance team shall ensure that this route integrates with the cycleway currently under construction on Karanga-ā-hape Road.

• From an accessibility perspective, the resolution of the entrance design is greatly appreciated. However specific details regarding handrail designs, gradient and crossfall need further Council review to ensure safe access for all users.

• The raised planters are a public safety issue and need to include skateboard and scooter breaks. From a maintenance point of view, the planter boxes requiring ongoing maintenance are less successful and the panel suggests considering the successful

A safe zone is provided at the top of Beresford Square.

Ventilation elements are either functional and useful seating or functional artmahi with underlying Mana Whenua narrative.

Access for active modes is open and highly permeable from the west. Controlled access for everyone else. But unlimited access to buildings will remain via controlled bollards, which owners and tenants will have access keys for.

There is less parking to the west due to requirements for vehicle turning. There is no public parking to the centre of the street surrounding the grove of trees.

The cycle way will integrate with the new cycleway on Karangahape Road an has been workshopped and approved with Auckland transport.

The design team have worked with CPAG to ensure the entrance is accessible to all users.

Noted. Raised planters also provide incidental resting and meeting spots, which MBI has the space to provide all in designated areas – confined space requires seating / planting components together.

Table 4: Independent Peer Review

landscape approach around Manukau Bus Interchange.

Review Recommendations Response

Recommendations from Lisa Main dated 7 December 2021 MANA WHENUA PRINCIPLES

The principle of mana within condition 49.1(a)(i) is well documented and I have no further recommendation.

With regard to 49.1(a)(ii) whakapapa, I note mana whenua have gifted a name for the new train station – Karanga-a-hape, reflective of the history and mythology of the place that lends this locality its name. This could, and arguably should, be articulated within the DWP. Notwithstanding formal processes for naming as described within Table 7.1 in relation to 49.1(a)(ii), I am of the view this name would give more tangible presence to the history of the locality, its relationship to the wider precinct, and its significance to mana whenua.

The principles within conditions 49.1(a)(iii)-(vi) are well expressed and I have no further recommendations as these have largely taken on board previous recommendations I had made for the other CRL stations to cross reference and better explain the design changes to the sky element.

As with the other two DWP, I consider the response to condition 49.1(a)(vii) Ahi kaa to be a bit weak, although I acknowledge this does state the ongoing presence through design hui in relation to outcomes for CRL as a whole.

EXISTING NETWORKS

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Noted. The direction from CRLL is to refer to the placeholder name until until Karanga-a-hape has been formally endorsed.

Noted.

The current response is considered appropriate, noting is largely does not relate to the design of the station or precinct. The design allows for the ongoing involvement by mana whenua. How this occurs will be up to mana whenua and the asset owner to determine in the future.

47.2(b)(i) - structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure

Recommendation

What the DWP needs to highlight in relation to this principle, is that the CRL works will change the function of the existing street networks by making them more pedestrian-orientated and safer for active transport modes. I note the Panel is opposed to the Beresford Station structure due to its scale, however commentary in relation to that will be referenced in Greg Boyden’s peer review report.

Other than that, the improvements to the existing street network are adequately covered within the report and supporting information, particularly where changes to road layout and use have occurred (or will occur) as part of the designation.

ENTRANCE LOCATIONS

47.2(b)(ii) - station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations.

Recommendation

While I am of the opinion that the entrances to both the Beresford Square and Mercury Lane station buildings are clearly identifiable, I consider it would be helpful if more information be included about the entrance locations relating to pedestrian numbers (presented within Table 5.1), in particular for the Beresford Square station entrance, which will have influenced the entrance facing towards Pitt Street.

The response to this design principle has been updated as per the recommendation.

No further detail on pedestrian numbers is considered necessary to demonstrate this design principle has been achieved. The alternative to facing Pitt Street would be for the entrance to face Hopetoun Street. It is clear that most people will be coming from the Pitt Street end of Beresford Square, adjacent to Karangahape Road.

INTUITIVE ORIENTATION

47.2(b)(iii) - the location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network

Recommendation

According to section 5.11 of the Urban Design DWP, Karangahape Station (like the other CRL stations) has been designed based on the principles of intuitive wayfinding. While this section is more focused on the internal aspects of the station design, it does also refer to the clear visual connections between the entrance, concourses and platforms. It is equally is important for the interface with the public realm, particularly if this is supporting a legible street network, which is highlighted in section 6.8. The report clearly describes the station entrances have been designed with clear entry and exist and minimal clutter. The street design and layout also supports intuitive wayfinding to the station, which is clearly articulated. No further detail is required; however, it may be helpful to cross reference the appropriate sections within the DWP.

WAY FINDING

47.2(b)(iv) - coherent signage should be utilised to aid intuitive orientation and way finding The Urban Design DWP states that bi-lingual way finding signage will be installed at key locations within the station, including at entrances.

Recommendation

Because the two station entrances are located off Karangahape Road, wayfinding both to and from the stations is critical from the wider street network to better ensure that all patrons can readily identify the station, route information, destinations and connections to other locations amongst other things. This is clearly articulated throughout the DWP in sections 5.11 and 6.8 (note not 6.7) of the Urban Design DWP and the table in section 7, with examples provided within the Public Realm drawing package on sheets 100005 and 100006. It may be useful to reference the gateway plinths within the table in section 7, as these will assist with wayfinding.

Cross referencing has been added to the response to this design principle as per the recommendation.

The gateway plinths have now been referenced in response to this design principle as per the recommendation.

MODE INTEGRATION

47.2(b)(v) - spatial integration with bus stops as well as kiss and ride should be facilitated where possible without imposing on the quality of the public realm.

Recommendation

This is clearly articulated in section 6.2 of the Urban Design DWP and the table in section 7. I note that there are proposed bus stops along Pitt Street and the design has future-proofed these, however these are yet to be confirmed by AT (section 4.3.5). The DWP could also draw attention to Karangahape Road being on the frequent bus network serving much of the western side of the city centre, which further supports mode integration.

BICYCLE PARKING

47.2(b)(vi) - appropriate numbers of safe bicycle storage or parking should be provided in each station environment.

Recommendation

Section 6.5.2 sets out that a total of 20 racks (for 40 bicycles) are provided, split into 10 racks at each station entrance (figure 6.5 illustrates a typical cycle rack), and including space for 4 e-bike charging stations alongside the racks. I note that the number of cycle racks meets the requirements agreed with AT, however I am of a similar opinion expressed in relation to the other CRL stations that the cycle parking numbers seem very low to achieve an objective of encouraging more people to cycle and in the context of the Karangahape Road cycleway. More detail on how those numbers were derived would be useful to demonstrate how that condition is being adequately met.

STREET CROSSINGS

47.2(b)(vii) – safe pedestrian street crossings shall be provided in the immediate vicinity of station entrances to the extent practicable. The provision of level street crossings is preferable over any grade separated solutions

Recommendation

As stated within section 7, there are no intersections within the scope of works. Notwithstanding that, crossing points are indicated on Pitt Street, just outside the extent of works. A raised table is being provided in front of the Mercury Lane station entrance (sheet 140002 in the public realm drawing package), as required by condition 51.3(c) – the forming of a raised street

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The response to the design principle has been addressed as per the recommendation.

Total number of cycle racks is the number set by AT in accordance with their requirements.

Note that any additional bicycle racks or removal of those designed for, can be undertaken by others as and when determined necessary. Note also, that currently, there is no supporting Auckland strategy to support any ‘number’ of bicycle racks.

Noted.

surface pedestrian crossing between Cross Street and the station entrance. No further information is required

FOOTPATHS

47.2(b)(viii) – footpaths surrounding stations need to be adequate to provide for pedestrians entering and exiting the stations

Recommendation

The point of this condition is to ensure safe movement of pedestrians entering and existing the station building. This condition should be read in conjunction with conditions 51.3 (a) which requires the widening of footpaths on both sides of Mercury Lane between Karangahape Road and the station entrance. It is clear from section 6.11 and the public realm drawings, in particular sheet 140001 and 140002, that pedestrians are being prioritised in the public realm works associated with these station entrances. The relationship between this condition and 51.3 could be more explicitly referenced.

EXISTING STREETSCAPE

47.2(c)(i) – structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space

Recommendation

The structures are described in greater detail within the architectural peer review by Greg Boyden, in particular how these respond to the heritage buildings in their immediate context. Notwithstanding, it is clear from the public realm package and the text within the DWP that the narrative has informed the design of every aspect of the station and its surrounding public realm. This is well articulated within the DWP. However, like the Panel, I do consider the bespoke street furniture for Beresford Square to make a more positive and unique contribution to the public open space than the street furniture proposed for Mercury Lane. While I support inclusion of pause points, I wonder why this was not more closely related to the Karangahape

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Updates have been made to the response to this design principle as per the recommendation.

Comments are noted. The design of the pause points occurred early in the design process, prior to the Karangahape Enhancement Works. In addition, the design is deliberately different, to be unique to the station environment, whilst also respecting the existing public open space.

Road suite of furniture, as this upgrade has only recently been completed. This would have then tied the whole area together.

UNIVERSAL ACCESS

47.2(c)(ii) – station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces)

Recommendation

It is clear within the DWP, in particular sections 5.1 and 5.10 that Karangahape Station has been designed to promote universal access. Beresford Square benefits from being relatively level, compared with Mercury Lane, however both station entrances have level access between the street environment and the station itself and a tactile arrangement in accordance with the principles of universal design (refer to sections 6.11.5 and 6.11.6 in relation to Mercury Lane). This is reasonably well articulated within the DWP. No further action required

SAFE ENVIRONMENTS

47.2(c)(iii) – structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths

Recommendation

It is helpful that the table draws from the CPTED audit and articulates how the project has responded to CPTED issues, including reinforcing natural surveillance. In addition to the commentary within section 6.7, there needs to be greater articulation in terms of how the recommendations of the review have informed the design response in particular in relation to safety around the laneway to the south of the Mercury Lane entrance, in advance of the OSD.

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Noted.

As described in the DWP, the public realm design has applied Crime Prevention Through Environmental Design (CPTED) principles in order to promote safe environments (refer Section 6.7). The CPTED audit has occurred through the Link Alliance’s design development process and is not subject to the provisions of the CRL designation. Reference to the audit was provided in the DWP to simply indicate that it has occurred. Resolution of audit outcomes will occur through the Link Alliance’s design process.

Further detail regarding the laneway responds to condition is now provided for in Section 6.11.7 to address comments raised.

REINSTATED

SURFACES 47.2(c)(iv) – the design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area

Recommendation

This is thoroughly articulated within the DWP (sections 6.9, 6.10 and 6.11) as well as the public realm drawing package. While there is one sentence referencing the main flagstone paver in relation to Karangahape Road, it is recommended that greater mention is made of how this ties in with recently completed public realm upgrades along Karangahape Road.

STATION PLAZAS

47.2(c)(v) – the design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area

Recommendation

This is thoroughly articulated within the DWP in sections 6.10 and 6.11 as well as the public realm drawing package, as is noted in the table. I note that paving design continues to be developed and consider it will be important to ensure the intent of the forest narrative being expressed through the paving is not diminished. The report and table should clearly state that the design is continuing to be developed to enhance the narratives for the two station entrances

PUBLIC ART

47.2(c)(vi) – integration of art and design should foster local identity and character and reflect and/or interpret local characteristics including natural heritage and Mana Whenua cultural narratives, history, art and particular traits of the local community.

Recommendation

The precinct will utilise bluestone and basalt paving in line with the surrounding context. Through ongoing coordination with CPAG & the Blind Low Vision NZ team, the distribution of light / medium / dark pavers have been modified for a more user friendly environment and development of different textures has been undertaken to provide better slip resistance (with focus on the Mercury Lane Gradient gradient). CPAG have been clear about the need to develop a more inclusive environment and that the outcome of the CRL public realm should aim for a progression of the public realm rather than merely copying previous installation. No further detail has been added to the DWP.

Updates have been made to the response to this design principle as per the recommendation.

According to section 4.3.6 of the Urban Design DWP, a document was developed with Auckland Council’s public arts team to identify public art opportunities at the stations. However, following further analysis the public Noted.

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arts team decided not to pursue any of these opportunities. While there may not be any public art, other elements of the station and public realm design demonstrate considerable creativity in depicting the narratives gifted to Karangahape Station. Additionally, there are two public art pieces by Tanya McMillan and John Oz on Karangahape Road within close proximity to the station as well as Janet Lilo’s banana sculptures further to the west towards Ponsonby

LANDSCAPE PLANTING 47.2(c)(vii) – plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with mana whenua cultural narratives.

Recommendation

This is well documented in section 6.6 of the DWP in terms of 10 specimen trees to be planted within the new landscape, including five within the proposed tree grove within Beresford Square (section 6.10.4). From section 4.2 it is clear that mana whenua has been involved in the selection of plant species, and will continue to be as the project progresses. No further recommendations.

ENTRANCES WITHIN THE ROAD RESERVE

47.2(c)(viii) – designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage.

Recommendation

This is well documented in relation to Beresford Square, including its future use as a pedestrian mall. No further recommendations

REPLANTING OR MITIGATION OF LANDSCAPE

47.2(c)(x) - where landscape planting is affected by construction works on private properties, replanting and/or mitigation of any such landscaping shall be undertaken in consultation with those landowners, and in recognition of wider mitigation works required for those properties (e.g., vehicle parking and access requirements).

Recommendation

N/A

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Noted.

Noted.

HOW THE URBAN DESIGN PRINCIPLES HAVE BEEN USED TO GUIDE AND INFLUENCE THE DESIGN OF PERMANENT WORKS

47.3 requires that the Urban Design DWP show how the principles (within 47.2) have been used to guide and influence the design of permanent works associated with the CRL, and how the design has responded or otherwise to these principles and initiatives.

Recommendation

This has been demonstrated throughout the body of the Urban Design DWP and in more detail within the tables in section 7. My only recommendation would be to incorporate the specific recommendations, including crossreferences, where applicable.

RESPONSE TO AUCKLAND URBAN DESIGN PANEL

At the most recent presentation, it was clear the Panel stepped well beyond the role of reviewing how the design and DWP was meeting the urban design conditions of consent, which highlights the complexity of the Panel’s role in relation to different stages of this major infrastructure project.

The Panel has had ongoing concerns about the design for the Beresford Square station building in particular, which it has continued to consider to be too dominant for the space. As stated previously, this will be addressed within Greg Boyden’s report. I would say that the rationale for the scale of the building is well documented within the response to the Panel’s feedback. Beresford Square has long been home to buildings, with the original tram stop located where the new station is proposed. There will be generous public open space surrounding the station and this has the opportunity to reinvigorate this part of the city centre. In the early stages, the Panel also was not convinced by the expression of the cultural narrative in the design. However, this seems to be largely resolved, with some comments related to the earth and threshold elements that are beyond the scope of this peer review. As a direct consequence of the Panel’s recommendations on the other two CRL stations further refinements were proposed to the sky element to incorporate a night sky pattern that the Panel was very supportive of. Endorsement of the final design is still to be sought from mana whenua. This falls within the remit of the station design conditions being discussed in Greg

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Noted. A number of recommendations by Lisa Mein have been addressed in the final Urban Design DWP.

Boyden’s peer review report. I note that all signage will be bilingual, which addresses some of the Panel’s commentary. The Panel noted the ground plane around the retail kiosk, at the southeastern corner of the Mercury Lane station entrance, is somewhat cluttered. I tend to agree with this. There is a lot going on with the paving and planters. While I support the intent and consider the wider landscape treatment in front of the station entrance to be pedestrian-focused, simplicity may better assist in enhancing the user experience. That said, I note there are structural reasons for the location of the kiosk and the landscape treatment to support it. The Panel raised similar concerns to those I have around seating and pause points and I note that these are being revisited in the context of Mercury Lane. The Panel expressed concerns about the management of the OSD design above the Mercury Lane station building, which are of course beyond the scope of the DWP.

MITIGATION PLANTING REQUIREMENTS Condition

48.1 sets out the requirement for the Urban Design DWP to include replacement planting proposed to mitigate adverse effects of tree and vegetation removal.

Recommendation

Discussions with AT are still ongoing regarding the possibility of removing the bollards in front of the station. This would allow greater space around the entrance; however this is ultimately an AT decision.

See comments above in response to 47.2(c)(i) (existing streetscape). No changes are proposed to the design of the Mercury Lane pause points.

It is noted that within this hard urban environment there are limited opportunities for planting, however reference is made to section 6.6 which sets out details of the 10 street trees and mixed native shrub planting. In section 4.3.2 of the Urban Design DWP, reference is made to the engagement with Auckland Council Parks Department, regarding tree and shrub planting which has led to an agreed shortlist of appropriate species for the public realm. Section 4.2 highlights mana whenua have also been involved in the selection of plant species proposed for the public realm, agreeing a shortlist of species. I note further engagement with Auckland Council and mana whenua is anticipated in order to confirm the final species selection and strongly support this in order to ensure the species, size and location are appropriate to the context and reflect the strong cultural narrative bringing forward the history of place. Conditions 48.2 and 48.3 are standard landscape conditions that would be required with any new development Noted.

SPECIFIC AREA REQUIREMENTS: KARANGAHAPE STATION AREA

Recommendation

I have covered these conditions throughout the peer review, in particular where these relate to the conditions within 47.2(c). These are set out in considerable detail within the DWP, in particular within section 6 (6.2, 6.4, 6.5, 6.7 and 6.11) and section 2.3 as well as within the public realm drawing package. The only point I would emphasise is that there needs to be a stronger reference made to the Karangahape Road streetscape upgrade and how the proposed CRL public realm works tie in with these

Recommendations from Greg Boyden dated December 2021

Condition 49.1(a)(i) Mana / Rangatiratanga

The DWP has good coverage of the relationships and consultation which has been carried out. There is an explanation of the Manu Whenua forums and explanations of how the Manu Whenua principles have been responded to in Section 7.

Condition 49.1(a)(ii) Whakapapa

There could be more historic references to people involved with the site and surrounding area. However given the number of other cultural references used, this exclusion is probably acceptable.

Condition 49.1(a)(iii) Tohu

The DWP covers this aspect well. The reference to Tane Mahuta, and the Pupu Rangi are good along with use of the Maori creation story which is interrupted in the Mercury Lane building.

Condition 49.1(a)(iv) Taiao

The use of native tree planting adjacent to the buildings is clearly covered in the DWP.

Condition 49.1(a)(iv) Mauri tū

The DWP does not have any information about the station excavation process or the energy embodiment and energy consumption of the station which may be relevant to this principle.

• It is unclear from the DWP whether the Manu

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Further updates have been made to Section 6.11.2 to clarify how the works tie into the Karangahape Road Enhancement Project. This is through the use of the same paving materials.

Noted.

No further changes have been made based on the recommendation.

Noted.

Noted.

Whenua principles are to be applied just to the urban design and architectural design aspects of the station, or whether they should be applied to the engineering, construction and running of the station. The DWP should clarify this and provide additional information if necessary.

• On page 86 it is stated that the station design targets an ISCA excellent rating, but there is nothing in the report to say whether this is achieved or not. More information should be added to the DWP to show how the station design has achieved a sustainable construction process and maximised its efficiency in terms of ongoing running costs

Condition 49.1(a)(iv) Mahi toi

The DWP shows a willingness to engage creatively with Mana Whenua aspects of design

Condition 47.2(b)(ii) Entrance Location

The Station entrances, while not on Karangahape Rd where it is presumed most users will come from, are in close proximity to Karangahape Rd, are identifiable and will provide good access to the CRL.

• On page 34 of the DWP there is reference to a user split between the two entrances but there is no accompanying Ped Shed analysis or explanation of how this 60/40 split relates to or is derived from the surrounding catchment. More information should be added to the DWP to support the rationale behind this split.

The mana whenua principles (Condition 49) relate to the urban design and urban design and architectural design aspects of the station and public realm only. This is defined by the purpose of the Urban Design DWP and Station Plan.

The mana whenua principles have not been applied to the engineering and construction of the station.

The CRL project has sustainability deeply embedded into its process and outcomes. The project must achieve an ISCA IS "Design" rating score of at least 65 for the design of the Alliance Works and Temporary Works and an "As Built" rating score of at least 65 for the construction of the Alliance Works and Temporary Work. Further to this all design and elements must meet stringent whole of life requirements measured over the period to first replacement. Refer to Section 1.5 ‘sustainability’. Further detail is not considered necessary in the DWP to meet this condition.

Noted.

An analysis of pedestrian modelling is not considered necessary to address this condition. AT have determined the 60/40 split, based on their demand analysis. This is based on 9-car trains at capacity.

A change in this split would not the location of these entrances, which are clearly identifiable, and conveniently located close to Karangahape Road.

Condition 47.2(b)(iii) Safe Environments

While there don’t appear to be any obvious CPTED issues within the station building design, and a CPTED review has been carried out as covered in footnote 4 page 34, there is no confirmation that any issues raised by this review have been satisfactorily addressed.

Conformation that any issues raised by Peake Design Ltd have been dealt with, should be added to the DWP.

The CPTED review has occurred through the Link Alliance’s design development process and is not subject to the provisions of the CRL designation. Reference to the review was provided in the DWP to simply indicate that it has occurred. Resolution of review outcomes will occur through the Link Alliance’s design process.

Crime Prevention Through Environmental Design (CPTED) principles have been implemented in the precinct and station design For example:

- There is lighting provided to meet required standards for the spaces surround the station entrances and linking to adjacent streets.

- Beresford Square in particular is surrounded by food and beverage outlets, which will offer passive and active surveillance of the space. In addition, there is commercial and residential spaces looking over the area that will provide further passive surveillance. Station security is supported by staffed security on site and surveillance cameras.

- Retail offer in the service building on Beresford Square and in the station building on Mercury Lane offer more regular retail staff occupation for greater ownership of the space throughout opening hours.

Condition 54.1(b)(i) Overarching

The design of the station entrances, the multiple staged escalator descent/ascent, the many cultural references, along with the traditional tubular platform spaces will provide a very memorable station experience which will enhance the reputation of the City.

Condition 54.1(b)(ii) Function

The station layout is clear and legible and appears that it will function as intended.

While there has been some pedestrian modelling information provided in table 5.1 along with assurances pedestrian modelling has been undertaken. There is no information regarding what the information in the Table represents, is this the predicated flows on opening day or at some time in the future. Further information should be provided in the DWP to clarify what the

Noted.

Noted.

Pedestrian modelling has been undertaken for the station to CRLL requirements. The Link Alliance’s design development process achieves the pedestrian modelling requirements. Passenger modelling is based on 9 car trains, 24 per hour in each direction.

Table 5.1 information is representative of. It should also give confidence that the station is future proofed for any future passenger growth.

Condition 54.1(b)(iii) Performance

The DWP has very little information regarding the sustainable aspects of the design and station running. There are assurances provided on page 86 in regard to material selections, running costs and sustainability targets but no detail is provided on how these have been met.

More information should be added to show how material selections, construction processes and the long term maintenance costs have been taken into account to provide a modern sustainable rail station

On page 86 it is stated that the station design targets an ISCA excellent rating but there is nothing in the report to say whether this is achieved or not. More information should be added to the DWP to show how the station design has achieved a sustainable construction process and maximised its efficiency in terms of ongoing running costs.

To cover off this designation clause the DWP could also summarise the benefits of the station and the City Rail Link to the City in terms of public transport benefits, city wide energy consumption and emissions reductions. It could also summarise the benefits to the surrounding station precinct and the positive effect it will have on employment, commerce and accommodation in the area.

The design of the station’s Mercury Lane building, with its interpretation of the Māori creation narrative, the other cultural references represented in the building, the depth of the station below ground and the north entrance’s dynamic 23m high escalator hall, and the classic tube station type platforms, will ensure this station has great deal of personality. The DWP covers this well.

In 2018, to reflect revised Auckland population and passenger growth projections, City Rail Link Limited (CRLL) revised the CRL reference design (based on a ‘6 car’ train station platform design) to enable the station platforms to accommodate 9-car trains (refer Section 2.2).

The CRL project has sustainability deeply embedded into its process and outcomes. The project must achieve an ISCA IS "Design" rating score of at least 65 for the design of the Alliance Works and Temporary Works and an "As Built" rating score of at least 65 for the construction of the Alliance Works and Temporary Work. Further to this all design and elements must meet stringent whole of life requirements measured over the period to first replacement. Refer to Section 1.5 ‘sustainability’.

Further detail is not considered necessary in the DWP to meet this condition. The ISCA documentation and assessment occurs through a process direct with the accreditation agency.

The benefits of the station have been addressed as part of the CRL Notice of Requirement.

Noted.

Condition 54.1(b)(iv) Personality

Condition 54.1(b)(vi) Built Heritage

The Beresford St public toilets were demolished to make way for the Beresford St entrance. These were a notable building and there is no reference to them in the DWP. For completeness, information regarding their removal should be added to the DWP

The Beresford St entrance building sits alongside a number of older buildings and the height of the entry building appears to be unsympathetic to the height of the existing building’s canopies and their scale.

The removal of these toilets were addressed in the early works phase of construction Outline Plan documents.

The rationale for the height of the entrance is building is addressed in Section 5.4.1, and further detailed below. The station entrance canopy height and glazed sides maintains visual connection through the square This compliments, not competes, with the existing building’s canopies and their scale.

The station buildings are aligned to the station functions below ground and therefore are centralised within the square and offset from adjacent buildings and private accessways.

The service block height and scale is the minimum to achieve the functional requirements of the station. This allows the older buildings to maintain their dominance and presence in the square. The placement in the centre of the square, allows it to not visually block the heritage facades.

The Beresford St entrance appears very dominate in relation to the adjacent buildings, figures 5.13, 5.16 and 5.20 clearly show this. It appears the building is too high. There is no explanation as to why the buildings soffit needs to be 5.0m high. The upward sloping roof edge detail of the canopy also makes the building appear higher than it needs to. It is suggested that the edge detail used on other AT station canopies would be better suited to this situation.

There is a high degree of concern about the general scale of this entrance and the degree to which it dominates the surrounding buildings. It is recommended the design is changed to reduce its height and make the roof transparent to further dissolve the oversized bulk of the current roof canopy. Consideration should be given to stepping, sloping or curving down the west end of the canopy where the height is not needed over the falling escalators and adjacent void space.

The rationale for the height of the canopy is addressed in Section 5.4.1.

The Beresford Square entrance building extent of occupation of this street, scale and fixed location is the smallest size it can be based on the functional constraints determined by the following:

• Fundamental parameters such as the CRL Mandated Design Constraints, tunnel/rail alignment, services, minimum dimensions of escalators and lifts, tunnel ventilation, egress, public toilets, retail, waste collection designation boundary, Pitt St and adjacent properties proximity and access.

• The entrance height to the east is dictated by the lift overrun fitting within the height of the canopy roof.

• Keeping the canopy at its current height allows views to the distance through and beyond service block and the existing buildings.

• Side canopies are required to the north & south to provide the required rain protection. Removing these would require extending the facade by approximately 5m to both sides to the eastern edge of the canopy and results in the loss of the cantilever. This also impacts the useable circulation with the square.

The DWP does not explain why the canopy is so high and it should. If it is to give the entrance an appropriate level importance and grandeur, then consideration should be given how this could be done with a lower more transparent entrance canopy which does not dominate its neighbours and the street.

Condition 54.1(b)(vii) Bulk, Scale and Massing

See 54.1(b)(vi) above, there is a high level of concern regarding the height of the roof canopy over the Beresford St entrance. Please see the recommendations above.

The size and scale of the Mercury Lane entrance building is well described in the DWP and appears to provide a good design response at street level, and the scale of the concourse and platforms areas is as would be expected for a station of this type.

The information regarding the Oversite development (OSD) of the Mercury Lane entrance building is high level but appears to offer a sensible overall massing. The following concerns should be addressed in the DWP to ensure the outcomes for the oversite development are as expected.

• It is recommended the designers of the OSD are made aware of the narrative for the station entry building design and that they ensure their design responds appropriately to it. An additional description of how this process will be achieved should be added to the DWP, including the need for the OSD designers to consult with the Mana Whenua group involved with the station design.

The height of the canopy is set as addressed in Section 5.4.1 The height of the canopy allows natural daylight between the existing building canopies and the station canopy. This also allows natural daylight to be filtered through to the concourse two floors below. Lowering the station canopy would reduce daylight and increase shade to the laneways, the adjacent buildings and station concourse below. Further to this, lowering the canopy would reduce the visual connection beyond the Beresford Square.

Refer responses above.

Noted.

• The structural grid, on which the section of the OSD over the station entrance building rests, appears to have some large spans (10-11m). It is recommended the structural design of the OSD is reviewed to

As the design of the OSD is still subject to resource consent, it will give Council (and presumably the UDP) the opportunity to assess how the design integrates with the surrounding environment (which will include the Mercury Lane station entrance which will form part of the 'existing environment').

The OSD designers will be made aware of the Maori Creation Story and the current design of the station building. Eke Panuku work with their Mana Whenua Forum. A number of these members are also on the CRL Mana Whenua Forum.

Detail around how the design coordination will be achieved is considered outside of scope of the DWP.

Noted. The OSD structural design is however beyond the scope of the Urban Design DWP.

ensure the costing of spanning these distances will not make the OSD unviable.

Condition 54.1(b)(viii) Active Frontage

The frontages presented by the Beresford and Mercury Lane buildings are well described by the DWP and seem appropriate.

Condition 54.1(b)(ix) Weather Protection

The weather protection described in the DWP seems to be acceptable. It is noted however that weather protection at the Beresford St entrance could be enhanced by lowering the canopy height.

It is also noted the approx. 1400mm eave around the north, west and south edges of this canopy could be reduced by 500-750mm, reducing the overall canopy width by up 1.5m and encourage patrons to use the already provided existing building verandas.

Condition 54.1(b)(x) Adaptability

There is little information about the adaptability or possible changes which might needed in the DWP. However, given the specialised nature of the building and the depth of the structures provided adaptability is big ask and unlikely.

It is noted that the Mercury Lane building can be adapted for the oversite development.

Condition 54.1(b)(xi) Identity

The inclusion of the designs lead by the Mana Whenua cultural narratives, along with the dynamic three dimensional nature of the escalator halls, tube station type platforms will all ensure the station has an identity and interest for its users. This is well described in the DWP.

Condition 54.1(b)(xii) Construction Quality

The information provided in the DWP suggests the building quality will be as expected for a station of this type.

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Noted.

Noted. Refer to comments above regarding the canopy height.

Side canopies are required to the north & south to provide the required rain protection. Reducing the side canopies widths at the entrance would compromise the Client requirement of a 45 deg rain angle weather protection to the entrance.

Noted.

Noted.

Noted.

Condition 54.1(b)(xiii) Mana Whenua Principles

The design has used the Manu Whenua principles and design themes such as the Maori Creation story, along with references to Maori deity and local landmarks. The station building uses the creation story as a key driver of its station external appearance of the Mercury Lane building, and this is clearly explained in the DWP.

The DWP does not mention interpretive panels, signage or audio tours which could be used to explain these stories and representations to users, this would give them a fuller appreciation of the station, its design and its location. The use or not, of some kind of user explanation and interpretations of this symbolism should be covered in the DWP.

Condition 54.1(b)(xiii) Summary of engagement with mana whenua

The DWP provides clear information in regard to Mana whenua engagement.

Noted.

The mana whenua principals do not require signage or audio tours to explain the cultural narratives. This is not considered to be within scope of the DWP.

Noted.

Karangahape Station Public Realm Engagement

From 30 September to 30 October, the Link Alliance ran a series of consultation sessions to get feedback on the public realm (Stage A) design for the Beresford Square Station entrance.

We held 10 separate meetings with stakeholders and received feedback from more than 50 people.

The feedback gathered has been invaluable to our designers and helps to ensure that the public realm area best serves the communities that will use it.

Several common themes emerged, and whenever possible, these were incorporated into the updated ‘Stage B’ design.

What you told us

While greenery is important, the proposed tree grove area will invite anti-social behaviour and potentially become dangerous

There is a need to include infrastructure that supports sustainable transport modes, such as cycle parking, e-bikes and scooters

Security is a big concern. The area should include CCTV, safe lighting levels and bollards

Our response

Our designers have removed the paved gathering area under the tree grove and replaced it with a garden bed and some short-term parking spots

The revised design includes provision for charging e-bikes. The designers are currently working with Auckland Transport to progress this further

The proposed tree grove, which was identified as an area of concern, has been removed to improve security. The lighting design incorporates brightness levels that ensure effective use of CCTV and that the area is well lit.

The design team are further investigating the use of retractable bollards

The design should include art around the station and on the utilities building, vent shaft and station entrance

The retail space should have floor to ground glass and should not compete with locally owned and operated retailers. The space might be best suited for an ‘artist in residence’ or e-bike shop

The station access needs to cater for car parking, drop off zones and universal access

Consideration needs to be given to the drop off area behind the station to ensure access to private property is maintained and to minimise queuing

While we received feedback for and against, the majority of respondents supported maintaining public toilets in this area

The public realm design should incorporate mana whenua principles while acknowledging the rich history of the community

What are the next steps?

The designers are working with a mana whenua artist on an integrated artistic response in keeping with the mana whenua station design

The use of this space is still undecided, but stakeholder feedback has resulted in the design incorporating floor to ceiling glass

The new design has five more car parks than before, which will be short term in nature. The design also caters for universal access from both Pitt Street and Beresford Square (behind the station)

We have enlarged this area to make it easier for drop off and access to properties

Maintaining the provision of public toilets is a requirement from Auckland Council and as such there will be two universal access toilets provided

Our designers are developing the tane mahuta narrative with mana whenua artists

In March we will start consultation on the Stage B design of the public realm area at both Beresford Square and Mercury Lane. We look forward to your input.

Appendix C: Station Plan Drawings

BERESFORD SQUARE

MERCURY LANE

PITTSTREET

EWS-301SKY

EWS-523INSULATED

EWS-702FEATURE

10.KRD.151 / 10.KRD.152 STAGE C 10/03/2021

D-T90-1

FORCONTINUATIONREFERTO1/143609

FORCONTINUATIONREFERTO1/143604

Appendix D: Public Realm Drawings

URBAN REALM INDEX DRAWING LIST

URBAN REALM INDEX DRAWING LIST

PS03-

95mm x 80mm (l x w x h) PATTERN: STACK BOND

JS01.A

WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE OVERSIZED SETT UNITS

PS03.A

PS03.A-

SIZE: 90mm x 90mm x 90mm (l x w x h) PATTERN: STACK, CHECKERBOARD JOINTING: JS01.B

NOTES: WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE OVERSIZED

PS04-

PS05.A- BASALT SETT - PRAM RAMP OVERSIZE MATERIAL: ASIAN BASALT G3027

SAWN

PS06- BASALT FLAGSTONE

MATERIAL: ASIAN BASALT G3027

FINISH: SAWN AND FLAMED SIZE: 695mm x 345mm x 40mm (l x w x h) PATTERN: STRETCHER BOND JOINTING: JS01.A

NOTES: WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE OVERSIZED SETT UNITS

PS06.A AND CUT TO FIT

PS06.A- BASALT FLAGSTONE - VEHICLE STRENGTH

MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE: 695mm x 345mm x 80mm (l x w x h) PATTERN: STRETCHER BOND JOINTING: JS01.A

PS07- BASALT FLAGSTONE - VEHICLE STRENGTH MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE: 695mm x 345mm x 80mm (l x w x h) PATTERN: STRETCHER BOND JOINTING: JS01.A NOTES: VEHICLE KERB RAMPS 1:8 MAX. GRADIENT. WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT, USE OVERSIZED SETT UNITS PS07.A AND CUT TO FIT

PS07.A- BASALT FLAGSTONE - VEHICLE STRENGTHOVERSIZE MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE: VARIES x VARIES x 80mm (l x w x h) PATTERN: STRETCHER BOND JOINTING: JS01.A NOTES: VEHICLE KERB RAMPS 1:8 MAX. GRADIENT

PS12- STONE FEATURE PAVING - DARK MATERIAL: ASIAN BASALT G3027 FINISH: SAWN AND FLAMED SIZE: 795 x 395 x 40mm (l x w x h) PATTERN: STRETCHER JOINTING: JS01.A

PS12.A- STONE FEATURE PAVING - DARK - OVERSIZED MATERIAL: ASIAN BASALT G3027

FINISH: SAWN AND FLAMED SIZE: VARIES x 395 x 40mm (l x w x h) PATTERN: STRETCHER JOINTING: JS01.A

PS13- STONE FEATURE PAVING - MID MATERIAL: PT BLACK FINISH: SAWN AND FLAMED SIZE: 795 x 395 x 40mm (l x w x h) PATTERN: STRETCHER JOINTING: JS01.A

PS13.A- STONE FEATURE PAVING - MID - OVERSIZED

MATERIAL: PT BLACK FINISH: SAWN AND FLAMED SIZE: VARIES x 395 x 40mm (l x w x h) PATTERN: STRETCHER JOINTING: JS01.A

PS14- STONE FEATURE PAVING - LIGHT MATERIAL: GRANITE G654-C

FINISH: SAWN AND FLAMED SIZE: 795 x 395 x 40mm (l x w x h) PATTERN: STRETCHER JOINTING: JS01.A

PS14.A- STONE FEATURE PAVING - LIGHT - OVERSIZED

MATERIAL: GRANITE G654-C FINISH: SAWN AND FLAMED

SIZE: VARIES x 395 x 40mm (l x w x h) PATTERN: STRETCHER JOINTING: JS01.A

FACE

SIZE: 90mm x 90mm x 90mm (l x w x h) PATTERN: STACK, CHECKERBOARD JOINTING: JS01.B NOTES: WHERE UNITS NEED TO BE CUT TO LESS THAN HALF A UNIT,

PS04.A- RAISED TABLE BASALT SETT - OVERSIZE MATERIAL: PT BLACK GRANITE FINISH: ALTERNATE - PITCHED, HANDPOINTED AND FLAMED SAWN AND FLAMED FACE SIZE: 190mm x 90mm x 90mm (l x w x h) PATTERN: STACK, CHECKERBOARD JOINTING: JS01.B

PS05- BASALT SETT - PRAM RAMP MATERIAL:

PS22- STONE FEATURE PAVING - DARK - VEHICLE

STRENGTH

MATERIAL: ASIAN BASALT G3027

FINISH: SAWN AND FLAMED

SIZE: 795 x 395 x 80mm (l x w x h)

PATTERN: STRETCHER

JOINTING: JS01.A

PS22.A- STONE FEATURE PAVING - DARK - VEHICLE

STRENGTH - OVERSIZED

MATERIAL: ASIAN BASALT G3027

FINISH: SAWN AND FLAMED

SIZE: VARIES x 395 x 80mm (l x w x h)

PATTERN: STRETCHER

JOINTING: JS01.A

PS23- STONE FEATURE PAVING - MID - VEHICLE

STRENGTH

MATERIAL: PT BLACK

FINISH: SAWN AND FLAMED

SIZE: 795 x 395 x 80mm (l x w x h)

PATTERN: STRETCHER

JOINTING: JS01.A

PS23.A- STONE FEATURE PAVING - MID - VEHICLE

STRENGTH - OVERSIZED

MATERIAL: PT BLACK

FINISH: SAWN AND FLAMED

SIZE: VARIES x 395 x 80mm (l x w x h)

PATTERN: STRETCHER

JOINTING: JS01.A

PS24- STONE FEATURE PAVING - LIGHT - VEHICLE

STRENGTH

MATERIAL: GRANITE G654-C

FINISH: SAWN AND FLAMED

SIZE: 795 x 395 x 80mm (l x w x h)

PATTERN: STRETCHER

JOINTING: JS01.A

PS24.A- STONE FEATURE PAVING - LIGHT - VEHICLE

STRENGTH - OVERSIZED

MATERIAL: GRANITE G654-C

FINISH: SAWN AND FLAMED

SIZE: VARIES x 395 x 80mm (l x w x h)

PATTERN: STRETCHER

JOINTING: JS01.A

PF## PAVING (FEATURE) PA## PAVING (ASPHALT)

PA01- ASPHALT CARRIAGEWAY MATERIAL: ASPHALT

PF01 TACTILE GROUND SURFACE INDICATOR - WARNING

MATERIAL: PRE-CAST CONCRETE

FINISH:

SIZE (mm): 300 X 300 X 60mm

LAYING PATTERN: STACK

JOINTING: JF01 BETWEEN UNITS. JS01.A TO OUTER EDGE.

NOTES: TO AS/NZS 1428.4.1 REQUIREMENTS

PF02 TACTILE GROUND SURFACE INDICATOR - DIRECTIONAL

MATERIAL: PRE-CAST CONCRETE

FINISH: SLIP RESISTANT TO AS/NZS 1428.4.1 REQUIREMENTS

COLOUR: YELLLOW TO AS/NZS 1428.4.1 REQUIREMENTS

MIX: PROPRIETARY PAVING UNIT. MANUFACTURER SPECIFIED

SIZE (mm): 300 X 300 X 60 LAYING PATTERN: STACK

JOINTING: JF01 BETWEEN UNITS. JS01.A TO OUTER EDGE.

NOTES: TO NZTA RTS-14 REQUIREMENTS

NOTE: TO AS/NZS 1428.4.1 REQUIREMENTS

PF03.A - RESIN BOUND DECORATIVE AGGREGATE SURFACINGEXISTING TREES

PRODUCT TYPE: SITE-LAID RESIN BOUND AGGREGATE

SUPPLIER: STONE SET NZ

FINISHES: SLIP RESISTANT, GLASS / QUARTZ SAND ADDITIVE

AGGREGATE: 6 10 MM 'VIKING SKULL' DEPTH: 50mm MIN.

BEDDING: 25mm MIN. PERMEABLE BASE COURSE (DEPTH TO SUIT PROPOSED FINISHED LEVELS). LAID OVER GEOTEXTILE MEMBRANE.

PF03.B - RESIN BOUND DECORATIVE AGGREGATE SURFACINGNEW TREE

PRODUCT TYPE: SITE-LAID RESIN BOUND AGGREGATE

SUPPLIER: STONE SET NZ

FINISHES: SLIP RESISTANT, GLASS / QUARTZ SAND ADDITIVE

AGGREGATE: 6 10 MM 'VIKING SKULL'

DEPTH: 50mm MIN DEPTH, TAPERING TO 20mm AT TRUNK.

BEDDING: 150mm HAND COMPACTED PERMEABLE BASE COURSE, TAPERING TO THE TRUNK. LAID OVER GEOTEXTILE MEMBRANE. OTHER NOTES: INSTALL IN ACCORDANCE WITH SUPPLIER MANUFACTURERS SPECIFICATION.

PF05.E

- H.B. BUILDING

PF05.F HERITAGE MAT - CENTRAL FIRE STATION

PF06. TACTILE GROUND SURFACE INDICATOR STUD MATERIAL: 316 STAINLESS STEEL WITH BLACK CARBORUNDUM INSERT FINISH: 316-GRADE

JOINTING

J0## JOINTING

JC01 CONCRETE

KERB, CHANNEL AND EDGING

K0## KERB, CHANNEL AND EDGING

KS1.XX HERITAGE 'BLUE STONE' KERB

MATERIAL: BASALT 'BLUE STONE' KERB FINISH: AS RECLAIMED AND CLEANED (NEW TO MATCH RECLAIMED FINISH). SAWN REAR FACE FOR CONSISTENT JOINT TO BACK OF KERB EDGE PAVING INTERFACE.

SIZE (mm): VARYING (L) x NOMINAL 150 (W) x NOMINAL 220 (H) WITH 150 UPSTAND (MEASURED FROM CHANNEL INVERT)

LAYING PATTERN: REFER TO GENERAL ARRANGEMENT PLANS

JOINTING: JS07

NOTES: RECLAIM KERB STONES FROM SITE WHERE POSSIBLE. CLEAN AND TRIM PRIOR TO RE-LAYING. REAR FACE OF ALL RECLAIMED / NEW 'HERITAGE' BLUESTONE KERBS TO BE SAWCUT STRAIGHT AS REQUIRED TO ALLOW CLEAN INTERFACE WITH ADJOINING PAVEMENTS. REFER TO CIVIL ENGINEERING DOCUMENTATION FOR INSTALL, STRUCTURAL PAVEMENT DESIGN, SAMPLES AND TESTING REQUIREMENTS

GB-MLA-02 PLANTER GARDEN BED SPECIES MIX: VARYING SPECIES INCLUDING:

ASTELIA BANKSII (WHARAWHARA) LIBERTIA GRANDIFLORA (MIKOIKOI)

LOMARIA DISCOLOUR (PETIPETI)

SELLIERA RADICANS (REMU REMU)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS

PER SPECIFICATION

SPACING: 500-600MM CENTRES

GB-MLA-03 PLANTER GARDEN BED SPECIES MIX: VARYING SPECIES INCLUDING:

ADIANTUM FORMOSUM (GIANT MAIDENHAIR) ASPLENIUM BULBIFERUM

(PIKOPIKO) DIANELLA NIGRA (TURUTU) LIBERTIA GRANDIFLORA (MIKOIKOI) LOMARIA DISCOLOUR (PETIPETI)

SELLIERA RADICANS (REMU REMU)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION

SPACING: 500-600MM CENTRES

FP03 - 'SHEFFIELD STYLE' BIKE RACK

MATERIAL: 316 L STAINLESS STEEL

FINISH: TO MANUFACTURERES SPECIFICATION

GB-TRE-01 TREE GROVE GARDEN BED SPECIES MIX: VARYING SPECIES INCLUDING: ARTHROPODIUM CIRRATUM 'MATAPOURI BAY' (RENGA RENGA)

ASTELIA BANKSII (WHARAWHARA)

COPROSMA REPENS 'POOR KNIGHTS' (TAUPATA)

LIBERTIA GRANDIFLORA (MIKOIKOI)

MUEHLENBECKIA AXILLARIS (POHUEHUE)

PHORMIUM COOKIANUM (DWARF FLAX)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION

SPACING: 500-600MM CENTRES

GB-PAU-01 PAUSE POINT GARDEN BED

SPECIES MIX: VARYING SPECIES INCLUDING:

LIBERTIA GRANDIFLORA (MIKOIKOI)

LOMARIA DISCOLOUR (PETIPETI)

SELLIERA RADICANS (REMU REMU)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION

SPACING: 500-600MM CENTRES

GB-PAU-02 PAUSE POINT GARDEN BED SPECIES MIX: VARYING SPECIES INCLUDING:

LIBERTIA GRANDIFLORA ASTELIA BANKSII (WHARAWHARA)

COPROSMA REPENS 'POOR KNIGHTS' (TAUPATA)

SELLIERA RADICANS (REMU REMU)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION

SPACING: 500-600MM CENTRES

GB-PAU-03 PAUSE POINT GARDEN BED SPECIES MIX: VARYING SPECIES INCLUDING: LIBERTIA GRANDIFLORA (MIKOIKOI)

LOMARIA DISCOLOUR (PETIPETI)

SELLIERA RADICANS (REMU REMU)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION

SPACING: 500-600MM CENTRES

GB-MLA-01 PLANTER GARDEN BED SPECIES MIX: VARYING SPECIES INCLUDING: ASTELIA BANKSII (WHARAWHARA) BLECHNUM NOVAE-ZEALANDIAE (KIOKIO) DIANELLA NIGRA (TURUTU) FUCHSIA PROCUMBENS (TOTARA) LIBERTIA

GRANDIFLORA (MIKOIKOI)

GRADE: MIN 1.5L GRADE AT 500-600MM CENTRES

SETOUT: OFFSET STAGGERED ROWS QUINCUNX ARRANGEMENT.

REFER TO DRAWINGS FOR SPECIFIC DETAILS.

MULCH TYPE: MIN. 100MM SETTLED DEPTH GOOD QUALITY MULCH AS PER SPECIFICATION

SPACING: 500-600MM CENTRES

ST## STAIRS

SS04 STAIRS 04

MATERIAL: PRECAST CONCRETE

FINISH: STONE PAVING, TREAD GRANITE G654, RISER - BASALT G3027

COLOUR: MIX:

SIZE (MM): 4 X 157 X 355

PROJECTION: 25MM

NOSING: 316 STAINLESS STEEL WITH BLACK CARBORUNDUM INSERT

TACTILES: PF06

HANDRAIL: R01 AS PER GENERAL ARRANGEMENT

NOTES: REFER CIVIL/STRUCTURAL DOCUMENTAION FOR ALL STRUCTURAL DETAILS

SS05 STAIRS 05

MATERIAL: PRECAST CONCRETE

FINISH: STONE PAVING, TREAD - GRANITE G654, RISER - BASALT G3027

COLOUR: MIX: SIZE (MM): 4 X 179 X 355

PROJECTION: 25MM

NOSING: 316 STAINLESS STEEL

NOTES: FOOTING / FOUNDATIONS: REFER TO CIVIL DOCUMENTATION

SAMPLES: ALLOW FOR SAMPLE PRIOR TO MANUFACTURE OF ORDER.

FP03.B - ''SHEFFIELD STYLE' BIKE RACK WITH TAPPER BAR

MATERIAL: 316 L STAINLESS STEEL FINISH: TO MANUFACTURERES SPECIFICATION

NOTES: FOOTING / FOUNDATIONS: REFER TO CIVIL DOCUMENTATION

SAMPLES: ALLOW FOR SAMPLE PRIOR TO MANUFACTURE OF ORDER.

FP04 - AUCKLAND CBD TWIN BIN

NOTES: ALL MATERIALS, PARTS, FINISHES AND INSTALLATION TO COMPLY WITH AUCKLAND COUNCIL 'CBD SUITE FURNITURE' STANDARD

DRAWINGS AND SPECIFICATIONS DOCUMENT.

FOOTING/FOUNDATIONS: REFER TO CIVIL DOCUMENTATION

SAMPLES: ALLOW FOR SAMPLE PRIOR TO MANUFACTURE OF ORDER.

F07.A - 900mm HIGH S6 BOLLARD (STATIC)

MATERIAL: AS PER F07

FINISH: AS PER F07

NOTES: TO SUPPLIER MANUFACTURER'S SPECIFICATIONS AND CIVIL

ENGINEERING DETAIL.

BASE PLATE AND FASTENING DETAIL TO BE CONCEALED BELOW STONE PAVEMENT BEDDING.

F07.B - 900mm HIGH S6 BOLLARD (REMOVABLE)

MATERIAL: AS PER F07

FINISH: AS PER F07

COLOR: AS PER F07

NOTES: (AS PER F07 EXCEPT)

FEATURES:

- LOCK AND KEYING TO AUCKLAND COUNCIL AUCKLAND TRANSPORT

STANDARD.

- LATCHING LOCK TINE

- APERTURE FOR LIFTING TOOL

- LIFTING TOOL

- GROUND POD AS PER KEYNOTE F09-C DESCRIPTION.

FOOTING FOUNDATIONS: TO SUPPLIER / MANUFACTURER'S SPECIFICATIONS AND CIVIL ENGINEERING DETAIL.

F07.C - 900mm HIGH S6 BOLLARD (RETRACTABLE)

MATERIAL: AS PER F07

FINISH: AS PER F07

COLOR: AS PER F07

NOTES:

FF03- PRECAST CONCRETE SEAT

SIZE: LENGTH VARIES X 450 X HEIGHT VARIES NOTES: DETAIL UNDER REVIEW TO INCORPORATE NARRATIVE AND STRUCTURAL DETAILING

FF08 INTAKE VENT FURNITURE

MATERIAL: PERFORATED STEEL AND HARDWOOD TIMBER BATTONS FINISH: TO BE CONFIRMED

COLOUR: TO BE CONFIRMED

LENGTH: VARIES WIDTH: VARIES HEIGHT: VARIES (400, 600, 800MM) NOTES: VENT SEATING UNDER DEVELOPMENT WITH ASSOCIATED DISCIPLINES F0# FURNITURE AND STRUCTURES KEYNOTES:

SW0##

COLOUR: TO MATCH ARCHITECTURAL 'EARTH ELEMENT' MIX: TO MATCH ARCHITECTURAL 'EARTH ELEMENT' SIZE (MM): X

RH0## RAILING

RH03 HANDRAIL 03 - FIN PLATE POST

1.STRUCTURAL,

14.ABBREVIATIONS

APPROXAPPROXIMATE

CLCENTRE LINE

CRSCENTRES

DDEFORMED BAR GRADE 300E

DETDETAIL

DIADIAMETER

DIMDIMENSION

DRGDRAWING

EAEQUAL ANGLE

E&BEARTHING & BONDING

FGLFINISHED GROUND LEVEL

FLFINISHED LEVEL

FSLFINISHED SURFACE LEVEL

FPBWFULL PENETRATION BUTT WELD

FWFILLET WELD

FWARFILLET WELD ALL ROUND

GLGROUND LEVEL

HDDEFORMED BAR GRADE 500E

HDGHOT DIP GALVANISED

HRPLAIN BAR GRADE 500E

8.THE

REQUIRED RELATING TO EXISTING AND PROPOSED SERVICES. ANY SERVICE CONNECTIONS SHOWN IN THE PUBLIC REALM DOCUMENTATION ARE INDICATIVE AND DIAGRAMMATIC ONLY.

10.ALL MATERIALS AND WORKMANSHIP SHALL COMPLY WITH THE STANDARDS LISTED BELOW. THE STANDARDS REFER TO THEIR LATEST ISSUE COMPLETE WITH AMENDMENTS THAT ARE CURRENT AT THE TIME THIS DRAWING IS ISSUED.

IDINSIDE DIAMETER

ILINVERT LEVEL

MMESH GRADE 500E

MAXMAXIMUM

MINMINIMUM

MSMILD STEEL GRADE 300

NOMNOMINAL

NTSNOT TO SCALE

ODOUTSIDE DIAMETER

OHLEOVER HEAD LINE EQUIPMENT

PFCPARALLEL FLANGED CHANNEL

RPLAIN BAR GRADE 300E

REFREFER, REFERENCE

REINFREINFORCEMENT

RLREDUCED LEVEL

RHSRECTANGULAR HOLLOW SECTION

SHSSQUARE HOLLOW SECTION

SSSTAINLESS STEEL

TBCTO BE CONFIRMED

THKTHICK

TOFTOP OF FOOTING

TOKTOP OF KERB

TOSTOP OF STEEL

TOWTOP OF WALL

TYPTYPICAL

UAUNEQUAL ANGLE

UBUNIVERSAL BEAM

UCUNIVERSAL COLUMN

UNOUNLESS NOTED OTHERWISE

15.ALL SHOP DRAWINGS WHERE APPLICABLE ARE TO BE APPROVED BY THE DESIGNER PRIOR TO MANUFACTURE.

16.ALL MATERIAL SAMPLES TO BE APPROVED BY THE DESIGNER PRIOR TO CONSTRUCTION WITH SUFFICIENT LEAD TIME FOR RE-SAMPLING.

SETTING OUT

1.WORKS UNDER THIS PACKAGE INCLUDE BUT ARE NOT LIMITED TO, SETTING OUT TO SPECIFIED POSITIONS, ALL PLANTS, PAVEMENTS AND LANDSCAPE TREATMENTS AS INDICATED ON THE DETAILED DRAWINGS AND SPECIFICATION.

2.THE CONSTRUCTOR SHALL BE RESPONSIBLE FOR SETTING OUT USING THE ON-SITE DATUM COORDINATES AND DIMENSIONS AS OUTLINED ABOVE USING DIGITAL FILES PROVIDED BY THE DESIGNER. SPECIFIC SETOUT REQUIREMENTS ARE AS OUTLINED WITHIN THE DRAWINGS.

3.THE CONSTRUCTOR SHALL REVIEW THE SITE SURVEYS FOR DIMENSION, LEVEL ACCURACY AND REPORT ANY DISCREPANCIES BEFORE WORKS COMMENCE TO THE DESIGNER.

PREPARATORY WORKS

1.THE CONSTRUCTOR IS TO COORDINATE THE REPATRIATION OF ALL ITEMS WITHIN THE PUBLIC REALM WORKS AREA BACK TO THE ASSET OWNERS. ITEMS INCLUDE, BUT ARE NOT LIMITED TO:

a.PHONE BOOTHS

b.POST BOXES

c.HERITAGE BLUESTONE BASALT KERB STONES

d.LIGHT POLES AND LUMINAIRES

e.PARKING METERS

f.LITTER BINS

g.STREET FURNITURE / EQUIPMENT

h.SHELTERS

i.SIGNALS AND POLES

j.SIGNAGE

2.PROTECT ALL SURVEY MARKS.

PAVEMENT NOTES

GENERAL

1.FOR STRUCTURAL DETAILS OF PAVING, KERBING, STREET FURNITURE, SIGNAGE AND LIGHTING FOUNDATIONS REFER TO CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS.

2.REFER TO CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS FOR CONCRETE THICKNESSES, STRENGTHS, REINFORCING, JOINTING DETAILS, THICKENINGS TO SLAB EDGES, BASE COURSE, SUB-GRADE PREPARATION, TESTING AND INSPECTION REQUIREMENTS. CONCRETE PAVEMENT

1.ALL INSITU CONCRETE PAVING STRUCTURAL DESIGN AND VARIOUS JOINT TYPES SHALL BE IN ACCORDANCE WITH THE CIVIL DESIGN PACKAGES DRAWINGS AND SPECIFICATIONS. CONCRETE PAVING AGGREGATES, COLOURS AND FINISHES ARE AS OUTLINED WITHIN THE WORKS UNDER THIS PACKAGE.

2.COLOUR, FINISH, SLIP RESISTANCE, SKID RESISTANCE AND STONE CHARACTERISTICS TESTING SAMPLES ARE REQUIRED IN ACCORDANCE WITH THE SPECIFICATION.

3. CONCRETE PAVEMENT SAMPLES ARE REQUIRED FOR APPROVAL OF APPEARANCE AND FINISH. REFER TO THE SPECIFICATION FOR FURTHER REQUIREMENTS. ALL CONCRETE SAMPLES ARE TO BE LAID A MINIMUM OF 21 DAYS IN ADVANCE OF THE INSPECTION TO ENSURE FINISH IS TRUE TO CURED FORM.

STONE PAVEMENT

1.PROVIDE QUARRY (SHOP) DRAWINGS FOR TYPICAL AND SPECIAL STONE UNIT TYPES IN ACCORDANCE WITH THE SPECIFICATION FOR THE APPROVAL OF THE DESIGNER PRIOR TO THE COMMENCEMENT OF MANUFACTURE.

2.ALL VISIBLE STONE EDGES TO HAVE 1mm CHAMFER UNLESS OTHERWISE NOTED.

3.ALL STONE PAVING TO BE FINISHED WITH SEALER. REFER TO THE SPECIFICATION.

4.REFER TO THE KEYNOTES DRAWINGS FOR CODES, STONE TYPES AND FINISHES.

5.REFER TO THE GENERAL ARRANGEMENT DRAWINGS FOR SPECIFIC LOCATIONS OF STONE TYPES AND FINISHES.

6.STONE TYPE IS TO BE BASALT. LOCAL SOURCES AND RECYCLED

7.STONE FINISHES OVERVIEW: a.SAWN + FLAMED b.PITCHED HAND POINTED + FLAMED (+/-5mm VERTICAL VARIANCE TO PITCHED (SURFACE) c.SPLIT FACE (+/-3mm VERTICAL VARIANCE TO PITCHED SURFACE)

8.ALL STONE SHALL BE APPROVED BY THE DESIGNER PRIOR

9.ALL

2.WHERE

3.PROVIDE

4.ALL STONE TO BE CUT ALL SIDES WITH TOP SURFACE, FRONT FACE AND OTHER VISIBLE SURFACES FINISHED TO THEPROFILE AND FINISHES SPECIFIED (UNLESS OTHERWISE INDICATED).

5.ALL STONE EDGES TO TOP (VISIBLE)

CONCRETE STRUCTURES

3.TOLERANCES

SERVICE COVERS

1.REFER TO THE CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS FOR THE LOCATION OF EXISTING AND NEW UNDERGROUND SERVICE ACCESS POINTS.

2.REFER TO THE GENERAL ARRANGEMENT AND DETAIL DRAWINGS OF THIS PACKAGE FOR THE PROPOSED ALIGNMENT AND SET OUT OF SERVICE COVER FRAMES WITHIN THE VARIOUS STONE PAVEMENT COURSING AND LAYING PATTERNS.

3.SERVICE ACCESS COVER LOCATIONS SHALL BE CAREFULLY COORDINATED WITH THE PAVING AND JOINTING LAYOUT ON SITE. THE DESIGNER IS TO AGREE LOCATIONS PRIOR TO FINALISING COVER POSITIONS AND PHYSICAL WORKS COMMENCING.

4.SERVICE ACCESS COVER ORIENTATION SHALL BE PERPENDICULAR AND PARALLEL TO THE PAVEMENT COURSING. PAVING CUTTING NOTES APPLY TO THE SERVICE COVER INFILL LIDS AND SURROUNDS.

5.ALL SERVICE ACCESS COVERS ARE TO BE INFILL TYPE, CLASS D LOAD RESISTANT UNLESS OTHERWISE STATED.

6.FINAL PRODUCT SELECTION PENDING AGREEMENT WITH THE NETWORK UTILITY OPERATORS.

ROAD MARKINGS & SIGNAGE

1.FOR PAVEMENT MARKING AND STATUTORY SIGNAGE TYPES REFER TO THE CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS

2.ALL STRUCTURAL BUILDING WORK AND FOUNDATIONS TO CIVIL DESIGNER’S APPROVAL. ALL TRAFFIC SIGNS AND POLESTO BE NEW UNLESS OTHERWISE STATED.

3.THECONSTRUCTORSHALL REFER ANY DISCREPANCIES BETWEEN DESIGN PACKAGES TO THE DESIGNER FOR INSTRUCTION PRIOR TO PHYSICAL WORKS COMMENCING.

STORMWATER AND DRAINAGE

1.FOR ALL LEVELS AND DRAINAGE ELEMENTS REFER TO THE CIVIL, ROADING, DRAINAGE AND UTILITIES DESIGN DRAWINGS AND SPECIFICATIONS. ANY LEVELS SHOWN IN THE PUBLIC REALM DOCUMENTATION ARE INDICATIVE AND DIAGRAMMATIC ONLY.

PLANTING AND SOFTSCAPE

GENERAL NOTES

1.ANY QUESTIONS OR CONCERNS SHALL BE DIRECTED TO THE LANDSCAPE ARCHITECT PRIOR TO LANDSCAPE WORK COMMENCEMENT.

2.WHERE CONFLICTS ARISE BETWEEN PLAN REQUIREMENTS AND PLANT SCHEDULES, THE PLANS SHALL TAKE PRECEDENCE

3.THE CONSTRUCTOR SHALL KEEP ALL AREAS CLEAN AND ORDERLY AT ALL TIMES. WALKWAYS SHALL REMAIN CLEAR OF MUD AND DEBRIS THAT RESULT FROM LANDSCAPE OPERATIONS AND THE WORKS OF OTHERS.

4.ALL PLANT AND GROWING MEDIUM INCLUDING ON SITE TOPSOIL MATERIALS SHALL BE APPROVED BY THE DESIGNER PRIOR TO ORDERING AND IMPLEMENTATION.

5.ALL PLANTING SHALL BE CARRIED OUT UNDER THE DIRECT SUPERVISION OF THE DESIGNER.

6.THE CONSTRUCTOR IS TO COORDINATE AND PROGRAMME THE PLANTING OF ALL TREES & SHRUBS TO OCCUR DURING COOLER MONTHS BETWEEN JUNE TO AUGUST. CONSTRUCTOR IS TO SUBMIT PROGRAM FOR APPROVAL.

PREPARATION

1.PLANTING AREAS ARE TO BE EXCAVATED AND CLEAN OF ALL CONTAMINATED MATERIALS DETRIMENTAL TO THE HEALTH OF VEGETATION SUCH AS OIL, DIESEL, CEMENT, WEEDS AND THE LIKE PRIOR TO PLACEMENT OF APPROVED TOPSOIL.

2.TOPSOIL QUALITY TESTING AND REPORTING REQUIREMENTS SHALL BE UNDERTAKEN AS PER SPECIFICATION.

3.TOPSOIL TO BE PLACED IN LIGHTLY COMPACTED LAYERS OF NO MORE THAN 100mm DEPTH AS PER SPECIFICATION. CONSTRUCTOR TO ENSURE NO HEAVY PLANT OR MACHINERY ON TOPSOIL OR WITHIN PLANTING AREAS FOLLOWING PLACEMENT.

4.GENERALLY THE FINISHED SURFACE SOIL LEVEL IS TO BE 50mm HIGHER THAN ADJACENT PAVING INTERFACE IN THE MIDDLE OF PLANTED AREAS, UNLESS OTHERWISE STATED. MULCH LEVEL AT KERB OR PAVING INTERFACE TO BE NOMINAL 50mm LOWER THAN ADJACENT PAVING FOLLOWING SETTLING.

5.SPECIALIST GROWING MEDIUM MIXES SHALL BE AS PER SPECIFICATION

6.CONTROLLED SLOW, RELEASE FERTILISER IS TO BE INCLUDED PER PLANT AS PER SPECIFICATION

7.MULCH TYPE SHALL BE AS PER SPECIFICATION TO DESIGNER APPROVAL. SUBMIT A SAMPLE PRIOR TO LAYING.

8.ALL VEGETATED AREAS TO BE PLANTED SHALL BE SPRAYED WITH 2 TO 3 APPLICATIONS (AS REQUIRED) OF APPROVED HERBICIDE TWO WEEKS APART AND TWO WEEKS PRIOR TO FINAL CLEARING FOR PLANTING. CONSTRUCTOR IS TO ALLOW A MINIMUM 14 DAY PERIOD FOLLOWING TOPSOIL PLACEMENT BEFORE SPRAYING TO ALLOW SUFFICIENT TIME FOR ANY WEED SPECIES PRESENT TO GERMINATE.

9.CONSTRUCTOR IS TO ENSURE ALL SHRUB SPECIES ARE SET BACK MIN. 500mm FROM EDGE OF ADJACENT STRUCTURES, FOOTPATHS AND KERBS.

DELIVERY AND HANDLING

1.NURSERIES SUPPLYING PLANT MATERIAL FOR THE PROJECT SHALL ENSURE ALL PLANT MATERIAL IS WEED, DISEASE AND PEST FREE PRIOR TO DELIVERY TO SITE. A METHODOLOGY SHALL BE SUPPLIED TO THE DESIGNER FOR APPROVAL TO ENSURE THE SITE IS NOT CONTAMINATED WITH ANY WEED, DISEASE OR PEST SPECIES. PARTICULAR FOCUS SHALL BE ON KAURI DIEBACK, MYRTLE RUST AND RAINBOW SKINKS. NURSERIES SUPPLYING PLANT MATERIAL FOR THE PROJECT SHALL ENSURE ADHERENCE WITH THE MYRTLE RUST NURSERY MANAGEMENT PROTOCOL. ALL PLANT MATERIAL IS TO BE INSPECTED PRIOR TO DELIVERY TO SITE. ANY EVIDENCE OF MYRTLE RUST SHALL BE NOTIFIED TO THE DESIGNER IMMEDIATELY AND PLANT STOCK SHALL NOT BE DELIVERED TO SITE.

2.THE DESIGNER SHALL BE NOTIFIED OF THE DELIVERY SCHEDULE IN ADVANCE SO THE PLANT MATERIAL MAY BE INSPECTED UPON ARRIVAL AT THE SITE. ALL UNACCEPTABLE PLANT MATERIAL SHALL BE REMOVED FROM THE SITE IMMEDIATELY.

3.PLANTS SHALL BE INSTALLED AS SOON AS POSSIBLE AFTER DELIVERY TO THE SITE. PLANT MATERIAL SHALL BE PROTECTED FROM EXPOSURE TO WIND AND DIRECT SUNLIGHT PRIOR TO INSTALLATION. PLANTS NOT INSTALLED ON THE DAY OF ARRIVAL SHALL BE STORED IN SHADED AREAS, PROTECTED FROM THE WIND AND MAINTAINED AND WATERED TO GOOD HORTICULTURAL STANDARDS UNTIL PLANTED. CARE SHALL BE TAKEN TO ENSURE THAT THE PLANTS DO NOT DRY OUT. NO PLANT SHALL BE STORED ON SITE FOR MORE THAN 3 DAYS PRIOR TO PLANTING.

4.CARE SHALL BE TAKEN TO AVOID INJURY TO THE PLANTS. MATERIAL SHALL NOT BE DROPPED FROM VEHICLES. PLANTS SHALL BE HANDED CAREFULLY TO AVOID CRACKING OR BREAKING THE EARTH BALL. CONTAINER GROWN PLANTS SHALL BE HANDLED BY THE CONTAINER. PLANTS SHALL NOT BE HANDLED BY THE TRUNK OR STEM.

5.PLANTS TO BE HARDENED-OFF SUITABLE FOR THE SITE AND ITS CONDITIONS 20 WORKING DAYS IN ADVANCE OF DELIVERY TO SITE. SPECIMEN TREES

1.REFER TO SPECIFICATION FOR GROWING MEDIUM REQUIREMENTS FOR NEW TREES.

2.ALL NEW TREES TO BE REVIEWED AT THE NURSERY BY THE CONSTRUCTOR, DESIGNER AND AUCKLAND COUNCIL ARBORIST PRIOR TO DELIVERY TO SITE. REFER TO THE SPECIFICATION.

3.ALL EXISTING TREES TO BE RETAINED TO BE PROTECTED UNLESS OTHERWISE STATED WITHIN THE TREE AND VEGETATION DELIVERY WORKS PLAN APPROVED UNDER THE OUTLINE WORKS PLAN. NO WORKS ARE TO BE CARRIED OUT WITHIN THE ROOT ZONE OF EXISTING TREES RETAINED. ALL WORKS ARE TO BE IN CARRIED OUT IN ACCORDANCE WITH THE TREE AND VEGETATION DELIVERY WORKS PLAN.

H-02278 VISUALLY IMPAIRED

H-01794 VEHICLE STRIKE OF WORKERS DURING MAINTENANCE OF LANDSCAPE AREAS WITHIN CARRAIGEWAY / LIVE LANES

PLANT SPECIES SELECTION TO ENSURE MAINTENANCE REQUIREMENTS ARE MINIMISED IN TERMS OF ENVIRONMENTAL SUITABILITY AND GROWTH HABIT/FORM/SHAPE. GARDEN BED DESIGN INCLUDES GOOD QUALITY MULCH, MAXIMISES SOIL VOLUMES AND MOISTURE RETENTION TO AID IN PLANT ESTABLISHMENT AND VIGOUR AND REDUCE WEED GROWTH, MINIMISING REQUIREMENTS FOR MAINTENANCE....

ACCESSIBLE MOVEMENT ROUTES CLEARLY DESIGNED AND DELINEATED IN LINE WITH AS/NZS 4121, AS/NZS 1428 AND RTS-14 STANDARDS.

H-01785 VISION IMPAIRED INDIVIDUALS COLLIDE/TRIP WITH STREET FURNITURE OR OTHER PUBLIC REALM OBSTRUCTIONS.

ACCESSIBLE MOVEMENT ROUTES TABLED/WORKSHOPPED WITH AUCKLAND TRANSPORT'S CAPITAL PROJECTS ACCESSIBILITY GROUP FOR ENDORSEMENT OF THE FINAL DESIGN. FURNITURE DESIGNED TO BE READILY DISTINGUISHED BY PEOPLE WITH LOW VISION (CONSTRASTING COLOUR, TAPPING BARS ETC).

H-01774 STREET FURNITURE, FENCING BECOMING LIVE (ELECTRIC SHOCK).

ENSURE SETBACKS ADHERED TO WITHIN E&B SPECIFIED ZONES. EARTHING AND BONDING REVIEW AND DESIGN DETAIL INPUTS TO AID IN MITIGATION OF ELEMENTS NOT POSSIBLE TO EXCLUDE FROM ZONES.

H-01771 CONSTRUCTION PERSONNEL FALLING INTO EXPOSED PIT DURING TREEPIT CONSTRUCTION.

H-01770 UTILITY STRIKE DURING TREEPIT EXCAVATION.

H-01769 SUSPENDED LOAD DROP WHEN LIFTING AND INSTALLING LARGE GRADE SPECIMEN TREES. -

H-01768 TREEPIT EXCAVATION COLLAPSING DURING CONSTRUCTION. -

H-01067 PATH SURFACING AND GRADES CREATE SLIP, TRIP AND FALL HAZARDS.

MINIMISE NUMBER OF TREEPITS WITHIN VICINITY OF UTILITIES. CLEARLY IDENTIFY ON DRAWINGS ANY POTENTIAL UTILITIES CLASHES. REVIEW ASBUILTING AND CLASH DETECTION WITH FEDERATED MODEL WITHIN THE DESIGN OF TREEPITS.

APPROPRIATE GRADE AND MATERIALS SPECIFIED FOR FOOTPATHS. PAVEMENT AND SERVICE LID MATERIAL TO HAVE SLIP RESISTANCE TO MR REQUIREMENTS. FOOTPATH CAMBER AND WIDTH APPROPRIATE FOR THE SITE, SIGHTLINES MAINTAINED

H-00747 VEHICLE STRIKE ON PEDESTRIAN AT STATION ENTRANCE / PEDESTRIAN OVERBRIDGE LANDINGS. SLOW (10KM/H) ZONES ADJACENT STATION ENTRIES AND BRIDGE/PEDESTRIAN LANDINGS. VEHICLE RATED BOLLARDS INSTALLED TO RESTRICT VEHICLE ACCESS STREET FURNITURE, TREES, BOULDERS/ROCKS ETC INSTALLED TO RESTRICT VEHICLE ACCESS.

TREE GROVE

SERVICES & RETAIL BUILDING

BERESFORD SQ STATION

LANE TO EAST STREET

PAUSE POINTS

KARANGAHAPEROAD

PITTSTREET

MERCURY LANE STATION KARANGAHAPEROAD

MERCURYLANE

1:250CRL-KRDURB-LKADRG140001

CRL-KRD-URBLKA-DRG141009

CRL-KRD-URBLKA-DRG141004

CRL-KRD-URBLKA-DRG141003

CRL-KRD-URBLKA-DRG141002

CRL-KRD-URBLKA-DRG141001

CRL-KRD-URBLKA-DRG141005 BERESFORDSQUARE

CRL-KRD-URBLKA-DRG141006

CRL-KRD-URBLKA-DRG141007

SAMOAHOUSELANE

CRL-KRD-URBLKA-DRG141008

CRL-KRD-URBLKA-DRG141010

LCRL-KRD-URBKA-DRG-142001

LCRL-KRD-URBKA-DRG-142002

CRL-KRD-URBLKA-DRG-142004

CRL-KRD-URBLKA-DRG-142003

CRL-KRD-URBLKA-DRG-142005

CRL-KRD-URBLKA-DRG-142006

CRL-KRD-URBLKA-DRG-142007

CRL-KRD-URBLKA-DRG-142008

PITTSTREET

BERESFORD SQUARE STATION

BERESFORD SQUARE STATION

REFERCIVILROADING

MERCURY LANE

MERCURY LANE

MERCURY LANE STATION

THICKENED EDGE TO 'LEAN MIX' CONCRETE LAYER WHERE TERMINATING ATOP STRATACELL MODULES. EXTEND

F03.B -SHEFFIELD BIKE RACK WITH TAPER BAR

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PF04.E HERITAGE MAT -H.B. BUILDING

40MMX40MM HARDWOOD STAKES DRIVEN INTO FIRM GROUND, STAKES TO BE STAINED BLACK AND INSTALLED PLUMB. ALLOW 2NO. STAKES FOR 45L TREES AND 3NO. STAKES FOR 160L TREES.

50MM HESSIAN WEBBING FIRMLY FIXED WITH GALVANISED STAPLES TO STAKES AT 2/3 THE HEIGHT OF THE MAIN TRUNK.

MIN. 150MM DEPTH GOOD QUALITY TOPSOIL TO ALL GRASSED AREAS AS PER SPECIFICATION.

100MM DEPTH (MIN. 75MM CONSOLIDATED DEPTH) ORGANIC MULCH AS PER SPECIFICATION. GRADE MULCH AWAY FROM TREE TRUNK.

TREE PIT 2X THE DIAMETER AND 1.5X THE DEPTH OF ROOTBALL. BACKFILL WITH GOOD QUALITY TREE PLANTING MEDIUM AS PER SPECIFICATION IN EVENLY CONSOLIDATED 150MM LAYERS (NOT COMPACTED)

SCARIFY THE SIDES AND BASE OF TREE PIT AN ADDITIONAL 150MM.

100MM DEPTH APPROVED FREE DRAINING GRANULAR MATERIAL.

S.113C

S.114C

S.115D

CRL-KRD-SWF-LKA-DRG-

CRL-KRD-SWF-LKA-DRG-110008

Karangahape Precinct Overview

Note: CRL plans are utilised

Station-wide Precinct Scope Mercury Lane

Beresford Square Urban Realm

Karangahape Road

Drawing Reference:

Precinct Allocations General Arrangement Beresford Square

Architectural Drawing Reference:

Karangahape Precinct Allocations

Architectural Drawing Reference: